MTCFORUM
02-13-2002, 09:07 PM
This is another post from the other board.I was looking into JS problem and probably RM's problem of the check engine light being on and things like that. I am sure it's because the adaptive fuel is pegging due to air meter transfer function not being right.
Thinking further, JS is too lean at WOT. he is applying correction at WOT from some learned cell when in closed loop. So, in all honesty I had not looked into the adaptive control stuff since I didn't have a need to understand it and didn't have the time. So, now I have the time (not really) but the need to do this.
So I'll spare you the details of how it works, but basically you either learn in a cell or apply a learned value from another cell to that cell. So, I looked into a few things, got an understanding of how it works and then looked at the calibrations. Basically, I'm scared. At WOT above 2000 rpm, it references a cell that would be learned at cruise points at 2000 rpm. So, if you are WOT, 5000 rpm, you reference a cell at 2000 rpm light throttle. This happens from 2000 all the way to 5000 rpm. And, in all honesty, the t-birds probably have the best adaptive cell setup of the 3-4 calibrations I've looked at. The 99 and up GT's/Cobras, referece 1500 rpm and light load everywhere. across the entire table. It's great. So, I'm gonna make me a new table in the next day or two and see what happens.
Just thoughts.
On a stock 'bird, it goes open loop at 74% throttle opening. So you could never adapt at a TP greater than that. Also, once you got above 3500 RPM, it went open loop anyway. There is a function of RPM vrs load to go open loop and then a delay once you meet that load. So, it's a hard deal to get it closed loop at higher RPM, even at light load, to allow it to adapt. The new setup that I will have Derek try will allow him to stay closed loop for a while all the way to redline unless you meet the TP criteria.
Just to add more to this, on the 96 and up cars, you can normalize the Y axis on the adaptive tables to either load or air mass (in #/min of air). I think AM would be better since basically I am trying to correct for the air meter and if I tied it to AM then it would correct the air meter transfer function. Then, if I use AM on the Y axis, I can flip another switch and have it correct the AM value based on what it has learned, so it will adjust load accordingly and you will pick out the right values in the spark and fuel tables. I think, done right, it's pretty powerful.
jerry
Thinking further, JS is too lean at WOT. he is applying correction at WOT from some learned cell when in closed loop. So, in all honesty I had not looked into the adaptive control stuff since I didn't have a need to understand it and didn't have the time. So, now I have the time (not really) but the need to do this.
So I'll spare you the details of how it works, but basically you either learn in a cell or apply a learned value from another cell to that cell. So, I looked into a few things, got an understanding of how it works and then looked at the calibrations. Basically, I'm scared. At WOT above 2000 rpm, it references a cell that would be learned at cruise points at 2000 rpm. So, if you are WOT, 5000 rpm, you reference a cell at 2000 rpm light throttle. This happens from 2000 all the way to 5000 rpm. And, in all honesty, the t-birds probably have the best adaptive cell setup of the 3-4 calibrations I've looked at. The 99 and up GT's/Cobras, referece 1500 rpm and light load everywhere. across the entire table. It's great. So, I'm gonna make me a new table in the next day or two and see what happens.
Just thoughts.
On a stock 'bird, it goes open loop at 74% throttle opening. So you could never adapt at a TP greater than that. Also, once you got above 3500 RPM, it went open loop anyway. There is a function of RPM vrs load to go open loop and then a delay once you meet that load. So, it's a hard deal to get it closed loop at higher RPM, even at light load, to allow it to adapt. The new setup that I will have Derek try will allow him to stay closed loop for a while all the way to redline unless you meet the TP criteria.
Just to add more to this, on the 96 and up cars, you can normalize the Y axis on the adaptive tables to either load or air mass (in #/min of air). I think AM would be better since basically I am trying to correct for the air meter and if I tied it to AM then it would correct the air meter transfer function. Then, if I use AM on the Y axis, I can flip another switch and have it correct the AM value based on what it has learned, so it will adjust load accordingly and you will pick out the right values in the spark and fuel tables. I think, done right, it's pretty powerful.
jerry