DaveyB wrote: ↑Mon Aug 12, 2019 12:30 pmTZ, when looking at your VE table, it looks like you've only allocated 6 columns from 3000 to 7200 rpm for the crankcase pressure differential measurement, whilst giving 10 columns to Alpha N from 7800 to 13500 rpm? I thought that the area (in rpm) below where the pipe starts working would require finer control and thus more columns. On a separate note are you running the engine with premix or oil pump?
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Premix. 20:1.
No, the area below (and above) the transition area where the pipe starts to work does not need as many columns as the transition area itself.
I have abandoned the VE map approach and for now are concentrating on Alpha-N multiplied by the MAP/Baro ratio.
Alpha-N is great for everywhere the airflow is consistent. So Alpha-N is good for everywhere that is not on the pipe and every where on the pipe and above 50% TP throttle position. There is only a smaller area where Alpha-N does not work well and that is in the area where you could be on the pipe and less than 50% TP. That is because air flow here is variable due to inconsistent pipe action.
Currently my crankcase PseudoMAP outputs a MAP value equal to the Baro value in the areas where airflow is going to be consistent. So the Alpha-N map here is multiplied by the ratio of 1:1 i.e., Alpha-N * 1.
And in the area where the engine should be on the pipe but the TPS is less than 50% the PseudoMAP outputs three times the Delta crankcase pressure. So in the variable air flow area the Alpha-N map is multiplied by ratio of PseudoMAP : Baro. i.e., Alpha-N * (PseudoMAP/Baro).
Anyway this is the current approach I am exploring, I will find out soon if the concept works. If Speedy gets a table that switches between AN and VE maps according to TPS vis RPM then I will try working with both maps again.
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