Originally Posted by
Evolution Stu
Your welcome,
The Ford HDFX system takes some swallowing after using any other system.
Crazy complexity, but worth trying to understand as its likely the future and has always been Fords future.
Ref your other question about throttle position, the main other thing to note about the system is its air path logic is a little unusual.
If you follow through the tables in this order: (Top of my head)
Pedal request in Nm > Max Engine Nm Limits > IPC NM limits > Gear Limits in Nm > That will give you the lowest torque request in NM which it uses for its load calculation.
From there its:
Load needed to make that Nm > Airflow needed to make that Load > MAP needed to make that airflow > WG position (May be determined via Mass fraction) > TIP needed to allow MAP > That gives you wastegate and Throttle position.
That path will ideally lead to full throttle at all times.
However, the ECU will actively regulate MAP via throttle to the max TIP allowed so the aim is to tune the requests and the WG tables so that you request slightly more MAP than you can actually achieve.
There are tons of tables to mess with and you will do well over 200 table changes to achieve your aim.
The octane tables you mentioned and are historically used to are referred to as LSPI tables in this ECU, and the ECU uses them to blend the load to suit any fuel based on knock feedback, so do a little reading on those and log your OAR PID.
(Octane adjust ratio) which will help you determine which table is in use.
BEWARE of just ramping the LSPI tables up and out of the way like many tuners do. (Set it to 5.0 and forget about it)
Thats a little like placing an order for new pistons with some Ecoboost drivers... I dont know so much about the 2.7, but the smaller EcoBooms DO suffer from LSPI.