|
Title: KFMIRL KFMIOP peak values different Post by: Cheekano on March 21, 2022, 06:46:28 AM Hello Everyone,
Sorry for the noobish question, I'm not well versed in ME ECU yet. I'm starting to write up a tune for my Focus ST which will be getting a K16 turbo from a Focus RS. Naturally, I've been using an ori file of the RS as a baseline to make my life easier. I noticed that the stock values of KFMIRL and KFMIOP aren't exactly inverse. The max axis of KFMIOP only goes up to 190 whereas the largest value on KFMIOP goes up to 241. Also, the max axis on the KFMIOP goes to 60 whereas the max value of KFMIRL only goes to 55. How important and close should the inverse relationship between these two should be if any? What happens to the KFMIOP values that go past the axis? To top it off, KFLDRX is set to 190. If I'm not mistaken, KFLDRX behaves like LDRXN and observes the 89% rule. This is ori file. I'm just trying to get my head around this as I am not so sure now whether I should base my values on these or just modify my existing maps. See attached bin Title: Re: KFMIRL KFMIOP peak values different Post by: prj on March 21, 2022, 07:03:46 AM If you look at what load it runs stock, then in that area the maps are inverse.
You need to correctly extend both maps to cover the new operating points. Title: Re: KFMIRL KFMIOP peak values different Post by: Cheekano on March 21, 2022, 08:28:54 PM If you look at what load it runs stock, then in that area the maps are inverse. You need to correctly extend both maps to cover the new operating points. Ah I see. So basically never reaches the peak values so is irrelevant? In other words, Ford engineers didn't utilize the entire map. I'd probably readjust it to take up the whole map then. Thank you. |