Hello, gentlemen!
Yesterday I was looking through RKTI 11.40 and found one interesting map -> FRLFSDP. If I understand it correctly now we have the ability to change AFR based on boost?? Or is this only for returnless systems? Does o2 sensor interfere with this map?

For example I change 1.00000 to 1.20000 at -1200 hPa. Does that mean that I enrich my AFR at 1800 hPa of boost?? (in documentation it is said that -1200 hPa is equal to 1800 hPa of boost minus ambient 600 hPa)

And another question: If average ambient hPa is 1000 why bosch chosen 600?? I don't get it... So, if I want x axis to show hPa based on ambient 1000 hPa, should I just use offset of -400 ??

And one last question: What is the difference between TEMIN and TEMINVA?

This is all to do with the mysterious wall-film degradation phenomenon which I hadn't ever come across with respect to internal combustion engine matters until I read Greg Banish's book and then subsequently found it in the funktionsrahmen. RKTI states this:

"The threshold value TEMINVA is differentiated from TEMIN with a cold engine when the wall film degradation is not properly emulated by the thinning-delay because te_w limits TEMIN".

My limited understanding of the situation is that with a hot engine, there is evaporation from the walls of the cylinders (as you would expect) which degrades the wall-film. This is another variable which if not managed, can affect the amount of fuel vapour available for combustion and thus lambda. The aim is to ensure the quantity of fuel on the cylinder walls remains in equilibrium with the quantity of fuel evaporating so there is no net change and it removes one variable from the multifarious lambda adjustments being made.

Wall film degradation cannot be measured so instead it is modelled/estimated. The ECU checks the model and adjusts the amount of fuel injected accordingly to maintain the status quo. I guess that's where these  'thinning delay' times come into the picture.

When the engine is cold, there is less evaporation from the cylinder wall and thus less thinning of the wall film so the thinning delay time is short-circuited by the minimum injection time... or something.  

TTQS

Hmm. Not sure. I've reached the limit of my basic knowledge, I'm afraid. There are more references to the wall film degradation in module ESUK 9.70, so I might have a look at translating that to understand it better.

TTQS

I am going to resurrect this since I have a conflicting info on what's "fuel cutoff" is in our engines. Some folks say that when our engines decelerate and engine enters "SA" mode (fuel cutoff), the injectors should stop working altogether but this is not what I am seeing in my car.

My car uses TEMIN instead to power the injectors but doesn't ignite the mixture or so I believe anyway seeing that I am getting my wideband maxxed out. This means that there is tons of oxygen in the system which might mean either very lean combustion or no combustion at all.

In light of information contained in this thread, I start to believe that our cars indeed inject TEMIN amount of fuel wet/lubricate/cool the cylinder walls instead of "0.00 ms" as some think.

Masterj: TEMINVA is used on cold engine when the gas is not evaporating while TEMIN is used on hot engine where it is, so a TEMIN amount of it needs to be injected in situation when calculated fuel mass falls below TEMIN threshold. Like when you're decelerating with closed throttle.

My conclusion on ignition part was purely speculative and it would make sense for the car to keep igniting the mixture even if it is extremely lean.

There shouldn't be fuel dumped when decelerating, independent of TEMIN setting.
At least as long as you did not make other changes that affect the value of B_sa.

Looking at the graph you posted. At one bar of boost, he variable is exactly double the ambient figure. this is correct. 0.0525 vs 0.105

That is right.