If you like I can give you the logging addresses for each component, that way you can see what MAP/MAF are actually used in the final load calculation...

 

Yeah that ^^

Tephra was kind enough to give me these, and I log them when ever I have issues.

 

I'm back to AP for the Evo 10 I'm tuning, so it would be great to see these added to the gauge and log lists. I'm sure you've got a lot of things on your to-do list for Cobb, but SD or MAF on/off switches would be great to have for tuning these cars. Or perhaps better yet would be a clear flowchart showing how MAF and MAP contribute to load and the fuel pulse width calcs.

 

if it was simple to explain I would have done so already.

but let me revisit it, and I will try and break it down as much as possible

 

Yes Please! A better understanding of when and how each component is used would be a HUGE help IMO. I have already seen on my 2010 ralliart that it does not work the way some think... (always uses the lower of the 2 is not the case on the RA, seems to default to MAP load over 4,500 rpm).

 

I recall understanding what you wrote before (ECU uses the lower of the two loads), but based on my experience tuning a couple of high power Evo 10s, I don't think the ECU necessarily uses this "lower of two loads" for fuel calcs. I don't mean the which load is used to determine the column in the load axis in the fuel tables, but rather the load that is used for the actual fuel pulse width calculation.

BTW, is the "lower of the two loads" the load available in the logging options in the lastest beta of ATR?

 

I believe I have seen this myself, I thought it was fuel trim build up (logs showed that was not the case), then MAT(again logs showed that was not the case) that was causing a big change in pulse width with a small change in boost and very little change in logged load.