06-28-2005, 09:03 PM
I have absolutely no idea how it actually works, but yeah...here's what Shiv says about it:
Quote:
Originally Posted by value
Is it safe for me to say this will compensate for things like aftermarket intakes ect ??
Yes. It will also compensate for swings in fuel quality, ambient temps, barometric pressure, intake charge temps, swings in IC efficiency, load characteristics in different gears, etc,. It will basically bridge the gap between best case conditions and worse case conditions. No more having to tune conservatively for worst case scenario in order to acheive safe, knock-free performance in the real world!! With the new fuel and timing dynamics, the xede will constantly trim WOT fueling to hit the desired AFR targets while the Proactive knock control will allow for extra spark advance when knock noise is low (conditions are good) and less timing when knock noise is high (conditions are bad). It does this BEFORE actual knock occurs (hence the term "proactive") unlike the factory knock control system (which is still fully function..... just in case)
Shiv
All you have to do is drive in Dustin's car and what the active fuel and spark timing values. Compared to his previous "normal" map, this new map squelches the knock (and factory knock retard) that tends to occur upon upshifts (when load goes from min to max instantly) by pulling back up to 2 degrees of timing for a fraction of a second and then, when conditions are good, it even added up to 3-4 degrees of ignition advance (easily 15-20lb-ft of torque)). When we were REALLY beating on the car (getting it hot), the active timing trims would stay slightly to moderately negative, keeping the factory ECU from yanking out gobs of timing which would otherwise result in a very noticeable and annoying momentary loss of torque (as big as 20-30lb-ft for a span of 1500-2000rpm). After giving cruising for a bit and allowing everything to cool, we would be greeted with a slightly to moderately positive ignition timing trims (and the big power gains that come with them).
Similarly, in the higher gears and colder conditions where Air/Fuel ratio would go slightly leaner, the active fuel control would trim the fuel mapping upwards, keeping AFR at the desired levels. Consversely, in the lower gears and in warmer conditions, the trims would go slightly negative. This avoids the power loss that would occur when the AFR would go unreasonably lean under such conditions.
Oh yea, the XEDE also displays injector duty cycle now
Shiv
Quote:
Originally Posted by value
Is it safe for me to say this will compensate for things like aftermarket intakes ect ??
Yes. It will also compensate for swings in fuel quality, ambient temps, barometric pressure, intake charge temps, swings in IC efficiency, load characteristics in different gears, etc,. It will basically bridge the gap between best case conditions and worse case conditions. No more having to tune conservatively for worst case scenario in order to acheive safe, knock-free performance in the real world!! With the new fuel and timing dynamics, the xede will constantly trim WOT fueling to hit the desired AFR targets while the Proactive knock control will allow for extra spark advance when knock noise is low (conditions are good) and less timing when knock noise is high (conditions are bad). It does this BEFORE actual knock occurs (hence the term "proactive") unlike the factory knock control system (which is still fully function..... just in case)
Shiv
All you have to do is drive in Dustin's car and what the active fuel and spark timing values. Compared to his previous "normal" map, this new map squelches the knock (and factory knock retard) that tends to occur upon upshifts (when load goes from min to max instantly) by pulling back up to 2 degrees of timing for a fraction of a second and then, when conditions are good, it even added up to 3-4 degrees of ignition advance (easily 15-20lb-ft of torque)). When we were REALLY beating on the car (getting it hot), the active timing trims would stay slightly to moderately negative, keeping the factory ECU from yanking out gobs of timing which would otherwise result in a very noticeable and annoying momentary loss of torque (as big as 20-30lb-ft for a span of 1500-2000rpm). After giving cruising for a bit and allowing everything to cool, we would be greeted with a slightly to moderately positive ignition timing trims (and the big power gains that come with them).
Similarly, in the higher gears and colder conditions where Air/Fuel ratio would go slightly leaner, the active fuel control would trim the fuel mapping upwards, keeping AFR at the desired levels. Consversely, in the lower gears and in warmer conditions, the trims would go slightly negative. This avoids the power loss that would occur when the AFR would go unreasonably lean under such conditions.
Oh yea, the XEDE also displays injector duty cycle now
Shiv
Posting in the banalist of threads since 2004
2017 Mazda CX-5 GT AWD Premium
Past: 2016 GMC Canyon All Terrain Crew Cab / 2010 Jaguar XFR / 2012 Acura RDX AWD Tech / 2008 Cadillac CTS / 2007 Acura TL-S / 1966 5.0 HO Mustang Coupe
2001 Lexus IS300 / 2004 2.8L big turbo WRX STI / 2004 Subaru WRX / A couple of old trucks
2017 Mazda CX-5 GT AWD Premium
Past: 2016 GMC Canyon All Terrain Crew Cab / 2010 Jaguar XFR / 2012 Acura RDX AWD Tech / 2008 Cadillac CTS / 2007 Acura TL-S / 1966 5.0 HO Mustang Coupe
2001 Lexus IS300 / 2004 2.8L big turbo WRX STI / 2004 Subaru WRX / A couple of old trucks