Quote:
Originally Posted by 2root4u
I'm sure your method will work. But I still don't understand why I would want a plateau in the airflow map to then need to supplement in the i/j map. Tell me why that plateau in the airflow is a good thing? In other words, why is the 3150hz map better than a 2400hz map?
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Gray Haze's speed density map simulates the stock MAF with no injector sizing correction, so you should expect to see large HZ numbers. 3150 HZ is the max emanage will allow and you'll see it in some places. A portion of his speed density map will never be used in the high psi area by emanage because of boost cut limiter and the I/J map takes over.
The advantage of using Gray Haze's method is that the stock ECU receives unmodified airflow HZ information. This gives us stock timing, stock fueling, correct activation operation of the low/high voltage fuel pump relay, no need to bypass the high fuel pressure solenoid (hot starts), and correct amount of fuel for starting the car. At some point with the high HZ reading during WOT, the stock ECU will output 100% injector duty cycle to emanage and emanage cannot do business as usual. This is where we introduce boost cut limiter, and lock a maximum HZ value so the ECU will never reach 100% injector duty cycle. All extra fueling requirements are done using the I/J map.
Using Trevor's map or as with most piggybacks we feed a lower HZ value to the ECU to compensate for the larger than stock injectors. The side effects includes incorrect timing (usually too much), low/high voltage fuel pump relay activation occurring too late, hot start issues (requires removing high fuel pressure solenoid), and dumping too much fuel during cranking. If you have too large of injector, you must play with the timing map on pump gas.