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==== Factory file ====<pre>The factory version fac_1_put_ad - first parameter for precontrol and adaptationfac_2_put_ad - second parameter for precontrol and adaptationfac_pow_put_ctl_opl - Open loop value of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. PUT controlfac_pow_put_ctl_rgl - Regular value for PUT control</pre>
Boost pressure is along the topIn maestro, while the exhaust flow is along the sideaxes are labeled incorrectly. An easy way to think of it The X value is if you want to maintain the boost value in X*actually* <code>fac_2_put_ad</code>, and the exhaust matches the flow on the Y, Z value is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage*actually* <code>fac_1_put_ad</code>.
This is difficult to tune for because there's no way (today) to log Calculating the exhaust flow factory (y values). There's a lot of trial difference between <code>fac_pow_put_ctl_opl</code> and error involved. You can estimate <code>fac_pow_put_ctl_rgl</code> will tell you how far off your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in wgdc tableis from your actual wastegate control.
The two lookup tables serve as reference points for the ECU based on the user selected octane slider. As an example, if air mass at 3000 rpm is 600 mg/stroke and the low table shows 5.250 and the high table shows 13.875 the ECU will then look at the octane slider value and interpolate timing. Keeping the stock settings of 87 low and 100 high there are 100-87=13 different timing values that could be used. The delta between low and high for our example is 13.875-5.25=8.625. 8.625/13=0.66. For every increase in 1 above 87 on the octane slider the ECU will attempt to run approximately 0.66 degrees timing above the value in the low table. If you set the slider to 99 (12/13 available positions) then the timing will be 12*0.66=7.92 added to 5.25=13.17 (Maestro only allows values as multiples of 0.375 so in actuality the timing would be 13.125...close enough).
== Crackle =='''~*~*~*~* Flame 'n' Bang ~*~*~*~*''' You bang, bang, bang, bang, bang Then flame, flame, flame You bang, bang, bang, bang, bang It's not my thing, so let it go
→Basic Lambda vs Airmass DI
=== Basic Lambda vs Airmass DI ===
This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the "Full Load Lambda" fueling table. <br>
The Airmass DI tables axes are defined '''INCORRECTLY''' in Maestro. When tuning the DI tables, make your changes with the below axes in mind, but do '''not''' change the axes values in Maestro:
<br>
[[File:Screen Shot 2021-01-19 at 9.30.27 PM.png]]
'''Note:''' "Full Throttle" can happen even if the accelerator pedal is not pushed completely down.
=== Map for boost pressure actuator setpoint ===
More commonly known as... wastegate duty cycle (though it. ==== Factory ASW ====FIRST PASS, NEED MORE DATA TO CONFIRM: The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the reverse)wgdc on an ED tune without additional logging capability. One possible way to tune the wgdc is to measure the following 4 variables:
[[File:is20_wgdc.png|500px]]
==== Boss/Big turbo version ====
'''Min and Max octane for adjustable features'''
The two adjustable tables are preset at 87 octane appear to represent timing for 80(low) and 100 (high) octane, but these can be modified by the user. Setting the octane slider at its lowest setting to some number will force cause the ECU to utilize only perform a lookup against a (hidden to the Ignition timing, low octane user) table when determining timingwhich defines the interpolation factor used to determine basic ignition angle. Alternatively, moving The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider to its highest setting will force the ECU to utilize only the Ignition timing, high octane tableoperate in. Setting the slider anywhere in between the lowest and highest These two settings will allow the ECU to interpolate not impact the timing curve based on air mass and RPM utilizing the two timing tables. Maintaining the stock values of 87 and 100 provides plenty of adjustability for the user and most would recommend leaving these values aloneinterpolation.
'''Ignition timing, low and high octane'''
As with any table within Maestro, the X and Y values can be modified to suit the users needs, however the Air Mass and RPM values as set on the base files should satisfy 99.99% of users and are not recommended to be modified.
'''Setting a Timing Curve'''
This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.
-Diggs
= Unofficial changelog =
Lol
