So this is more of a discussion thread and I don't really plan on implementing it at this time. It just that I stumbled across it the other day and found it kind of interesting. Figured I'd throw it out there and see where it leads.
I was flipping through an old issue of SCC and was reading an article on turboing KA24DE. I was intrigued by how some of the tricks they used, one of whick was to switch out the TPS and replace its ECU signal with a 2 bar MAP in the manifold. 0-5V signal based on pressure allowed better control, especially when it starting to build boost, as it shows a lot more useful info between the MAF and MAP in regards to how much air is actually going into the engine. Guess I should note that they used rising rate FPR to compensate on the fuel side.
Obviously a trick like this makes sense since the factory ECU for an NA car would more prone to run lean at part throttle. My question is how well would it work compared to our factor MAS and TPS setup, or a standard MAP conversion setup like DSMap or DSMLink w/ MAP which is still used in conjunction with TPS. Since the ECU correlates airflow, throttle, and RPMs to determine which base fuel maps to use, would using a MAP as a replacement for TPS give a more accurate reference by which to pull tables? What kind of effects on low/midrange driveability would it have? Obviously it would take a lot to initially get it up and running, but it seems like it would be more accurate and intuitive to tune.
I was flipping through an old issue of SCC and was reading an article on turboing KA24DE. I was intrigued by how some of the tricks they used, one of whick was to switch out the TPS and replace its ECU signal with a 2 bar MAP in the manifold. 0-5V signal based on pressure allowed better control, especially when it starting to build boost, as it shows a lot more useful info between the MAF and MAP in regards to how much air is actually going into the engine. Guess I should note that they used rising rate FPR to compensate on the fuel side.
Obviously a trick like this makes sense since the factory ECU for an NA car would more prone to run lean at part throttle. My question is how well would it work compared to our factor MAS and TPS setup, or a standard MAP conversion setup like DSMap or DSMLink w/ MAP which is still used in conjunction with TPS. Since the ECU correlates airflow, throttle, and RPMs to determine which base fuel maps to use, would using a MAP as a replacement for TPS give a more accurate reference by which to pull tables? What kind of effects on low/midrange driveability would it have? Obviously it would take a lot to initially get it up and running, but it seems like it would be more accurate and intuitive to tune.
