The 5% part depends on rail pressure and injectors. The bigger AM injectors for example - well small changes like that won't make diddly squat of a difference at the higher rail pressures, which is why we might have to tweak the rail pressure multipliers at the same time, but will make "some" difference at the lower rail pressures. I still don't have a way to 100% accurately log for density corrections - think it would require averaging and a lot of functions to kick the out liars out such as decel and so on. Other than that I can mostly calculate it out with normal driving and keep the trims to a 1 to 2 % swing from freezing cold to scorching hot temps.
Also once you figure out the affects or how the changes relate to percentages and how to apply those errors, well all the other multipliers work the same way in the genV's... Gen4's too, but the opposite on them
Always wondered how to dial the open loop tables in on the gen4's. Now I know....
Keeping my finger's crossed on this one, but if GM is using sonic airflow to define throttle opening, my coding expert may have found the TB table for converting NA's to Boost..... Wish I knew how the heck to calculate sonic airflow, but looking at the lt4 table vs the stock trucks and doing a little research into sonic airflow, some things are making sense. May still be barking up the wrong tree, but if they are using sonic airflow then pressure ratio and vacuum alike are already calculated into it not to mention temperature and density calcs which would explain everything with the lt4's being able to control throttle with boost.
Anyone know how to convert g/s, map kpa, temperature and so forth into sonic airflow
Anybody know for sure that's what GM is using?