transient fuelling issues with grey injectors
19-10-2003, 09:11 PM
#41
just finding my feet
oh that is his home number as hes always at work, no point him having a phone at work, rumor has it he's missus rents his house out during the summer to tourists, he aint noticed yet excempt that the washing up seems to get done 
24-11-2005, 03:09 PM
#44
Professional Waffler
Originally Posted by Stu @ M Developments
Not much of a discussion this one is it? 
Jas.. is the only one who even dare have a crack...
Thats essentially the issue, along with volumetric transient waveforms depending on stored energy with both the plenum and the inlet tracts. Ee have positive, negative and delta gain...
Anyone?
Matt... whats this discussion for anyway? What ya up to? 
Jas.. is the only one who even dare have a crack...
Thats essentially the issue, along with volumetric transient waveforms depending on stored energy with both the plenum and the inlet tracts. Ee have positive, negative and delta gain...
Anyone?
Matt... whats this discussion for anyway?
What ya up to? transient means to change, what is changing-throttle angle
fuel correction,, this must mean it is a correction factor too which the ecu is doing too the main fuel look up table
air is a mass,,, which takes time too accurate, from rest at a closed throttle plate too when it is opened too the combustion chamber! what would happen if we didnt have a correction and it justed looked at the main look up table? yes we would run rich as most of the air is still accurating towards the chamber!
the larger in inlet volume the larger the accuration positive gain needs too be
30-12-2005, 10:57 PM
#47
Testing the future
is this something that is fixed dependant on ECU, L1, L6 or L8 and is something that marelli set, or is it something that can be easily changed in the map to take account of different turbo sizes, throttle bodies, inlet plenums, intercooler volumes, head porting etc?
04-01-2006, 03:10 PM
#48
Professional Waffler
[IMG:658:343:f0f73090a7]http://img.photobucket.com/albums/0803/gareth_esccos/tfc.jpg[/img:f0f73090a7]
its user programable mate, here is the options on a L8
i would post the options from a t6,, but theres a few windows of it lol
its user programable mate, here is the options on a L8
i would post the options from a t6,, but theres a few windows of it lol
06-01-2006, 05:59 PM
#49
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Originally Posted by GARETH T
its user programable mate, here is the options on a L8
what exactly are we looking at?why are they all zero, is it not finished?
interesting
06-01-2006, 06:06 PM
#50
Originally Posted by the original
Originally Posted by GARETH T
its user programable mate, here is the options on a L8
what exactly are we looking at?why are they all zero, is it not finished?
interesting
06-01-2006, 06:12 PM
#51
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that's what i thought.
so what do all the names relate to?
why is there no such thing as delta map positive/negative decay
what's the difference between say, positive decay and negative gain?
throttle plate position?
why the need for both slow and fast corrections?
cheers
so what do all the names relate to?
why is there no such thing as delta map positive/negative decay
what's the difference between say, positive decay and negative gain?
throttle plate position?
why the need for both slow and fast corrections?
cheers
09-01-2006, 11:08 PM
#52
Professional Waffler
Originally Posted by Stu @ M Developments
Originally Posted by the original
Originally Posted by GARETH T
its user programable mate, here is the options on a L8
what exactly are we looking at?why are they all zero, is it not finished?
interesting
(not my map)the original
im nto good at explaining things at all,,,, get hold of descpro (pectel calibration software) go into transient fuel correction maps, and press f1 on all the subjects
26-01-2006, 07:00 PM
#53
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A tuner i was speaking to recently told me that 'the secret is using a 36-1 wheel on the crank which allows us to get the transient fuelling spot on'
i can see that it might conceivably help a little, as opposed to a 4-tooth wheel, but surely there's a lot more to it than that, i.e. the ecu parameters as mentioned above.. ??
i can see that it might conceivably help a little, as opposed to a 4-tooth wheel, but surely there's a lot more to it than that, i.e. the ecu parameters as mentioned above.. ??
09-02-2006, 07:49 AM
#54
Testing the future
Originally Posted by foreigneRS
or is it something that can be easily changed in the map to take account of different turbo sizes, throttle bodies, inlet plenums, intercooler volumes, head porting etc?
is it just to make driveability better with different sized injectors, or more to do with engine spec?
04-03-2006, 10:23 AM
#56
Professional Waffler
sorry its about drivablity,, the correct only effects changes in throttle angle, once this change has taken place, and a set time has elapsed tfc isnt doing anything
if the engine can gobble more air than it did before TFC needs to be adjusted (maybe by a very small amount that most wont notice)
if the engine can gobble more air than it did before TFC needs to be adjusted (maybe by a very small amount that most wont notice)
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