LNF GDI Torque and Load Information

[405HP_Z06]

Regardless of which type of cut it makes and based on the descriptors, I don't know if I would want to change this table....even more so if it was related to the 1st or 3rd.

When I first saw it the day I got HPT, I thought it was related to the 3rd type as I had my car go into limp home mode a month or so ago. Based on the way it performed, it felt a lot like the way this table looks.

It might be that the left side of the table is as follows:

Normal operation
Fixed Suppressions
Suppressions for Rapid...
Disabling of Complete...

...instead of cylinder 1, 2, 3, 4. Why make one cylinder do all of the work instead of just doing some sort of torque reduction across the board?

I'm not sure, that's why I'm trying to figure this out. The Bosch literature is pretty easy to understand, but mapping the function to the code is another story. Then understanding how to adjust the tables to achieve a prescribed capability is more difficult.

[davytudope]

Any new info on this table? I've seen people say put it to all 100. I've seen some say don't touch it at all.

[cobaltssoverbooster]

yea mines is zero so there is no fuel cuts being made if i read that right....?bad?

[fr0stb1t3]

Any new info on this table? I've seen people say put it to all 100. I've seen some say don't touch it at all.

I'd seriously like that info as well. What exactly are we modifying in this table?

Looked a pro tune, was 100's accross the board.

[cobaltssoverbooster]

well my max torque is all 100 but fuel cuts are zero i have them off.

[02BlueFirehawk]

we won't be adding the pedal to torque mapping unless it becomes necessary, it is not a "limiter" as such. I've never seen a calibration where 100% pedal wasn't 100% torque.

fyi, pop open a stock subaru legacy GT (2.5L turbo) ecu and 100% TPS column is about = ~93% torque stock. One of the things I tweak for those guys.

[kuprito]

Has anybody tried the stock Torque Mgt Cylinder disable on a flashed car? Does it feel different? When does the pcm limit the torque? Which conditions are they? ESP? Cut off?

[Spinner]

Has anybody tried the stock Torque Mgt Cylinder disable on a flashed car? Does it feel different? When does the pcm limit the torque? Which conditions are they? ESP? Cut off?

I can set it to max disable or no disable and don't notice a difference.

[kuprito]

Thanks a lot Spinner! I flashed my friend's car and I noticed I left this table stock, and he lives a few hundret miles from me... He told me that the car has a lot of punch and everything ok, but I was wondering if his car is not developing the full potential.

Thanks again.

[boostking]

Regardless of which type of cut it makes and based on the descriptors, I don't know if I would want to change this table....even more so if it was related to the 1st or 3rd.

When I first saw it the day I got HPT, I thought it was related to the 3rd type as I had my car go into limp home mode a month or so ago. Based on the way it performed, it felt a lot like the way this table looks.

It might be that the left side of the table is as follows:

Normal operation
Fixed Suppressions
Suppressions for Rapid...
Disabling of Complete...

...instead of cylinder 1, 2, 3, 4. Why make one cylinder do all of the work instead of just doing some sort of torque reduction across the board?

I agree with this post. in normal operation max torque is 100% and then depending on what kind of suppression is needed is how much the ecm will reduce torque. the ecm needs to reduce torque more in rapid suppression and complete disable then fixed suppressions which is why the numbers go down because the more you go down the greater the concern.

[CDNITE]

Okay, so the Tq Mgt Cylinder Disable table. What are the X and Y axis? If I input 0 in the whole table the PCM will not use fuel cut-off to control torque. What is the methodology to adjust this table? Also, I don't think this is an ETC limiter since the throttle blade is controlled independently of Pedal angle and fueling is based on load and engine mode.

Copied from my other posts:

INJOFFPATTERN Torque reduction by injection fade out. Different, repeating fade out patterns
can be defined for several full power strokes of the engine (720° crank or 2
full rotations). This prevents single cylinders from cooling down too much
and makes it possible to find optimal patterns.
Example 4 cylinder engine:

The cylinders are assigned bitwise, the lowest bit represents cylinder 1 in firing order (FO1), e.g.
injoff = 1:
- First power stroke 0°-720°: Cylinder 1 (FO1) is faded out
- Second power stroke 720°-1440°: Cylinder 2 (FO2) is faded out
- Third Power stroke 1440°-2160°: Cylinder 3 (FO3) is faded out
- Fourth Power stroke 2160°-2880°: Cylinder 4 (FO4) is faded out
- Fifth Power stroke 2880°-3600°: Cylinder 1 (FO1) is faded out

Maybe this helps?

A cylinder individual injection cut can be done to reduce engine torque for functions such as traction control, speed limiter and rev-limiter. This requested cut off level is made via the signal injoff.

The values in XXXXXXX represent 10-bit binary values where each bit corresponds to a cylinder. The first cylinder in the firing order is the
least-significant bit (or right-most) position.

To cut injection for a cylinder, place a ‘1’ in its bit location. The number
of cylinder injections cut should be made to increase as the cut off value injoff increases.

This cut pattern is switched every 720 degrees of crankshaft angle.
When changing used cylinder number you have to readjust injection cut.

Example INJOFFPATTERN for a 4-cyl engine:
injoff - - - - >
y/x 0 1 2 3 4
0 0 1 (=0001b) 3 (=0011b) 7 (=0111b) 15 (=1111b)
1 0 2 (=0010b) 12 (=1100b) 7 (=0111b) 15 (=1111b)
2 0 4 (=0100b) 3 (=0011b) 14(=1110b) 15 (=1111b)
3 0 8 (=1000b) 12 (=1100b) 13(=1110b) 15 (=1111b)

injoff = 0 : no cylinder injections are cut

injoff = 2 : cut cylinders 1 and 2, then after 720 degrees cut cylinders 3 and 4, and so on

injoff = 4 : all cylinder injections are cut

Let me try to explain... stop thinking and forget everything you think you figured out...



The number values in the chart (1,2,3,4,7,8,12,13,14,15) are groups/sets of cylinders

so 0=0000 where the cylinder order is 4,3,2,1 means no cut on that 720* cycle

1=0001 where the cylinder order is 4,3,2,1 means cylinder 1 is cut on that 720* cycle

3=0011 so that cylinder 2 and 1
12=1100 so thats cylinder 4 and 3

7=0111 so thats cylinder 3,2, and 1
14=1110 so thats cylinder 4,3, and 2

15=1111 so thats 4,3,2, and 1

with four cylinders in the LNF the vertical (Y) value is for the cycle number

the horizontal (X) is the cylinder cut mode or "intensity" so to speak

thats why 0s in column 4 is bad... the other tables expect this to be total cylinder cut, and with a 0=0000 then no cylinders cut (injectors stop firing).

Thus column 0 is normal running state (default) injector sprays fuel as requested.

--Christian

[wilson0x4d]

Example INJOFFPATTERN for a 4-cyl engine:
injoff - - - - >
y/x 0 1 2 3 4
0 0 1 (=0001b) 3 (=0011b) 7 (=0111b) 15 (=1111b)
1 0 2 (=0010b) 12 (=1100b) 7 (=0111b) 15 (=1111b)
2 0 4 (=0100b) 3 (=0011b) 14(=1110b) 15 (=1111b)
3 0 8 (=1000b) 12 (=1100b) 13(=1110b) 15 (=1111b)

Just want to point out the binary for "13" would be 1101.

It also appears that a 7,7,14,13 series would allow cyl 4 to run cooler (in theory) and also in theory allow cyls 1-3 to run hotter. I'm sure it's negligible. A more balanced series/example may be 13,14,7,11..

I don't zero out these values, personally. I'm not convinced that reducing the number of demanded cutoffs improves performance, either. I see a lot of tunes with these zero'd, and there's at least one poster on these forums who put a tune on someone's car at it had an "RPM hang" problem (which the tuner had never seen happen before. YMMV.)

[T-Man]

You're quite the thread necromancer aren't you?