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MoTeC M1 Software Tutorial: Charge Cooling Gain

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Charge Cooling Gain


00:00 For the M1 ECU to properly calculate the mass of air entering the cylinder it is critical to properly account for air density.
00:08 Air temperature is a key parameter affecting the air density and this can be accounted for to a point by the air temperature sensor.
00:16 The air temperature sensor however can only measure the temperature of the air entering the inlet manifold.
00:22 After the air enters the intake manifold it passes the fuel injectors where the fuel is injected and this fuel can have an affect on the air temperature.
00:32 When fuel is injected, the fuel absorbs heat from the inlet air as it evaporates and this affects the air density.
00:40 The air temperature sensor can’t account for this change in air density so the M1 provides a ‘Engine Cooling Charge Gain’ to accommodate it.
00:49 We can get to the ‘Engine Cooling Charge Gain’ through the ‘Initial Setup’ workbook, in the ‘Engine Details’ worksheet here.
00:57 The charge cooling gain will have a significant effect on the accuracy of the tune, so it’s important to properly calibrate this parameter early in your tuning process.
01:07 We tune the ‘Charge Cooling Gain’ by running the engine at a fixed load and rpm on the dyno.
01:13 We first want to make sure that the measured exhaust lambda accurately matches our mixture aim value.
01:19 Now we can request a change in mixture aim and watch how closely the measured lambda matches this new target.
01:26 If the measured lambda ends up richer than the mixture aim, we need to reduce the charge cooling gain and try again.
01:35 If the measured lambda ends up leaner than the mixture aim, we can increase the charge cooling gain.
01:41 Once you have the charge cooling gain close you can try moving the mixture aim up and down to confirm the measured lambda tracks correctly.
01:50 To tune the charge cooling gain accurately and achieve the best results, it’s important to run the engine with a moderate amount of RPM and load to ensure a reasonable level of airflow.
02:01 I suggest trying 3000 RPM and 30% throttle as a good place when making these adjustments.

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