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Practical Reflash Tuning: Speed Density Conversion

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Speed Density Conversion


00:00 - We've already covered in some detail the differences between a MAF based ECU, and one that utilises a MAP sensor to calculate load.
00:09 On some platforms we may have the ability to swap from a MAF based load measurement system, to one where load is calculated by the speed density principle instead.
00:20 This is achieved by modifying the way the factory ECU operates.
00:26 This isn't something we as tuners can reasonably achieve, and to do this we're going to be relying on a patch, or operating system being available for our particular car, to allow the engine to be run in speed density mode.
00:43 In some applications, we may have the option of running either a dedicated speed density system, or a hybrid system.
00:51 Where the MAF sensor is used under low load conditions, and then the ECU switches to using speed density at higher load levels.
01:01 A hybrid system like this, can provide the best of both world in many instances.
01:06 With good control over the air fuel ratio, thanks to the MAF sensor, along with the speed density system.
01:13 That means we don't need to worry about the MAF resolution, or airflow limits in a high powered engine.
01:21 The process of converting to speed density is very dependent on the particular ECU.
01:28 In some cases, the stock ECU might already include a VE table that's referenced of the MAF files.
01:35 Or during transient conditions.
01:38 And in this case, the job is quite straight forward.
01:42 In other ECU's that were never designed to run in speed density mode, we may need to develop a VE, or volumetric efficiency table from scratch, and this can be quite time consuming.
01:55 Given the dramatic differences in approach between different ECU's, it isn't possible to outline a generic approach to the task that can be applied to every situation.
02:07 For this reason, we'll deal with speed density conversion in our worked examples, and these will be added to over time.

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