Quote:
Originally posted by EclipseTurbo@Jan 22 2004, 12:41 PM
I dont know, differnt threads say differnt things, FAQ says differnt things and when I have posted in the past about fuel cut why did you guys tell me to get 550s? Oh well.
So does the Mas read fuel DC based on airflow or is it real dead time for the injectors? If DC has nothing to do with fuel cut then why when you get up past 100 or so it will fuel cut?
Im confused.
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Well, even if it is tied to pulse width (duty cycle is just a logger calculated value from pulse width, rpm, and dead time), pulse width is directly tied to airflow. If you put in a bigger fuel pump, you ECU won't change its duty cycle/pulse width to compensate for more fuel because if has no way of knowing that there is more fueling available.
Here is some info on the fuel cut routine in the ECU's code from a post by Keydiver.
Quote:
On my flight out to LA
last week, I spent some time looking at the disassembly, and noticed
what I'm pretty sure is the correction being put into the raw
airflow, a 16-bit value, to make the corrected airflow value L0057
for the fuelcut check. The routine takes the raw airflow, multiplies
it times one address, divides it by 128, multiplies it times another
address, and divides by 128 again. I'll bet anything that the one
address is the barometric pressure, where 1 bar (sea level) is 128,
and the other is the intake temperature. I don't have my notes in
front of me now, but it looked very simple.
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