This ROM uses a Speed Density control scheme. Basically it uses Manifold Absolute Pressure to calculate engine load instead of Mass AirFlow. The ROM uses a simple equation to convert MAP sensor input into engine load and then fine adjust that value based on a VE table. The equation is simple linear equation in the form of "Y=mX+b".
Y - Base Engine Load=
M - Speed Density Base Load Determination (MAP Multiplier)
X - MAP Sensor Input+
B - Speed Density Base Load Determination (Offset)
The Base Engine Load is then modified by Speed Density Base Load Compensation (MAP v. RPM) and Speed Density Load Compensation (IAT).
Normally the "Speed Density Base Load Compensation (MAP v. RPM)" would display values like 10.1 or -5.8 which would add 10.1% fuel or subtract 5.8% fuel respectively. The problem is you cant apply a multiplier to those numbers and get a correct adjustment. So if your AFR was 13:1 in a certain spot and you wanted the AFR to be 12.5:1 in that spot, you would take 13/12.5 and get a multiplier of 1.04. If the SD table contained 10.1% in that specific cell you couldn't just take 10.1*1.04 because you would get 10.504% and what it should be is 14.504%. This is because for correct math to take place you would want to take 1.101*1.04 which equals 1.14504. So with the CarBerry defs instead of the table showing 10.1% as "10.1" it shows it as "1.101" and if you had a cell that normally contained "0" for 0% it would show as "1".
These are direct multipliers, if your Base Load after the SD equation is 2.01g/rev and the value in the operating cell of Speed Density Base Load Compensation (MAP v. RPM) is 1.101 then the final Engine Load would be 2.01*1.101 which is 2.21301g/rev.
For existing group-n ROM users you wont need to convert values from your old tune. Just open your old tune with the CarBerry defs and it will display your old tune with the new format. Then copy everything directly over to the CarBerry ROM. Basically the actual data will be the same in the tune, but RomRaider will just display it differently.
You may also notice that the load "offset" and "multiplier" tables show slightly different numbers than your old tune, the CarBerry defs use a slightly different conversion equation that is a little more accurate. Again as long as you open your old tune with the CarBerry defs everything will transfer directly over and your tune will stay the same, the values are just displayed differently in RomRaider but the actual data on the ECU will remain the same.Knock-CELKnock-CEL Enable
This enables the Knock-CEL function, DTCs will not effect the status of the CEL when this function is enabled.Knock-CEL Sensitivity
This value controls the amount of FBKC required to illuminate the CEL. FBKC must fall numerically lower than this value to trigger the CEL. If the sensitivity is at "0" and you get any negative FBKC (ex. logged -2.11 FBKC) then the CEL will light. If you have the sensitivity set at "-5" and you log "-2.11" FBKC the CEL will not light, but if you log "-5.1" with the sensitivity set at "-5" then the CEL will light. So the FBKC has to drop further negative than the "sensitivity" setting in order to light the CEL.Anti-LagAttention Anti-Lag users:
-First of all, I would like to mention, as many others have, that the ALS can be hazardous to your engine/turbo. Please keep this in mind if you decide to use this feature of the ROM. The use of the ALS requires more advanced tuning and should only be used/tuned by more experienced tuners that fully understand the risks involved. For all users of the ALS please make sure your vehicle is set up accordingly, this includes the removal of all catalytic converters(rendering the vehicle as off-road use only
) and re-locating the front O2 sensor to the downpipe
as it can break apart and destroy your turbo.Throttle Kick
I finally got a chance to dig through the TPS code and figure some stuff out. The anti-lag that we have been using thus far has been very mild, and I believe the ROM is actually meant to be used in conjunction with a "throttle kick". Please note that I am using the term "throttle kick" in reference to locking the throttle slightly open so that more air can enter the engine when no throttle input is being applied (I am not referring to the act of actually kicking"with your foot" the throttle pedal). A throttle kick can be implemented in various ways, most often with a longer set screw. The amount of "kick" can generally vary from 5% to 15% depending on how aggressive you would like to go.
If you look at the idle timing tables and idle speed target tables you will notice they have two rows, one being .58v and one being .74v. These are slightly mislabeled as "Throttle Position Sensor (Volts)" (I have corrected the labels in the upcoming version). The parameter that these tables are actually referencing is basically the amount of "throttle kick" that has been applied, the .58v row is stock throttle position(completely closed) and the .74v row is about a 6% throttle kick(this row will be used at higher kick percentages as well). This referenced value remains constant no matter what your current TPS voltage is. So now these tables start to make a little more sense, you can see that the ECU removes timing and adjusts the idle speed target based on the amount of throttle kick that has been set in order to keep the engine from revving up due to the cracked open throttle. I have done some testing and I can tell you that with the throttle kicked open a bit the engine definitely has a more "lumpy" idle that is usually associated with rally cars. Having the throttle kicked should produce a much more aggressive ALS, I haven't done any testing yet but I will soon.
So the question is, "How do I set up a throttle kick?". Well first of all you need to decide what method you will use to keep the throttle plate cracked open. Usually you can use a longer set screw but other methods can be used as well. I will leave this up to you. Turn your key on and log TPS volts, you should "kick" the throttle open to a value between .74v(~6%) and .9v(~12%). Then you need to "calibrate" the kicked throttle. To do this is very easy, the ECU "zeros" out the throttle after reset. So to calibrate the throttle all you need to do is set up your throttle kick, then reset
the ECU using learning view or the romraider logger (I used learning view). And that's it, your ECU will see your "kicked" throttle position as 0% throttle. And now (depending on if you set your kick to .74v or higher) the bottom row(.74v) of your idle timing and idle speed target tables will be used. If you decide to set your throttle back to normal you do not
need to reset the ECU, just remove the kick and the ECU will "re-zero" the throttle.
In the next coming version I will also add support for a solenoid actuated kick that will automatically zero the TPS without an ECU reset. This will allow users to switch between a kicked throttle and standard throttle with the flip of a switch (with the addition of a throttle kick solenoid to the throttle body)
basetiming2.jpg [ 57.32 KiB | Viewed 17037 times ]
Map SwitchingMap Switching - Enable
This enables the Map Switching feature.Map Switching - Input Control
This selects the switch that will be used to determine the active map. When the selected switch is activated, all tables with the prefix "Map2 -" will be used.Launch ControlLaunch Control - Enable
This table Enables or Disabled Launch Control.Launch Control - Input Control
Select an input to control the active status of launch control.Launch Control Mode Disable (Veh. Speed)
This is the Launch Control Vehicle Speed Threshold.Launch Control Fuel Cut (RPM)
This is basically your Launch Control Target RPM, generally you can set its values 1 RPM apart for tight RPM control.Launch Control Mode Enable (RPM)
This is used for the Static Fuel/Timing if it is Enabled. Fuel/Timing will lock at the specified static values over this RPM.Launch Control - Static Fuel/Timing Enable
This enables the Aggressive Launch Control feature. By forcing the Fuel Target and Ignition timing to be static you are able to lock them at very low values which will increase boost and power upon using Launch Control.Launch Control - Static Fuel Target
This is the Fuel Target that will be used when Launch Control is Active and RPM is over "Launch Control Mode Enable (RPM)". Set this low to something like "9" or "10".Launch Control - Static Ignition Timing
This is the Ignition Timing that will be used when Launch Control is Active and RPM is over "Launch Control Mode Enable (RPM)". Set this low to something like "-10" or "-12" (Note the negative).No-Lift-To-Shift (NLTS)
The NLTS system calculates the RPM of the next gear based on vehicle speed and attempts to rev-match to that RPM while also cutting fuel to unload the drivetrain and allow extremely quick shifting. You must wire your clutch switch to an ECU input and also make sure your "gear determination thresholds" are set up correctly for your transmission.Clutch Switch Wiring
The cruise control clutch switch must be used for NLTS, this switch has a 2 wire connector with a yellow/red wire and a yellow/green wire. You can wire the switch in two methods.
A. If you don't care to retain your cruise control functionality (cruise control will be disabled with this method) you can simply snip the wires and run one from the connector to a ground and the other to the ECU input pin/wire. If you choose to wire it this way you must set the clutch switch input to "inverted" in the NLTS settings. See the diagram below.
ClutchSwitchWiring2.jpg [ 27.91 KiB | Viewed 17304 times ]
B. If you wish to retain your cruise control you can wire it up with a 12v source and 2 diodes. This will retain cruise control functionality. Follow the diagram below for this method.
ClutchSwitchWiring1.jpg [ 36.62 KiB | Viewed 17304 times ]
Clutch Switch Adjustment
For better results, you way want to adjust the clutch switch closer to the clutch pedal. Without this adjustment you may experience some jerkiness when releasing the clutch in a slower manner.NLTS - Enable
This table Enables or Disabled NLTS.NLTS - Activation Input
Select an input to control the active status of NLTS.NLTS - TPS Threshold
This is the TPS threshold, above which, NLTS will be active.NLTS - Clutch Switch Input
This determines the ECU input that you wire your clutch switch to.NLTS - Vehicle Speed Ratio Units
These are the units that are used to calculate the rev-matched RPM between shifts. Use the "Vehicle Speed Ratio Calculation" logger parameter in the SDlogger.xml and obtain average values for each gear. The ROM is setup by default for a standard USDM wrx 5speed.NLTS - Minimum Calculated RPM
This is the lowest RPM that will be calculated to rev-match to when shifting gears.NLTS - RPM Offset
This is a static offset to the calculated rev-match RPM.Fuel Pump DutyFuel Pump Duty - Switch Point (MAP)
This is the point based on Manifold Absolute Pressure that the Fuel Pump duty will switch from low to high.Fuel Pump Duty - Low Duty Cycle
This will be the Fuel Pump duty when MAP is below
the "Fuel Pump Duty - Switch Point (MAP)".Fuel Pump Duty - High Duty Cycle
This will be the Fuel Pump duty when MAP is above
the "Fuel Pump Duty - Switch Point (MAP)".