JME cam and titanium valve spring/retainers(installed)
04-11-2006, 10:16 PM
#46
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Originally Posted by special tool
AAARRRGH - you just beat me.
If the regulator was able to flow more fuel despite an equal pressure on both sides of the pintle - the universe would instantly collapse from the chaos. This is physically impossible.
If the regulator was able to flow more fuel despite an equal pressure on both sides of the pintle - the universe would instantly collapse from the chaos. This is physically impossible.
Chris White
04-11-2006, 10:33 PM
#47
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With wot maps. The maf voltage x rpms is used to calculate the correct fuel value. The correct fuel value can be determine with a mathematical equation if the maf calibration and injectors are known. It sounds like you believe that the wot map is a constant that doesn't rely on any input from a air metering device. If this is what your stating than your incorrect. afm/maf voltage is used to determine load at pt. At ft it's used to determine amounts of fuel since load is at a constant.
04-11-2006, 11:44 PM
#48
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I just finish talking to John Doe who happens to be TinyG's new boss and he is truly sorry for tiny's behavior, he would like to post here but since he is only 17 years old he is under a curfew at home.
04-11-2006, 11:50 PM
#49
Three Wheelin'
Load is not constant at full throttle... Load is defined as airflow/rpm. Dont know where you got that from.
The wot map is a map of constants... They effect fuel pw at full throttle (on top of the load value), the only inputs to this map are rpm and throttle angle. If you dont believe me look at the code.
"The correct fuel value can be determine with a mathematical equation if the maf calibration and injectors are known."
Not true, it is the theoretical fuel value that can be calculated. In practice, this is very different than the fuel value needed, due to an infinite number of factors. Which is why (I argue) that bosch, and every other respectable ecu manufacturer has a correction map on top of the original fuel value derived from load.
You are uninformed Jimbo (not the first time).
The wot map is a map of constants... They effect fuel pw at full throttle (on top of the load value), the only inputs to this map are rpm and throttle angle. If you dont believe me look at the code.
"The correct fuel value can be determine with a mathematical equation if the maf calibration and injectors are known."
Not true, it is the theoretical fuel value that can be calculated. In practice, this is very different than the fuel value needed, due to an infinite number of factors. Which is why (I argue) that bosch, and every other respectable ecu manufacturer has a correction map on top of the original fuel value derived from load.
You are uninformed Jimbo (not the first time).
04-11-2006, 11:59 PM
#50
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Chris White
You're definitely correct. I was indeed incorrect.
It's been a long week (and it's only Tuesday).
I was not thinking clearly.
The answer was obvious.
TonyG
You're definitely correct. I was indeed incorrect.
It's been a long week (and it's only Tuesday).
I was not thinking clearly.
The answer was obvious.
TonyG
04-12-2006, 12:14 AM
#51
Rennlist Junkie Forever
lart951
I'm not sure what your problem is, nor do I care.
If you think that people here want to hear your misguided interpretation of an inside joke, in which you obviously didn't understand, you are very much incorrect.
And for the record, we don't slap people around, we don't knock their teeth in, and in general don't have to try in vain to command respect through violence and threats, unlike you and supa twit.
So why you don't run along and go play with your mini 944 scrap yard.
Sheesh...
(this is what I get for extending you courtesy and respect ...)
TonyG
I'm not sure what your problem is, nor do I care.
If you think that people here want to hear your misguided interpretation of an inside joke, in which you obviously didn't understand, you are very much incorrect.
And for the record, we don't slap people around, we don't knock their teeth in, and in general don't have to try in vain to command respect through violence and threats, unlike you and supa twit.
So why you don't run along and go play with your mini 944 scrap yard.
Sheesh...
(this is what I get for extending you courtesy and respect ...)
TonyG
04-12-2006, 05:05 AM
#52
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Very interesting indeed! I think I got a better understanding now about what are exactly the problems of setting up a MAF in combination with injectors, chips and ECU. I feel confirmed in some points and learned a few new thing. My impression is that there are a few very well informed people on the board that know exactly what they are talking about and a few others that just think that they know exactly what they are talking about.
Initially the thread was about a cam change and I think it should remain like this. Why not opening a new thread to discuss the specific problems of a maf set-up?
Initially the thread was about a cam change and I think it should remain like this. Why not opening a new thread to discuss the specific problems of a maf set-up?
04-12-2006, 09:31 AM
#54
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The only inputs to this map are rpm and throttle angle.
04-12-2006, 11:19 AM
#55
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Originally Posted by mark944turbo
Load is not constant at full throttle... Load is defined as airflow/rpm. Dont know where you got that from.
The wot map is a map of constants... They effect fuel pw at full throttle (on top of the load value), the only inputs to this map are rpm and throttle angle. If you dont believe me look at the code.
"The correct fuel value can be determine with a mathematical equation if the maf calibration and injectors are known."
Not true, it is the theoretical fuel value that can be calculated. In practice, this is very different than the fuel value needed, due to an infinite number of factors. Which is why (I argue) that bosch, and every other respectable ecu manufacturer has a correction map on top of the original fuel value derived from load.
You are uninformed Jimbo (not the first time).
The wot map is a map of constants... They effect fuel pw at full throttle (on top of the load value), the only inputs to this map are rpm and throttle angle. If you dont believe me look at the code.
"The correct fuel value can be determine with a mathematical equation if the maf calibration and injectors are known."
Not true, it is the theoretical fuel value that can be calculated. In practice, this is very different than the fuel value needed, due to an infinite number of factors. Which is why (I argue) that bosch, and every other respectable ecu manufacturer has a correction map on top of the original fuel value derived from load.
You are uninformed Jimbo (not the first time).
With a MAF, the correct fuel value can be calculated directly assuming there are no intake leaks.
04-12-2006, 11:26 AM
#56
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Originally Posted by mark944turbo
The wot map is a map of constants... They effect fuel pw at full throttle (on top of the load value), the only inputs to this map are rpm and throttle angle. If you dont believe me look at the code.
As I said, the WOT is a map (or array) of constants indexed by RPM. The constants are the desired AFR values!!! Factory, Vitesse, whoever...
The table is indexed by RPM only!!! The Throtle angle determine (as well as other factors) which map to be used.. in this case the WOT. So the TPS angle (again as well as other factors) determine the map. Once the WOT is selected, it is indexed by RPM.
LOAD (Air Flow, RPM..) as well as many other variables are used in a formula to determine the injector duty cycle required to achieve the requested AFR as indicated in the WOT table for a particular RPM...
But then again, what the heck do I know???
04-12-2006, 11:47 AM
#57
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Originally Posted by fast951
But then again, what the heck do I know???
Chris White
04-12-2006, 01:08 PM
#58
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So TT. One thing I would like for you to clear up for me if you can. Understanding that timing and fuel are referenced together on the same map. What puzzles me is how would the timing advance at say 14 psi and 3.4 volts output to the dme from the maf verses 25 psi boost and 4.3 volts output from the maf at WOT. The only thing I can think of is that it's irrelevant because the timing is very close at both map points. Am I correct?
04-12-2006, 04:40 PM
#60
Nordschleife Master
Originally Posted by jimbo1111
So TT. One thing I would like for you to clear up for me if you can. Understanding that timing and fuel are referenced together on the same map. What puzzles me is how would the timing advance at say 14 psi and 3.4 volts output to the dme from the maf verses 25 psi boost and 4.3 volts output from the maf at WOT. The only thing I can think of is that it's irrelevant because the timing is very close at both map points. Am I correct?