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Debate y preguntas relacionadas con el curso Fundamentos de la puesta a punto de la inyección electrónica de combustible (EFI).
= Hilos resueltos
The Midwest US uses a lot of E10 fuels. Because of the lower stoichiometric ratio that results from the additional ethanol, is it recommended to rescale the o2 sensor, rescale the injectors or scale the maf account for this afr shift and subsequent fuel trims? I assume that changing the maf scaling will have an impact on calculated load and the tables that reference load. What are the pros and cons of changing the scalar? This is referring to reflashing the factory ecu without flex fuel capabilities. I was thinking it might be worth deceasing the injector scaling by half the difference (essentially e5) to account for traveling if gas in other states is e-0.
Edits in this part have been conducted several times as I log, compare, and research.
Interesting noteworthy point: The number of Subarus with burnt valves (na or turbo) in our area has skyrocketed within the last few years.
Normally with E10 the difference in required fuel volume is minimal and this is able to be handled via the closed loop control. If you want to get everything on track then the best way (assuming your ECU doesn't account for fuel characteristics) is to modify your injector scaling until your fuel trims are back at or close to zero. As you've correctly mentioned, changing the MAF scaling isn't a good idea because it will affect the calculated load and calculated torque values. In all honesty with the minimal change required for E10 even tweaking the MAF calibration is unlikely to be dangerous though.
