![]() ![]() Throttle Closures – The primary method of controlling torque on the Raptor is done with the assistance of the drive-by-wire throttle system.MAP Based – These vehicles use a MAP based airflow system. Watching the Spark Source and HDFX monitors will give you a good idea of which set of tables are being utilized at any given time. The majority of heavy load operation will take place in the borderline timing tables, however this can be clipped by any other timing table from the other categories if they are lower. There are up to 16 primary tables for each method, along with accompanying compensations. The ECU also allows full dynamic advance and retard based on octane learning and knock sensor feedback. Ignition Control – The Raptor consists of three primary methods to control spark: MBT, Borderline, and Cylinder Pressure. Raising wastegate position directly with out modifying other limiters will have little to no impact other than to cause undesirable PID activity and oscillations.įuel Control – The Raptor operates in a constant closed-loop state, constantly utilizing the A/F values in its tables and making closed loop adjustments via the feedback from the factory wide-band O2 sensors (1 per bank). The general strategy of the Raptor is to convert and crosscheck mainly torque, load, and airflow, choosing the lowest value, and then clipping the engine output at that value. Engine torque is calculated based on numerous variables such as: pedal position, air flow mass, knock, KOM, and RPM. Our OTS maps should have good base settings which can be modified further if need beīoost Control – The Raptor does not directly target boost in stock form but rather a target engine torque. The axes are generally index based and may require manipulation to both the index and/or the data to properly display graphs or to utilize greater breakpoint resolution. On tables that would require it, we have broken these out for editing in separate folders. In these tables both the X and Y axis have "paired" data. Here we will go over a few of the basic details and terminologies that are specific to Ford before we begin tuning on a COBB Accessport equipped Ford Ecoboost vehicle.ģD Breakpoint Setup– The Ford ECU uses a new style of 2D axes in select 3D tables. Knock Octane Modifier and Coolant Temperature are both parameters the Accessport can monitor.Introduction Getting to know the Ford F-150. ![]() This is to prevent heavy load in the case the vehicle begins to overheat due to a mechanical failure. Knock Octane Modifier (KOM) will be limited to -1.0 while Engine Coolant Temperature is above 250*F (121*C) on COBB OTS maps.Limiting Knock Octane Modifier during warm up is done to prevent unnecessary strain before the engine has reached a reasonable temperature. It is common to see a KOM of 0 when the vehicle is warming up. By 135*F (57*C), KOM will return to the retained learned value if it is greater than 0. Knock Octane Modifier (KOM) will be limited to less than or equal to 0 while Engine Coolant Temperature is below 130*F (54.5*C) on COBB OTS maps.Ideally this value should be at +1.0 but it can change depending on conditions other than knock. The lower the KOM the less the power output. KOM can dictate how much load, boost, ignition timing, etc. Knock Octane Modifier (KOM) is a learned variable that will change dependent mainly on knock corrections over time.Fuel Octane 93 (98 RON) Minimum Up to ~16.5psi +/- 2psi tapering to ~13psi by redline.Fuel Octane 91 (95 RON) Minimum Up to ~16.5psi +/- 2psi tapering to ~13psi by redline.Boost: Dynamic based upon atmospheric conditions, fuel quality, gear, RPM, and drivetrain.Intercooler requirements: Stock intercooler.Intake Requirements: Stock airbox with stock/COBB air filter.The maps designed for 93 octane are the most aggressive. Generally speaking, 91 octane calibrations have a less aggressive ignition advance map to help compensate for lower octane fuel blends. Peak and maximum gains shown here represent the differences between the Performance Tow map in Sport mode vs. Stock output (regardless of vehicle drive mode) is shown by the dashed lines. Power and torque in Sport drive mode is shown in the solid red and blue lines, respectively. Power and torque in Normal and Tow drive modes is shown in the dotted red and blue lines, respectively. Power output on Performance Tow calibrations will change with vehicle drive mode, with Sport drive mode producing more than Normal and Tow drive modes. ![]()
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