RomRaider

Hi again, on MS3 wiki is pointed to modify drivers wish throttle map, to achieve quicker response.

I tried to make it little bit linear, it just resulted in DTC of some throttle pedal adaptation values and fail-safe mode.

I feel, that issue is not wish map, but some "delay" map how quick butterfly in throttlebody start to move and how quick. Its ok, when we add opening on lower request at wish map, it will fake to "react" faster(but i dont think will be much notiecable, due limit of modifing until DTC error). Delay is mainly forced by some other maps/tables. Did anybody experiment with other throttle maps?

thanks

It´s probably the PID settings of the PID controller, but setting P-I-D is upper level knowledge!

I think it is easier than that (than PID). I did some heavy digging and found some good results.

Wouldn´t it be nice to share findings? Either in the wiki or here...

Of course, I was just waiting to see what kind of audience I have left in this subforum. Very quiet lately.

Yeah, we´ve been creating a facebook group for active developers Much easier communication.

Which Engine?
For B25 i do some tests with no issues.

Great news I have been thinking of going aftermarket ecu just because of the throttle

Let's share. Most people just read, not write. But we are all curious about your accomplishments

Let's share. Most people just read, not write. But we are all curious about your accomplishments[/quote]


bring it in

as for other maps: increasing (abt 5-7% not more) figures in ti_pws__pws_n improves throttle reaction

The "solution" from Enabled has a bit of a drawback! It only improved the throttle response going from trailing throttle back to part load. If you are in condition part load and step on the gas the behaviour is the same as before. It feels quite funny.

Engine state used is called *_rpl* (reactivation of part-load)

what I did was go to the throttle section and looked for anything that had "cor" or "dly" and zeroed it out, that is corrections and delays, so far this has been the biggest throttle response change, when in gear at part load and you floor it, the response is instant. I found this by chance while looking for another issue which is throttle lag between gear changes, feels almost like torque reduction when I change gear and step back on the gas, this still hasn't been sorted It's turbocharged by the way.
there are some with "dly" that I did not change as I did not think they would help, if you try it make a backup file.

The pvs_cor_rpl tables is what we want to modify as they are used by the ecu to limit the pvs input from the driver but they are only active when the pvs input is increasing. I have been meaning to do a write-up describing the function of these tables on the ms4x.net wiki for some time but I have been busy with other things.

But here is a quick rundown on the tables:
ip_t_pvs_cor_rpl_*__npvscor: Defines how long the limitation is in effect.
ip_pvs_cor_rpl_lgrd_*__npvscor: Defines how much the pvs is allowed to change every 10ms.
ip_pvs_cor_max_rpl_*__npvscor: Defines the window in which the pvs input should be limited. The values in the table is the lower limit and the X axis is the upper limit. So for example if we look at the first value on a stock 330 the lower value is 11.250 pvs° and the upper limit is 12.501 so if the pvs input is between these values it will start to limit the pvs input from the driver.


I would leave the _dly_ values in the throttle section alone as they mostly are not related to throttle response.

For example:

c_pvs_dec_dly and c_pvs_dec_dly_sum are used in the rear O2 voltage diagnostic routine.

c_pvs_grd_dly_er is used in the full load detection routine to delay engine roughness checks.

c_t_dly_pvs_cor_rpl specifies how long the ecu have to wait after one pvs_cor_rpl limitation cycle has ended before it can start to limit pvs input again.

c_t_dly_tps_req_ltc specifies how long the ecu have to wait after one tps_req_ltc limitation cycle has ended before it can start to limit throttle movement again.

Hello together,

sorry for fishing up this old threat, but I have an understanding issue:

You did write about "...to limit the pvs...". But I do understand, if the PVS value (of the sensor) is between (take your example) 11.250° and 12.501°, then ECU will allways take one defined value (for example 12.000° -- I don't know the correct value--), isn't it?