Hm that's interesting to know. So no DIY tuning on their OS anymore. Either way, point stands that they probably have the calibrations patched up front.
Type: Posts; User: RobCat030
Hm that's interesting to know. So no DIY tuning on their OS anymore. Either way, point stands that they probably have the calibrations patched up front.
I'm only guessing since I don't know how things work there. You wouldn't necessarily need to patch every single OS, but you would need to account for every chassis and hardware configuration, and...
OS swaps almost always have demons attached unless you are switching to another calibration intended for that same vehicle and hardware part number.
The biggest issue I could predict with putting...
Probably not at the current moment until I can devise a way to ensure it doesn't get wh*red out on MHH
Thanks for confirming that for me. No problem discussing patches here. Ford OS has few or no instances of cutting the ignition driver entirely, but Bosch hardware does allow it. By inserting a custom...
Interesting. I wasn't certain if it actually cuts power to the coil entirely, or just modulates the dwell angle/time in some way. My efforts weren't producing an actual cut without actually forcing...
I'm pretty sure these methods are ignition retard only. Ive only been able to do ignition cut via assembly code patch
Couple of things to consider for both of you guys.
1) If you're reading the things I wrote in 2019/2020, put it in context. In 2019 I tuned my first car, now I've written my own editing and...
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That one needs to be out of the way as well. The table I showed is the exhaust counterpart to what HP calls ECM 38167 (I'm sure they have it mapped on some other platform, just not this one).
I'm...
It's missing, I defined it myself
I stand corrected, found it. Exhaust Cam Phase Limit.
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OP is disabled in the MP configuration, so the torque, spark, SD, etc from OP are not used. The VCT Schedule is in Optimum Power, which means the angles should be coming from OP, and the weight's are...
OP on this car is -50/10 until 5k, then the intake cam tapers off. OP (Poster, not optimum power) wants to keep retarding the exhaust past 15-16, which I don't think will pick up any power, but he...
Correcting myself. I quickly took a look at the limiters, I don't see anything preventing +16 exh VCT. On the dyno I started to lose power as I approached 90 degrees of throttle angle (the engine was...
We dont use OP on these, and it isnt typically enabled. The issue is that half of the VCT limiter tables are missing. But I dont think OP will pick up any power moving the exhaust cam
I'm not necessarily defending this company but it also seems like your expectations might be a little unrealistic. With large companies, your request that should "just take 10 minutes" gets thrown...
At least its safe to say that our jobs are safe from AI takeovers for the time being
Bruh this is ChatGPT lol
So with this ECU being MAF based, I'm not sure that would work. I had the thought of integrating the MAF into one of the runners, post throttle. I'm not sure it would appreciate the intake pulses...
So on a whim I designed an ITB manifold for a 2L GDI Duratec. I'm 3D printing the prototype as I write this. I'm now asking myself if there's any way to force these ECU's into some type of MAF-less...
For clarity, I wasn't mentioning the rich/lean thing for the sake of being the "actually" guy, so I hope it wasn't taken that way. I was just offering a different way of thinking about it.
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You asked if multiplying DD by 5% is the same as changing the pedal characteristic by 5% and then gave an example where that isnt true.
We agree on the second point although the pedal...
Rich and lean are usually terms used relative to stoich. It's easy to think about alcohol fuels as having a "richer" stoich because it requires more fuel volume to achieve a stoich mixture, but it...
You've made a 10% change to your pedal characteristic that only produces a ~7% change in torque request. If the driver demand table was directly proportional and linear then 10% would be 10%