Probably too many questions for one post. I figured it would be better to post them in one vs flooding the forum.
I'm seeking clarification on the following switches.
MAF Adaption: Enable/Disable fuel trim updates during enrichment or enleanment. - - - Is this similar to fuel pump voltage adaption? If on average the PCM is removing 3 percent fuel down low does it consider this and remove 3 percent when WOT?
Cylair Filter: When enabled (and Anticipation Logic is disabled) a filtered value of MAF airmass is used by the PCM. When disabled the current calculated airmass from the MAF is used by the PCM. - - - - I feel stupid reading this one LOL!
Cylair Anticipation Logic: When enabled and the Cylair Filter is enabled a complex prediction algorithm is used to calculate the cylinder airmass. - - - - Disabling pretty much stops the load with failed MAF values from being used???
ETC Error Checking: Master enable/disable for all ETC error checking. - Makes sense but curious if there is anything else I should know.
ETC Pressure/Density Scale: Master enable/disable for pressure/density scaling of ETC parameters such as demand torque. - - - - Yup, no clue haha.
ETC TPS Airflow: If enabled the PCM will use additional throttle based airflow calculations. - - - - - What are the additional throttle based airflow calculations? Will disabling ignore all data around the "effective area" and "predicted throttle angle"?
LTFT Bank vs. Cylinder #: This specifies which bank each cylinder belongs to for fuel trim calculations. - - - - - - Alright this one has always bothered me. 3 vales motors are 1,2,3,4 = bank 1 and 5,6,7,8 = bank 2. Considering the order the cylinders are arranged on 4.6 & 5.4 motors, why aren't those cylinders grouped together in this table? For example, 1,2,3,4 would be all "0" and 5,6,7,8 would be all "1"? The picture I have attached is how I've seen all these set up.
Thank you everyone.
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