fiestaturbo.com

[MK4 Rick]

on doing my zetec turbo project im using the zetec inlet and was wondering if the frst tps fits in place of the zetec tps.is it a straight swap or what?dont no if it has been asked before .what are your views.

[disc]

Here is the answer:

http://www.streetdragster.com/Pages/Zetec%20Turbo.htm

[alti]

yeah,

i used the same on my zt with ofab management,
now i use dta and dont need the thing anymore,

pm me if you need it,i sell it really cheap!

regards alti

[disc]

Alti,

Would you post your ignition map, please?

I'm using an ERST ignition map at the moment and I'm not sure that it's the right one for ZT...

Thanks!

[alti]

disc:
i use tps as load with map

but i think it looks similarly.

http://www.directupload.net/file/d/893/Z3THyG8W_jpg.htm

sorry for the bad quality,but my laptop is really old

alti

[disc]

alti,

Thanks for the map. But I think that Alpha-N (TPS vs. RPM) algorithm is not goot for turbocharged engines! Speed-density algorithm is more accurate method to control engine with forced induction!


This is from Megasquirt site, but it's correct for any ECU.

MegaSquirt can be converted from speed-density to use RPM , temperature and TPS only. This is called "Alpha-N". Alpha-N uses the only throttle position and RPM to calculate the amount of fuel to inject as opposed to using the manifold absolute pressure and RPM to calculate the amount of fuel to inject.

With boosted engines, you MUST use the speed density algorithm with MegaSquirt, because the throttle position bears little relationship to the amount of air going into the engine. Alpha-N is for naturally aspirated engines ONLY.

Using the speed-density algorithm, MAP is the main variable and VE is a 'tweak'. On alpha-N the VE table is the main variable, as TPS is used as a lookup into this table. Actually it is a fuel map rather than a VE table.

Alpha-N is useful for long duration cams where the resolution of manifold air pressure (map) would be small. It is also useful to get smother idle on engines that have erratic map values.

For example: On a flat part of the torque curve, going from half to ¾ throttle might not require the value to change in the VE map on speed-density if the air/fuel ratio is the same for the 2 loads as the change in MAP will do this. On the alpha-N system the map bins will be different as this is the only way the MegaSquirt can find out about the higher fuel demand.

The above is for fuel, but ignition advance is in very close relation with AFR (~amount of fuel injected into the engine), here is very good explanation of this:

http://www.superhonda.com/forum/showthread.php?t=268106

Please tell me, is DTA use Alpha-N for ignition advance and VE table, or VE table use Speed-density?

[alti]

hi disc!

i can use map*rpm (14row map*20row rpm)

OR

tps*rpm (14row tps*20 row rpm) + 20rows map (pressure compensition)

you see it in the 2 window

so i can drive with 36degree ignition @ 0bar boost
and pull out 40% = 21,6 degree @ 1bar boost (14psi)
or pull out 55% = 16 degree @ 1,5bar boost (21psi)

the same with fuel

i think tps*rpm*map is better because
i have 14*20rows + 20rows map
but next year i try both

regards alti