Quote:
Originally Posted by Jason@Nameless
Frustrating to some extent, but I'm pretty confident that each of these components has merit...it's just, once again, confusing that the car somehow needs to learn more than we have time to allow it to learn.
I'm really curious to look into the Calculated and Absolute Load vs. MAP sensor data. Initially we had thought that it was pulling spark or cam timing because it was seeing a change in VE based on MAF vs. MAP and we postulated that this may be a method for the car to try to control emissions based on assumptions it was making about the reasons why the MAP vs. MAF data was changing. But that was a really big shot in the dark and we didn't discuss it publicly (but now I'm just grasping for straws so I'd like to share as much as possible to try to spark as many ideas in the group here so that we can move forward with our next series of tests).
Jason
|
Jason,
As far as I know the Map sensor is only applied to idle corrections, and EGR functions... Is the timing map jumping around on the EGR map? It shouldn't because being at WOT it should put you past the load threshold for using EGR (but with the d4-s system anything is possible until we understand it's sub routines), another possible cause is that the VE is increasing causing the ECU to jump from the various variable timing maps, I did see this on the MIVEC ECU's on Evo 9's and it was hard to get consistent timing values until the maps were all set the same way.
A few thoughts,
George
P.S. Can you log Knock sum? I know that the ecu is proactive, not reactive, so it maybe attempting to learn the best tracing locations within the maps, overreacting, knocking, and pulling timing...