Hello
I still work quietly on the IAW16F;
I was able to compare that between the cinquecento of 1994 and the seicento of 1998, there were a lot of maps added in the IAW16F.
I am trying to understand function of the 2 maps F3BF and F3D5, obviously with an axis at F113. these maps come into action when the accelerator pedal is released. I was thinking of a fuel wall wetting type map but I'm not sure. What is this axis?
If anyone has an answer that would be cool.

Hye everybody

I put a bottle into the sea.

On my sei, I've been trying for a while to solve a problem. (sei abarth IAW16F with 38mm and ethanol E85)

when I'm in a deceleration soft and slow on the engine brake on cut off mode, the ECU goes through a recovery phase injection (around 1400 rpm) then a resumption of the regulation lambda with toggle on the map of idle.

But if I'm in cut off mode beyond 2000 rpm, and I disengage to simulate a rapid drop in engine speed, the ECU does not recover the idle map
fast enough and the engine stalls.

I see it in the different logs I have done and the switch between the cut off and the idle map is not done quickly enough. I tried to limit the drop of rpm as much as possible by playing on the idle stepper maps but nothing worked.

Is there a bit or a map that manages this injection recovery phase and switching to idle map?

Thanks

Ragazzi, qualcuno ha un file XDF per centralina IAW18FD? Anche a pagamento grazie

Hi, i know this is irrelevant and not helpful to you but i have a question if you can answer me. I have a 59F.M3 that i want to mess with fuel maps, ignition timing, MAP sensor readings etc. What hardware and software do i need to use? Multiecuscan says its HW603. I have absolutely no idea how to tune these ecu's and i'd like to know much more about them. I'd ask woj but his last online date says May 2022.

Hi on Marelli IAW4AF from fiat panda 1.2 i read flash, could help find idle speed map location, i find target idle speed when cold when hot when accelerate/decelarate and when moving, i find possible location could someone help?

pasto said:

Hello
I still work quietly on the IAW16F;
I was able to compare that between the cinquecento of 1994 and the seicento of 1998, there were a lot of maps added in the IAW16F.
I am trying to understand function of the 2 maps F3BF and F3D5, obviously with an axis at F113. these maps come into action when the accelerator pedal is released. I was thinking of a fuel wall wetting type map but I'm not sure. What is this axis?
If anyone has an answer that would be cool.

Click to expand...

I would assume they would likely be A/C and power steering maps to alter idle speed etc for the extra parasitic loads on the engine and alternator.

Prawny12009 said:

I would assume they would likely be A/C and power steering maps to alter idle speed etc for the extra parasitic loads on the engine and alternator.

Click to expand...

no these maps do not manage these phases. we are more on switching times between the open loop in cut off mode and the closed loop , and fueling between idle and cut off.
the idle stepper map will precisely manage the idle phases with the air conditioning on or the headlights on, etc.

currently i am tuning the injection to work as a kind of flex fuel

pasto said:

no these maps do not manage these phases. we are more on switching times between the open loop in cut off mode and the closed loop , and fueling between idle and cut off.
the idle stepper map will precisely manage the idle phases with the air conditioning on or the headlights on, etc.

currently i am tuning the injection to work as a kind of flex fuel

Click to expand...

Possibly evaporative emissions map then? For the carbon filter under the wing

What should the engine temperature be for entering closed loop?

Prawny12009 said:

Possibly evaporative emissions map then? For the carbon filter under the wing

What should the engine temperature be for entering closed loop?

Click to expand...

No, there is a specific table for the canister.
There is a specific table for switching to closed loop. I had to modify it because the closed loop sometimes occurs at low temperatures (about 30° liquid coolant)

When live mapping are you using autocorrect values to extrapolate a new base map?

Gradually adjusting the base map so that autocorrect values remain as close to 0 as possible while driving.

pasto said:

No, there is a specific table for the canister.
There is a specific table for switching to closed loop. I had to modify it because the closed loop sometimes occurs at low temperatures (about 30° liquid coolant)

Click to expand...

Is it just coolant temp referenced in that table? Or is intake air temperature cross referenced with coolant temp for this 30° closed loop condition?

Perhaps iat value needs altering to prevent the ecu going closed loop so early under "warm start" conditions (engine bay heat picked up by iat sensor fooling ecu into thinking ambient temp is high)

Prawny12009 said:

When live mapping are you using autocorrect values to extrapolate a new base map?

Gradually adjusting the base map so that autocorrect values remain as close to 0 as possible while driving.

Click to expand...

absolutely; I log with ecuscan with the autocal off and then I work on the table; I put the autocal on and I adjust so that I am closest to 0

Prawny12009 said:

Is it just coolant temp referenced in that table? Or is intake air temperature cross referenced with coolant temp for this 30° closed loop condition?

Perhaps iat value needs altering to prevent the ecu going closed loop so early under "warm start" conditions (engine bay heat picked up by iat sensor fooling ecu into thinking ambient temp is high)

Click to expand...

I only know the LDR T° at the moment. I don't know if the IAT is taken into account in the open to closed loop toggle. I know on the other hand that for ignition advance limiters, the IAT is taken into account.

pasto said:

absolutely; I log with ecuscan with the autocal off and then I work on the table; I put the autocal on and I adjust so that I am closest to 0

Click to expand...

I guess you have to be 100% positive all systems and sensors are working correctly when using this technique.

How long do you need to drive to be sure your data is accurate between adjustments?

Prawny12009 said:

I guess you have to be 100% positive all systems and sensors are working correctly when using this technique.

How long do you need to drive to be sure your data is accurate between adjustments?

Click to expand...

very very long....
as I drive on ethanol, it's complicated because the percentage of ethanol varies a lot depending on the service stations and the season.
the logs are done first at idle then at very low loads. then I adjust the middles loads. as I don't know how to calculate injection times, I log first and then adjust.
I try to evolve between -5 and +5 adjustment value auto cal.
as I am in the process of creating a kind of flex fuel, the evolution of AC will rather be between -15 and +15 or even +20 in summer.

One thing I noticed that may be of use to turbo users that still have the evap canister connected is that the evap valve will open under boost pressure from the throttle body side.

The spring is very light inside the valve/solonoid so under boost the valve opens pressurising (the fuel tank (original fuel cap only lets air in not out).

If you must keep the system installed for any reason but do not want to run the risk of pressurising the fuel tank you can modify the valve on top of the canister.

On the rear of the valve is a small plastic cover with a triangular shape in the end, remove this and you will find a hex/Allen key.

Simply tighten this as far as it will go to permanently closed the valve, glue the plastic cover back on and fit a vented fuel filler cap.

Externally the evap system will appear to be intact but will never actually function.

I don't pretend to know how complex the calculations are taking into account all the different maps and how they interact with each other

but would it be possible to take a snapshot of the auto correction values compared to the base map and make a macro to calculate a new the base map? (Assuming all documentation for said calculations from marelli are accurate and complete)

Prawny12009 said:

I don't pretend to know how complex the calculations are taking into account all the different maps and how they interact with each other

but would it be possible to take a snapshot of the auto correction values compared to the base map and make a macro to calculate a new the base map? (Assuming all documentation for said calculations from marelli are accurate and complete)

Click to expand...

the problem is that there are 4 types of correction. an A/C minimum load (here we are talking about idle essentially), an A/C minimum load canister off, an A/C medium load canister on (this one I don't care about), and the last A/C medium load. Each A/C is independent: you can very well have a Med load at +10 and a minimum load at -5 for example. So you have to make logs for, work on each phase and adjust as best you can.

pasto said:

the problem is that there are 4 types of correction. an A/C minimum load (here we are talking about idle essentially), an A/C minimum load canister off, an A/C medium load canister on (this one I don't care about), and the last A/C medium load. Each A/C is independent: you can very well have a Med load at +10 and a minimum load at -5 for example. So you have to make logs for, work on each phase and adjust as best you can.

Click to expand...

If you have your evap valve blocked off can you duplicate the canister off map for canister on?

Or just erase the calls for evap canister activation and it's map to free up space and reduce mapping variables (like an egr delete map)

Prawny12009 said:

If you have your evap valve blocked off can you duplicate the canister off map for canister on?

Or just erase the calls for evap canister activation and it's map to free up space and reduce mapping variables (like an egr delete map)

Click to expand...

I do not know if there is a switch to activate or not the evap valve.
on the other hand I found the activation conditions related to rpm, temperature, map. so just put a high rpm value and the routine will not run