The Air Mass Model defines how the ECU calculates the mass of air entering the engine.
Accurate air mass calculation is critical for two primary functions within the ECU:
The calculated air mass is used to determine the required fuel mass to achieve the commanded Lambda Target, before being converted into an injector pulse width using the injector configuration data.
The calculated air mass is used by the Engine Torque Model to estimate engine torque. Accurate air mass calculation is therefore essential to ensure Torque Control and Torque Reduction functions operate correctly.
Throttle Torque Reduction can only operate when Throttle Mass Flow (TMF) is enabled within the Air Mass Model. TMF is required to accurately calculate the change in air mass across the throttle plate during throttle movements and can therefore provide accurate throttle torque reduction control.
The selected Air Mass Model forms the foundation of the ECU fuel and torque calculations and should be configured before starting engine tuning.
The Throttle Mass Flow (TMF) air mass model cannot be used as a standalone air mass calculation and must always be blended with a secondary air mass model. At throttle pressure ratios above 0.9 (Post-Throttle Pressure / Pre-Throttle Pressure), the pressure differential across the throttle body becomes very small, significantly reducing the sensitivity and resolution of the TMF calculation. This requirement is referenced multiple times throughout the documentation due to its importance when configuring TMF based air mass models.
Different engine combinations may benefit from different air mass calculation strategies. Emtron provides several Air Mass Models to suit a wide range of applications. The ECU can calculate engine air mass using the following Air Mass Models:
| Value | Air Mass Model |
|---|---|
| 0 | Speed Density (MAP) |
| 1 | Speed Density (BAP) |
| 2 | Mass Air Flow (MAF) |
| 3 | Air Mass Modelled + Throttle Mass Flow (TMF) Blend |
| 4 | Speed Density (MAP) + Throttle Mass Flow (TMF) Blend |
| 5 | Emtron Air Mass Model (Custom) |
Calculates engine air mass using the Ideal Gas Law based on Manifold Absolute Pressure (MAP), Charge Temperature, Engine Displacement, and Volumetric Efficiency (VE).
See here for more information: MAP air mass
Calculates engine air mass using Barometric Absolute Pressure (BAP) instead of manifold pressure. This mode is typically used on naturally aspirated engines operating with individual throttle bodies (ITBs), where manifold pressure is not a reliable indicator of engine load.
See here for more information: BAP air mass
Calculates engine air mass directly from the measured airflow provided by the configured Mass Air Flow sensor.
See here for more information: MAF air mass
The final engine air mass is generated by blending the calculated Air Mass Modelled value and Throttle Mass Flow (TMF) calculation using the ratio defined by the Air Mass Blend Table.
When this mode is enabled the The Air Mass Blend Table becomes active:
Tuning -> Fuel -> Air Mass Model Blending Table
See here for more information: TMF air mass
See here for more information: Modelled air mass
The final engine air mass is generated by blending Speed Density (MAP) value and Throttle Mass Flow (TMF) calculation using the ratio defined by the Air Mass Blend Table.
When this mode is enabled the The Air Mass Blend Table becomes active:
Tuning -> Fuel -> Air Mass Model Blending Table
See here for more information: TMF air mass
See here for more information: MAP air mass
At throttle pressure ratios above approximately 0.9 (Post-Throttle Pressure / Pre-Throttle Pressure), the pressure differential across the throttle body becomes very small, reducing the resolution of the Throttle Mass Flow (TMF) calculation. This is why TMF must always be blended with an alternative air mass calculation method and cannot be used as the sole air mass model for engine operation.
The Air Mass Blend Table should therefore progressively transition from TMF to an alternative air mass calculation method as the throttle pressure ratio approaches 1.0
The Air Mass Blend Table forms part of the engine air mass model and must be finalised before tuning starts.
TMF tuning is accomplished by validating the Throttle Body Area Table
The TMF Correction Table can be used to make small adjustments to the TMF calculation if required. In most applications, little or no correction should be necessary.
Uses the custom Emtron air mass model. See here for more information: Emtron air mass
When Air Mass Model 3, 4 or 5 is selected, the Air Mass Blend table is enabled.
This table determines the contribution(ratio) of each air mass model used to calculate the final engine air mass.
Intermediate values proportionally blend between the selected air mass models.
See here for more information on Air Mass Blend Table : Air Mass Blend Table
This option is only available using the Emtron Air Mass Model. See Emtron Air Mass Model
All ECU air mass related runtimes can be viewed from: ECU Runtime -> Air Mass
Speed Density (BAP) mode is predominantly used in TPS only tuning methods.
This mode uses the same Fuel Model and equations as listed for mode 0 (Speed Density (MAP)), the only difference is the MAP sensor is replaced with the BAP sensor.
The ECU’s primary Air Mass Model is Speed Density (MAP Sensor).. The basis of this calculation is derived using the Ideal Gas Law; PV = nRT
The ECU calculates the injection time for speed density using the following information:
R = 287J/Kg/K for Dry Air.
Using these inputs, the ECU calculates the mass of air trapped within each cylinder for every engine cycle. The calculated air mass is then used to determine the required fuel mass to achieve the commanded Lambda Target, before being converted into an injector pulse width.
ℹ️ Important
- Since the air mass is calculated rather than measured directly, the accuracy of the Speed Density model depends heavily on correct calibration of the Volumetric Efficiency (VE) table(s).
See here for more information: VE Tables
In the predefined Speed Density (MAP) Air Mass Model, the pressure source is fixed to the Manifold Pressure input channel and cannot be changed.
If an alternative pressure source is required, this is only available when using the Emtron Air Mass Model (Mode 5):
- Set Air Mass Model = Emtron Air Mass Model
- Configure Calculation 1 or Calculation 2 as Speed Density
- Configure the desired pressure source from:
Config → Air Mass → Speed Density Setup → Speed Density MAP Source
The Speed Density setup parameters are configured from: Config → Air MAss → Speed Density (SD) Setup
The following settings are used to configure the Speed Density Air Mass Model.
Selects the method used to generate the final Volumetric Efficiency (VE) value used by the Speed Density calculation (Non-Banked Mode).
This setting is only available when the selected Air Mass Model uses Speed Density.
| Value | Mode |
|---|---|
| 0 | Not Available |
| 1 | Table 1 |
| 2 | Table 2 |
| 3 | Not Available |
| 4 | Cal Slot |
| 5 | Not Available |
| 6 | Z-Axis |
| 7 | VE Blend (VE Table 1 / VE Table 2) |
Table 1: Uses VE Table 1 exclusively for all engine operating conditions.
Table 2: Uses VE Table 2 exclusively for all engine operating conditions.
Cal Slot: Allows the active VE table to be switched dynamically in real time using the Calibration (Cal) Slot Table function. See : Tuning → Cal Control
Z-Axis: Enables a user configurable third operating axis to blend or switch between VE Table 1 and VE Table 2. The Z-axis can use any available ECU runtime making it suitable for applications such as:
VE Blend: Uses the VE Blend Table to generate the final VE value by blending between VE Table 1 and VE Table 2.
When enabled, the ECU includes Charge Temperature in the Speed Density air mass calculation. The ECU automatically corrects the calculated air mass based on Charge Temperature Estimate using the Ideal Gas Law. For this reason, the Charge Temperature Compensation Tables should initially be configured to zero (not used).
When disabled, the Speed Density model assumes a fixed charge temperature of 20°C and the Charge Temperature Compensation Tables are therefore required to provide the necessary fuel compensation.
Recommended Setting: ON
The VE Expansion Ratio feature uses the relationship between:
to correct the effective volumetric efficiency of the engine as exhaust backpressure changes.
This is particularly beneficial on turbocharged engines operating at high boost pressures where increasing exhaust backpressure can significantly influence cylinder filling efficiency.
Exhaust manifold pressure can be sourced from:
| Value | Source |
|---|---|
| 0 | Off |
| 1 | EMAP Sensor 1 |
| 2 | EMAP Estimation Table |
| 3 | EMAP Sensor 1 / 2 Average |
Exahust Pressure Estimated Reference: Tuning view -> Air Mass -> Exhaust Pressure Estimation Table.
Selects the pressure source used by the Speed Density calculation. This setting is ONLY available when the selected Air Mass Model is Emtron Air Mass Model.
For all predefined Air Mass Models this setting defaults to the Manifold Pressure input and cannot be modified.
The following pressure sources are available:
| Value | Pressure Source |
|---|---|
| 0 | Off |
| 1 | Barometric Pressure |
| 2 | Manifold Pressure |
| 3 | Manifold Pressure - Bank 1 |
| 4 | Manifold Pressure - Bank 2 |
| 5 | Manifold Pressure - Bank 1 / 2 Average |
| 6 | Boost Pressure |
| 7 | Boost Pressure - Bank 1 |
| 8 | Boost Pressure - Bank 2 |
| 9 | Boost Pressure - Bank 1 / 2 Average |
| 10 | MAP Estimate |
| 11 | User Pressure 1 |
| 12 | User Pressure 2 |
| 13 | User Pressure 3 |
| 14 | User Pressure 4 |
Selects the pressure source used for each individual bank Speed Density calculation.
This setting is only available when:
The same pressure source options described in Speed Density MAP Source are available for both Bank 1 and Bank 2 calculations.
Fuel Mass (g) = 0.2395
In this basic example, if the cylinder achieves 96.6% volumetric efficiency, then 0.2395 grams of fuel is required to achieve a Lambda Target of 0.785.
The VE Table(s) define the volumetric efficiency of the engine at varying engine speeds and loads and represent the True VE of the engine. A typical table is shown in Figure 1 for a turbo charged engine.
Fuel VE Table
Figure 1
Also, the Stoichiometric Ratio will vary with Fuel Type. A Single Zone if the fuel type is fixed (Figure 2) can be used or a Table allowing the ECU to constantly correct for varying alcohol content. See Figure 3.
Stoich Ratio Setup (single)
Figure 2
Stoich Ratio Setup (table)
Figure 3
Once the required Fuel Mass has been determined from the calculated Air Mass, the ECU calculates the effective injector pulse width using:
Note: Fuel Pressure Correction is only applied when enabled using the Config -> Fuel -> Fuel Main → Fuel Pressure Corr. setting.
Fuel Density Table
Figure 4
The Air Flow Sensor(s) provides a measured Air Mass Flow in g/s. The ECU then converts this into air mass per cylinder (g/cyl) giving actual Air Mass into the Engine.
The following MAF input channels can be used:
The ECU will search which channel(s) are enabled and use those inputs. “Mass Air Flow Sensor” takes priority over “Mass Air Flow Bank Sensor”. For example if both
Mass Air Flow Sensor1 and Mass Air Flow Sensor2 input channels are configured the ECU will automatically use both inputs.
MAF systems are more flexible in their ability to compensate for engine changes(like altitude and IAT) since they actually measure airflow instead of calculating it like the Speed Density Fuel Model. It also greatly reduces the tune time as you no longer need to adjust the fueling based on the VE of the Engine… its automatically accounted for by the MAF sensor.
However they also have limitations around restriction and sensor range on high power engines.
Once the Mass Air has been measured, if the MAF requires further scaling this can be done using a 3D Table. In the real world “small” corrections will need to be applied. This can be done using the Secondary Load Table which will allow a +/- percentage correction to be applied.
A Typical example is shown in below. Table Control should be used to put the Secondary Load Table into this “special” mode shown below
Secondary Load Table used for MAF Sensor
Table Control for Secondary Load Table
Once the Air Mass has been determined, the Stoichiometric Ratio and Lambda Target are used to generate a Fuel Mass (g). The Stoichiometric Ratio will vary with Fuel Type. A Single Zone if the fuel type is fixed can be used or a Table allowing the ECU to constantly correct for varying alcohol content.
Once the Fuel Mass is determined, the Effective Injector Pulse Width can be calculated using:
Throttle Mass Flow (TMF) as the name indicates, is the rate at which air mass is flowing through a throttle body in units of grams/second (g/s). Using the throttle body size, throttle area, temperature, pre and post throttle pressures,the ECU can very accurately calculate air flow through the throttle body and therefore into the engine; this is known as the TMF Calculation. Other sensors that also generate air mass flow (g/s) data are Manifold Pressure and MAF sensors. The TMF Calculation is just another method of determining air mass flow and has benefits over MAP and MAF as discussed further down.
The image below illustrates the basic elements required to calculate TMF.
Getting into more detail, the flow through a throttle body is governed by three physical elements, Conversation of mass, Newtons second law of motion for fluids and Conservation of energy. By combining these elements the ECU can model the flow of fluid through the throttle body accounting for throttle plate thickness and throttle shaft size. By then including real-time data such as the pressure ratio across the throttle plate and the instantaneous throttle area, the ECU can precisely calculate the mass flow rate through a throttle body.
Although these calculation are complex, the TMF setup process for the user is kept as simple as possible with the following inputs and setup required:
The TMF calculation can be summarised by the following equation:
Tuning -> Engine Functions -> Throttle Body Model -> Throttle Mass Flow Setup
Allows the TMF function to be enabled. At this point the ECU is only calculating air mass flow into the engine. Once setup other functions like the Fuel Model and Idle Speed Control can be configured to use the TMF calculated air mass data.
Select which type of throttle system you have:
1x DBW Throttle
2x DBW Throttle
1x Cable Throttle
Enables the Idle Valve Area to be accounted for in the TMF calculation; the Throttle Body Area AND Idle Valve Area are used to give a Total Area.
Normally only required on a Cable Throttle when an external Idle Air Bleed is used.
Pressure source before throttle plate
Normally aspirated vehicles can use Barometric Pressure as Pre Throttle pressure source
Pressure source after throttle plate
The Air temperature input used in the TMF Calculation
The Throttle Body inside diameter in millimeters.
See Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Setup.
Gives the direct relationship between Throttle Area and Servo Position. See Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Area Table
The following TMF calculated runtimes are generated. See the Runtime menu (F3) Engine Data Calculated tab.
All these runtimes can be utilized within other functions.
The following functions can use the air mass data generated from the TMF calculation:
Option 3: Blend - MAP Modelled + Throttle Mass Flow. TMF Fuel Model calculations can offer advantages when the throttle pressure ratio is low (partial throttle) and respond much faster in transient conditions.
For more information see the Fuel Model section.
Option 6: DBW 1 TMF
Option 7: DBW 1+2 TMF
This allows the Idle Speed control to target Mass Flow Rate of g/s. The Throttle Mass Flow (TMF) idle speed control function delivers extremely accurate and rapid idle calculation based on actual engine’s airflow requirements. See TMF Idle Speed Control section for more information
Option 2: Torque Limiting.
The TMF is used to control throttle plate position to achieve a target torque and target launch engine speed.
Once TMF is appropriate set up, it can make mapping the engine when it is in use very fast. Using TMF wherever possible is strongly advised by Emtron, especially depending on what kind of dynamometer being used, test conditions, and more – often part throttle and proper transient setup is often forgiven due to time constraints.
Version 1.0
Due to strictly calculating airflow via pressure ratio, the calculation will become invalid at a near equal pressure ratio through the throttle.
Gradually accelerate the engine under load and increase to increase the throttle area demand/effective area.
** Final air mass calculation which can be affected by engine speed (and more) can affect the optimal blend point. This is why most default configurations for the Fuel Model Blend Table include Air Mass Final runtimes.
In this particular case the TMF signal at around 0.830 throttle pressure ratio is being unusable.
At this same moment, the Air Mass Modelled/blended calculation is stable and can be blended in.
And/or TMF Out-flowing can generate correct TMF values.
TMF Outflowing calculates TMF airflow when pressure ratio cannot.
Improper “Outflow Scaler” setting. Adjust Throttle Mass Flow Outflow Scaler to correct
Throttle Mass Flow Air Flow values can only be compared to validated/tuned air flow values (tuned) such as MAP Air Mass or MAF Air Mass.
This correction table essentially exists to help remove an error remaining in the system across a wide variety of load & rpm conditions.
Demonstrating error in TMF Calculation that needs to be corrected in TMF Correction Table
The Throttle Body Area table tells the ECU how much actual throttle area is effective at different throttle positions. This is key to the ECUs further Torque Managing functions, as accurate air mass measurement and actual engine torque go hand in hand.
For torque management, Throttle Area Demand can be manipulated which will be directly proportional to air mass when this is configured correctly
Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Area Table
This 2D table is all that is needed to appropriately map the given throttle area vs throttle position. As mentioned previously, this allows for extremely fast and accurate mapping of the engine when TMF is active.
It is important to understand that the Pedal Demand and other targeting of throttle area will target the "unit location" in this table, which will then correspond to the DBW Servo Position.
Blend tables must be configured completely before tuning
There are multiple ways to calibrate the appropriate throttle area.
With calculated torque channels configured and functional, tuning the Engine Torque (TMF) channels to match the standard Engine Torque channels will allow full mapping of the Throttle Area table. See Torque Management Tuning
If the application is using a calibrated MAF sensor. Then the throttle area % can be adjusted and matched to TMF air mass VS MAF air mass at different throttle/DBW servo positions.
The same can be done matching TMF air mass VS MAP air mass
MAF/MAP air mass must be validly running the engine - running the commanded lambda target, etc
If no MAF sensor is available, setting fuel trims to 0 (or near 0), you can adjust the throttle area to match the target mixture very quickly.
Some extreme applications where live Lambda is unstable may be more difficult to map with Method 3
💡️ Tuning Tip Per the Matching Lambda validation method, the Throttle Area Table is used to quickly tune the engine operating in TMF by simply manipulating the table at the various throttle areas to match the Lambda Target Table values for that given load. When the correct air fuel ratio is achieved, the Throttle Area Table is essentially validated for the purpose of running the engine. To do this the wideband lambda control should be turned off and the blend bias toward TMF be set to 100%.
Air Mass Modelling allows the ECU to generate a custom Air Mass Modelled (g/cyl) runtime by blending two independent air mass calculations together. The “Blend Table” determines the blend ratio between both parameters.
The resulting Air Mass Modelled runtime can be used throughout the ECU, including as the primary air mass source for the Fuel Mass Calculation and Engine Torque Model.
This provides a flexible method of constructing advanced air mass calculation strategies that are not possible using the predefined Air Mass Models alone.
The configuration takes place in:
Config -> Air Mass -> Air Mass Modelled Setup. See Air Mass Modelled Setup
The Air Mass Modelled Blend Table is configured from: Tuning → Fuel → Air Mass Model Blend Table
Air Mass Modeling allows the ECU to blend different methods of air mass calculation to generate the Air Mass Modeled runtime
The Air Mass Modelled Setup determines the two air mass calculations used to generate the final Air Mass Modelled runtime.
Two independent inputs are available:
Air Mass Modelled Blend Parameters have the following options. Select the two air mass calculations that will be blended together to generate the final Air Mass Modelled runtime:
| Value | Blend Parameter |
|---|---|
| 0 | Off |
| 1 | Manifold Pressure Sensor |
| 2 | Manifold Pressure Bank 1 |
| 3 | Manifold Pressure Bank 2 |
| 4 | Manifold Pressure + Bank 1 Sensor Average |
| 5 | Manifold Pressure + Bank 2 Sensor Average |
| 6 | Manifold Pressure Bank 1 / Bank 2 Average |
| 7 | MAF Meter 1 |
| 8 | MAF Meter 2 |
| 9 | MAF Meter Bank 1 |
| 10 | MAF Meter Bank 2 |
| 11 | MAF Meter Bank 1 / Bank 2 Average |
| 12 | Throttle Mass Flow 1 |
| 13 | Throttle Mass Flow 2 |
| 14 | Throttle Mass Flow 1 / 2 Average |
| 15 | Manifold Pressure Estimate |
Select the method of air mass calculation for Parameter 1
Select the method of air mass calculation for Parameter 2
A common application is blending between Manifold Pressure Sensor and Manifold Pressure Estimate (see further help on MAP Estimate).
If blending is not required, configure both parameters to use the same air mass source or configure the blend table to fully favour the desired calculation method.
The example below shows Speed Density configured as Parameter 1 and Throttle Mass Flow (TMF) configured as Parameter 2.
The Air Mass Modelled Blend Table is a three-dimensional table with configurable axes that determines the blend ratio between the two selected Air Mass Modelled parameters.
The Air Mass Blend Table defines the contribution of two air mass calculations used to generate the final engine air mass value.
The table output is expressed as a percentage and determines the weighting applied to each air mass calculation based on the selected Air Mass Model configuration.
A value of:
This allows the ECU to transition smoothly between two air mass calculation methods as engine operating conditions change, combining the advantages of each model over different areas of the engines operating range.
The Air Mass Blend Table is configured from:
Tuning → Fuel → Air Mass Model Blend Table
The calculation methods used by Calculation 1 and Calculation 2 are configured from the Emtron Air Mass Model setup page.
ℹ️ Important Note: Air Mass Validation*
When an Air Mass Blend mode is enabled, both air mass calculations continue to operate simultaneously regardless of the blend ratio currently being applied.
This allows the individual air mass calculations to be logged and compared directly against one another.
If both air mass models have been calibrated correctly, the calculated air mass values should closely overlay one another when operating under the same engine conditions.
For example, when using Speed Density + TMF Blend, the calculated Speed Density Air Mass and TMF Air Mass should produce similar air mass values for a given engine speed and load condition.
Significant differences between the two calculations typically indicate calibration errors within one of the air mass models, such as:
- Volumetric Efficiency (VE) calibration errors
- TMF model calibration errors
- Throttle Body Area table errors
- Charge Temperature model errors
- Sensor scaling or sensor placement issues
Comparing multiple air mass models in this manner provides a powerful method for validating the engine air mass calibration and improving overall model accuracy.
Below is an example datalog illustrating the correlation between the calculated Speed Density and TMF air mass values under the same operating conditions.
The Emtron Air Mass Model allows the ECU air mass calculation to be customised using one or two independent air mass calculation methods.
Most applications can be accurately modelled using the predefined Air Mass Models (0 to 4) and no further customisation is required. The Emtron Air Mass Model is intended for advanced applications requiring custom air mass calculations or blending between multiple air mass calculation methods.
Two independent air mass calculations are available:
Each calculation can be configured to use one of the following air mass calculation methods:
| Value | Calculation Method |
|---|---|
| 0 | Off |
| 1 | Speed Density |
| 2 | Mass Air Flow Sensor (MAF) |
| 3 | Throttle Mass Flow (TMF) |
| 4 | Air Mass Modelled |
If only a single air mass model is required, configure Calculation 1 as required and set Calculation 2 to Off.
In this configuration, the ECU uses the output of Calculation 1 as the final engine air mass value.
For applications requiring the advantages of multiple air mass calculation methods, both Calculation 1 and Calculation 2 may be enabled simultaneously.
When both calculations are enabled, the ECU uses the Air Mass Model Blend Table to determine the contribution of each calculation to the final air mass value.
This allows the ECU to transition smoothly between two air mass calculation methods as engine operating conditions change, combining the advantages of each model over different areas of the operating range.
A common application of the Emtron Air Mass Model is blending Speed Density and Throttle Mass Flow (TMF) calculations to take advantage of the strengths of each method.
At low Pressure Ratios (PR) across the throttle body, such as idle, cruise and part-throttle operation, Throttle Mass Flow (TMF) provides superior airflow estimation due to the strong relationship between throttle pressure drop and mass flow.
As the throttle opens and the pressure ratio across the throttle approaches 1.0, the pressure drop across the throttle body becomes very small and the accuracy and sensitivity of TMF reduces. Under these conditions, Speed Density generally provides a more accurate estimation of cylinder air mass.
The Air Mass Model Blend Table can therefore be configured to:
This approach combines the excellent transient response characteristics of TMF with the steady-state accuracy of Speed Density.
See here for more informationAir Mass Blend Table
At throttle pressure ratios above approximately 0.9 (Post-Throttle Pressure / Pre-Throttle Pressure), the pressure differential across the throttle body becomes very small, reducing the resolution of the Throttle Mass Flow (TMF) calculation. This is why TMF must always be blended with an alternative air mass calculation method and cannot be used as the sole air mass model for engine operation.
The Air Mass Blend Table should therefore progressively transition from TMF to an alternative air mass calculation method as the throttle pressure ratio approaches 1.0.
The Air Mass Blend Table forms part of the engine air mass model and must be finalised before tuning starts.
TMF tuning is accomplished by validating the Throttle Body Area Table
The TMF Correction Table can be used to make small adjustments to the TMF calculation if required. In most applications, little or no correction should be necessary.
Air Mass Bank Control allows the ECU to independently calculate the engine air mass for each cylinder bank. This option is only available using the Emtron Air Mass Model.
When enabled, each bank operates as an independent air mass model and requires the appropriate sensors and inputs to support bank-specific airflow calculations.
Typical examples include:
ℹ️ Important Note: Bank Control Notes
1) Engines with inlet manifolds connected by a balance tube or crossover passage may not exhibit true banked airflow behaviour. Any pressure differential between the manifolds will result in airflow transfer through the balance passage, reducing the effectiveness and accuracy of independent bank air mass calculations.
2) Air Mass Bank Control is available for all Air Mass Model types.
2) Ensure the Bank Cylinder Setup table is configured correctly before enabling Bank Mode.
3) Air Mass Bank Control is not compatible with Staged Injection operation.
For more information refer to Bank Cylinder Setup
The Air Mass Modifier Table is enabled via Tuning -> Fuel Table Control -> Fuel Modifier Tables
Values in this table modify the ECUs Final Air Mass directly as a percentage
The ECU Independently controls the Fueling for the Engines Banks 1 and 2 using either two MAF Sensors . Required when there
is no common plenum between the cylinders banks.
Make sure the “Bank Cylinder Setup” Table is correctly initialised.
The ECU Independently controls the Fueling for the Engines Banks 1 and 2 using two MAP Sensors . Required when there is no common plenum between the cylinders banks.
Make sure the “Bank Cylinder Setup” Table is correctly initialised.
For use when no Exhaust Pressure sensor is available.
3D table that with configurable axis to tune the Exhaust Pressure Estimate.
Units = kPa
Generates a Manifold Pressure Estimate using a % Scaling table on the selected parameter.
Function is off
Manifold Pressure Estimate Table = Raw Value
Table value = 50.8%
Manifold Pressure Estimate = 50.8 kPa (1:1)
Table value = 50.8%
Barometric Pressure = 96.8kPa
Manifold Pressure Estimate = 96.8kPa x 50.8% = 49.1kPa
Table value = 50.8%
Manifold Pressure = 96.8kPa
Manifold Pressure Estimate = 96.8kPa x 50.8% = 49.1kPa
Table value = 50.8%
Manifold Pressure Bank 1/2 Average = 96.8kPa
Manifold Pressure Estimate = 96.8kPa x 50.8% = 49.1kPa
Table value = 50.8%
Boost Pressure = 253.6kPa
Manifold Pressure Estimate = 253.6kPa x 50.8% = 128.8kPa
Table value = 50.8%
Boost Pressure Bank 1/2 Average = 253.6kPa
Manifold Pressure Estimate = 253.6kPa x 50.8% = 128.8kPa
3D table that with configurable axis to tune the Manifold Pressure Estimate
Units = % and correspond to Manifold Pressure Estimate Setup parameter
A Blend Table generates a Final Air Mass using a ratio from the MAF Sensor and Air Mass Modelled.
The following MAF input channels can be used:
The ECU will search which channel(s) are enabled and use those inputs. “Mass Air Flow Sensor” takes priority over “Mass Air Flow Bank Sensor”. For example if both
Mass Air Flow Sensor1 and Mass Air Flow Sensor2 input channels are configured the ECU will automatically use both inputs.
The fuel model blending control table is accessed from : Tuning -> Fuel -> Fuel Model Blending Control
0% = Air Mass Modelled ONLY
100% = Mass Air Flow Sensor ONLY
Air Mass Modelled setup must be configured - Air Mass Modelled Setup
Mass Air Flow setup must be configured - Mass Air Flow Meter 1 Input
** Blend tables must be configured completely before tuning
Mass Air Flow tuning/re-scaling is accomplished by generating and validating a Secondary Load Table. This allows
the MAF sensor scaling to adjusted under different user conditions:
Example. MAF value of 10.0 g/s and scaling of 25% will yield a scaled MAF value of 12.5 g/s.
The secondary load table becomes a primary tuning table when linked to the MAF scaling
To tune the secondary load table the fuel model blend table is set to 100%