Syvecs Forums

I'm just in the process of wrapping up the mechanical side of my 944 turbo, which has individual throttles. I've mapped other cars using this combo, generally RB26, but they've always been either AFM or alpha N in a VE based ecu where map is a background part of the fuelling calculation.

I'm interested to know hat strategy others have used. My initial thoughts we TPS as primary load, calibrate at the minimum boost pressure, then use a MAP compensation as boost pressure come up.

Who's done this? What worked and what didn't?

Already covered below.
http://www.syvecs.co.uk/forum/viewtopic ... f&start=60

Thanks for the link. I believe I understand, but would you mind confirming that my thought process is correct?

Equivalence Ratio Multiplier - High load enrichment/ Fine tuning
BAP Mult. - Simple Compensation for Altitude
MAP Mult. - Simple Compensation for air density change (ie PR of 2 is 2x base injection time)
MAP/TIP - Backpressure compensation

I appreciate the info.

For all the maps, think of it as Ve without the ASSumptions
IE: you have total control with no excuses like others use when trying to explain 'odd figures' in your main fuel table

There are 'simple' versions for some of these already, but as I said in the link I bypass them (set to 1.000) as they are not acceptable the way I calibrate the fuel demand. You will work it out as it best suits your engine.

Pick one of them for example: Log the relationship of map/tip for all permutations, then think about the effects. For instance it works both ways not just one that most think about