ECUFlash Specific Glossary

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Original thread [here]

I've been struggling to learn EcuFlash; however, I have not been able to locate any documentation, so the self-education opportunity is rather limited. I thought an EcuFlash Glossary would at least be a starting point and might well eventually evolve into actual documentation.

There is also have a similar thread for EvoScan. [need link]

Do not be surprised if some of these values are not defined in your ECUFlash XML. Even if they are defined, they may not be correct, so always use caution when modifying tables.


Table Specific Items

FUEL

High Octane Fuel Map
This is the primary fuel map. With VIII, it starts decreasing octane number at 4 or greater knock sums. With IX, you will run on this map as long as you do not encounter sustained knock counts > 6.
Low Octane Fuel Map
This is the secondary fuel map that is used when the ECU detects a problem (usually knock). Once the ECU's "Octane" value begins to drop from 100, the ECU begins to interpolate this map in to the high octane fuel map.
Injector Battery Voltage Latency Compensation
Used to fine tune the fuel trims after the injector scaling is done.
Accel Enrichment -
Open Loop Load #1
These maps control the crossover to open loop from closed loop, dependent on preset load axis percentage. Load #1 is presumed to be warm-up, #2 is normal operation.
Open Loop Load #2
These maps control the crossover to open loop from closed loop, dependent on preset load axis percentage. Load #1 is presumed to be warm-up, #2 is normal operation.
Open Loop Throttle Low Load -
Open Loop Throttle High Load -
Injector Scaling
Stock is set @ 513 for USDM cars. End user must re-scale injectors when using bigger aftermarket injectors. Rule of thumb is: the number in the table should be 10-15% smaller than the actual injector size. End user must log fuel trims to make sure that the number in the table is accurate. Fuel trims must be kept between +/-5
Min Coolant Temp for Closed Loop

TIMING

High Octane Ignition Map 1 -
Low Octane Ignition Map 1 -
High Octane Ignition Map 2 -
Low Octane Ignition Map 2 -
High Octane Ignition Map 3 -
Low Octane Ignition Map 3
The ECU interpolates between (1 and 2) OR between (2 and 3) depending on a condition. The condition *seems* to do with MIVEC advance - it appears that the ECU will use 1&2 when the MIVEC advance is increasing and 2&3 when the MIVEC advance is decreasing. The point to this - when tuning you can either:
  1. make the same changes to all 3 maps.
  2. make changes only to #2.

The ECU uses a "Weighted Mean" equation x(final) = w1x1 +w2x2 +w3x3+w4x4 / w1+w2+w3+w4

Thus if you are only making changes to #2 you will need to add much more (because of the averaging affect) timing to #2 than if you were making the same changes to 1, 2 and 3...

MIVEC

Mivec Intake Advance
The basic table of load x RPM and how much the intake cam (on Evo IX cars) will advance under those conditions.
Mivec Intake Advance Minimum
The software limit minimum MIVEC advance. No matter what you put in the MIVEC table, MIVEC will never go past this maximum value.
Mivec Intake Advance Maximum
This is a software limit on the maximum MIVEC advance. No matter what you put in the MIVEC table, MIVEC will never go past this maximum value. The MIVEC calculation algorithm clips the value before it gets passed to the algorithm where the MIVEC advance is actually controlled. The ECU will spit out a CEL when the desired value in the MIVEC table is more than 4.8 deg different than the actual value. Since the actual value cannot surpass 28.8 deg, any value in the table greater than or equal to 33.6 deg will cause a CEL. Besides the software limit, there is also a hard limit built into the cam sprocket. I think its right at 30 degrees.

Knock Sensor

Knock Sensor Filter Map 1 -
Knock Sensor Filter Map 2 -
Knock Sensor Filter Map 3 -
Knock Sensor Filter Map 4 -
Knock Sensor Filter Map 5 -
Knock Sensor Filter Map 6 -
Knock Sensor Filter Map 7 -
Knock Sensor Filter Map 8 -
Knock Sensor Filter Map 9 -
Knock Sensor Filter Map 10 -
Knock Sensor Filter Map 11 -
Knock Sensor Filter Map 12 -

LIMITS

Rev Limit
RPM limit while moving.
Stationary Rev Limit
RPM limit while stationary. (gasp!) Aka, launch control!
Speed Limit
In kph, set at 510 in USDM's effectively disabling limiter.

TURBO

Boost Control Load Offset
This value is added to the "Boost Desired Engine Load" value to determine the desired load%.
Turbo Boost Error Correction
This table is used to help the ECU reach the desired load %. The left column references the difference between actual and desired load %, and the right column is the amount of adjustment to the wastegate duty cycle (WGDC) that will be applied to compensate for that difference.
Boost Desired Engine Load #1
This table (in addition to the Boost Control Load Offset value) determines the desired load % for a given RPM. This is referred to as a boost control table because any load % > 100% reflects a pressurized intake system.
Boost Desired Engine Load #2
Boost Desired Engine Load #3
This BDEL table is used when vehicle speed exceeds "boost control limiting vehicle speed".
Boost Desired Engine Load #4
Max Wastegate Duty #1
In it's most basic function, this map determines the range of control the boost control solenoid (BCS) has to control boost levels. These values can be set low as a sort of first line defense against overboost, and some tuners use this table to dial in an exact boost curve. In it's stock application, all values are set to 100%. At 100%, this map basically turns over all boost control to the "Boost Desired Engine Load" and "Boost Control Load Offset" tables.
Max Wastegate Duty #2 -
Max Wastegate Duty #3 -
Max Wastegate Duty #4 -
Boost Limit
Boost cut determined by load to rpm. Increase load to avoid boost cut when adding a boost controller.
Boost Cut Delay Timer
Amount of time (in milliseconds) that actual load (boost) is allowed to be greater than the Boost Limit value before the cut is applied.
Boost Enhancement (Anti-Lag) Start RPM

MISC

IC Relay Timer Time
IC Relay Timer Control Judgment
IC Relay Timer Air Temp
IC Relay Timer ON Mode Switch Time
IC Relay Timer Control RPM
IC Relay Timer Control Water Temp
IC Relay Control Vehicle Speed
IC Relay Control EV

IDLE

Desired ISCV initial step position with AC off
Desired ISCV initial step position with AC off
Desired ISCV initial step position with AC on steps (AC on/off, drive or neutral)
Steps work in conjunction with the target idle to achieve the end idle result. Steps of 10 (i.e. 106-116) seem to correspond to about 100rpm everything else being left the same.
Desired Idle RPM-Neutral
Desired Idle RPM-Drive (or target idle)
The Rpm that the ECU is trying to reach but has to modify things like the ISCV and fueling to reach until the car has reached operating temp. At this point the Car will idle (stock cammed anyway) at the desired rpm target fairly easily.
High Intake Air Temp ISCV Increase
Desired Idle RPM with AC on
High Intake Air Temp Idle Speed Target