Focus RS Example ROM

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As part of development of the Ford EcoBoost Product we have done extensive testing on our Focus ST and Focus RS. The testing has revealed the best methods to achieve reasonable gains without large risks. The end result of our testing was the creation of a series of Example ROMs that would give the tuner the basic modifications to the ROM that increase horsepower and remove the limits. This Focus RS ROM file (G1FA-14C204-CF-Stage 0 Example ROM-enc.bin) should be used as a guide to tune from and any "self tunes" should be based on this ROM.

Ignition timing

This group of maps were adjusted individually depending on the which map was being used when tuning. The distance along the track determined by the HDFX maps picks which of the mapped pairs are used to determine the ignition timing. Use the parameter "Ignition Timing Source" and the table below to confirm where the currently used timing value is coming from.

The adjustments to this map have been made only in the high load and RPM regions and there are only minor changes in the mapped pairs that are used when in economy mode etc. Most of the time on the dyno it will be in optimum power mode and this specific map has been increased by up to 6 degrees in some regions.

Maps By Function → Ignition Timing → Borderline

• Ign Timing Knock Limit - Mapped Pair 0

• Ign Timing Knock Limit - Mapped Pair 1

• Ign Timing Knock Limit - Mapped Pair 10

• Ign Timing Knock Limit - Mapped Pair 11

• Ign Timing Knock Limit - Mapped Pair 12

• Ign Timing Knock Limit - Mapped Pair 13

• Ign Timing Knock Limit - Mapped Pair 14

• Ign Timing Knock Limit - Mapped Pair 2

• Ign Timing Knock Limit - Mapped Pair 3

• Ign Timing Knock Limit - Mapped Pair 4

• Ign Timing Knock Limit - Mapped Pair 5

• Ign Timing Knock Limit - Mapped Pair 6

• Ign Timing Knock Limit - Mapped Pair 7

• Ign Timing Knock Limit - Mapped Pair 8

• Ign Timing Knock Limit - Mapped Pair 9

• Ign Timing Knock Limit - Optimum Power

Pre Ignition is a concern, however the axis has been extended and the values increased slightly.

Maps By Function → Ignition Timing → Pre Ignition

• High Speed PI Ignition Limit

The global and per cylinder compensation maps will also need to be adjusted, the modifiers are generally increased at lower load higher RPM.

Maps By Function → Ignition Timing → Borderline

• BDL Ign Modifier per cyl

• BDL Modifier for Lambda

• BDL Modifier for Octane

There are some maps that will have adjusted axis' but no values changed, this is because certain sets of maps share the same axis, for example....

Maps By Function → Ignition Timing → Cylinder Pressure Limiting

• CPL Ignition Sub for Transient

There are also some limits for cylinder pressure that will need to be adjusted to allow us to achieve the desired timing in the mapped points maps, these are the cylinder pressure maps and the load threshold for the CPL timer to start (raised by 0.6 load).

Maps By Function → Ignition Timing → Cylinder Pressure Limiting

• Ignition Timing Max for CPL

• CPL Timer Activate Load Threshold

Knock Control Advance limits have also been adjusted to allow the ECU to advance the ignition timing at higher RPM this value is 3° more than standard.

 Maps By Function → Knock Control

• Knock Control Advance Limit

There are knock learning maps which control how quickly the dynamic advance is learnt, in the example ROM the thresholds are set lower and the timer delay is less.

Maps By Function → Knock Control → Learning

• KNK_LEARN_TM (timer)

• Knock Learning Maximum Load

• Knock Learning Maximum RPM

General Ignition Tuning

Base maps are all the Borderline "Ign Timing Knock Limit" maps employed for each cam position combination.

When trying to get more power out of the RS, these maps are the ones to concentrate on first.

• Ign Timing Knock Limit - Optimum Power 

  • A good place to start as this map does get used at WOP (Wide Open Pedal)

• Borderline ACT Mod Multiplier - Stock map seems quite sensitive with charge temperature, and if tuning on a dyno this can be temporarily changed while tuning, however, be sure to check for knock retard. This map multiplies the output from Modifier for ACT to give the final adjustment.

• Modifier for Octane

  • This map is profiled to offset the knock limit map at different loads and engine speeds, the load axis should be extended to match your desired load and you can reduce or increase depending on how the engine responds.

• Borderline Cyl X Offset Multiplier -These can be used to build in retard you consistently find being applied.

• Ignition Timing Max For CPL

  • This map often holds your timing back it's triggered by the load thresholds in 

  CPL Timer Activate Load Threshold and has a timer before it comes into operation (default 1 second) CPL should be shown in the ignition timing source parameter.

Knock Control

• Knock Learning Maximum Load – This can be raised during tuning to try and speed up positive learning on boost, though results may vary.

• Knock Learning Maximum RPM - These can be raised to match RPM limit, again your results may vary.

• Octane Modifier - Initial -This sets the octane modifier, but it's unclear if negative "modifier" values actually relate to more advanced or retarded timing, should be tested on your specific vehicle and may be used for cars that are normally run on super unleaded to put the ignition in a more advanced state after programming. It is suspected that negative modifier values ARE more advanced. The default -0.75 would be combined with -0.25 from Knock Learning to Octane Level at 4 degrees positive correction.

• Knock Control Advance Limit - This can be raised at high RPM in order to allow more positive knock correction and we have seen good results from the change. 

Cam timing

When running in optimum power mode as it prefers to on the dyno, it uses an individual set of cam timing maps to set the desired cam angle. Gains were found by advancing the intake cam angle, adding a little more overlap mid range and holding it open at higher RPM, the exhaust cam was also advanced to keep the overlap steady.

Maps By Function → HDFX → Optimum Power Mode

• OPM Intake Cam Timing

• OPM Exhaust Cam Timing

Fuelling

The lambda target at WOT has been changed to run a few percent leaner in the high engine coolant temperature and lower load regions of this map (for WOT only). There are other maps that control the fuel targets for part throttle but for a stage 1 car no change is required.

Maps By Function → Fueling → Target

• Lambda Target at WOT vs ECT

Changes to the Injection angle (increases in both the load axis and values) and open limits have also been made to achieve the fuel flow required for higher horsepower. the opening limit value was increased by 30° (crankshaft angle) to extend the maximum injection time allowed.

Maps By Function → Fueling → Injection angle / injectors

• DI SOI Single Intake

• DI SOI Single Intake - Cold

• DI SOI Single Intake - Cold (FFV)

• DI SOI Single Intake (FFV)

• End of Injection Clip - Intake Inj

• Injector Opening Limit

There are also some AFR 1D limits for catalyst temperature control that will require changing, they have been set to be a little leaner when in cat temperature control modes.

Maps By Function → Fueling → Injection angle / injectors

• LAM_EXT_LBT

• LAM_EXT_MIN

The high Pressure fuel pump target has been adjusted at maximum fuel flow and RPM to assist in achieving the target AFR.

Maps By Function → Fuel Pressure Control

• Fuel Rail Pressure Target - Normal

Torque and airflow

The HDFX value (driver demand) is also converted into the desired and actual torque figures as well as to load estimates to be used in further load calculations and limits.

Driver requested Torque

These maps are re-profiled and increased at 100% accel pedal by about 10%, the reduction of torque requested past 6800 Rpm has been removed as well.

Maps By Function → Torque → Request

• Driver Requested Torque - 2nd Gear

• Driver Requested Torque - 3rd Gear

• Driver Requested Torque - 4th Gear

• Driver Requested Torque - 5th Gear

• Driver Requested Torque - 6th Gear

• Driver Requested Torque – Launch

The first gear and reverse gear maps were not changed as it was deemed that the lower torque was necessary in the lower gear to prevent wheel slip and keep the drive-ability at low speeds as close to stock as possible.

There are "Torque to load" maps which can be used to translate a desired torque to a target load (and ultimately airflow, throttle and boost), there are also "Load to Torque" maps which can do the opposite with actual torque values. These sets of maps are available for each "mapped pair" and need to agree closely so that the Torque → Load → Torque is consistent.

Torque to Load

These maps have the desired torque axis lowered for the same desired load to request more engine load for the same torque, the are also profiled to request more load as well, depending on the mapped pair being changed you may want to increase these further to request a higher boost target.

Maps By Function → Torque → Torque to Load

• Load Estimate - Mapped Pair 0

• Load Estimate - Mapped Pair 1

• Load Estimate - Mapped Pair 2

• Load Estimate - Mapped Pair 3

• Load Estimate - Mapped Pair 4

• Load Estimate - Mapped Pair 5

• Load Estimate - Mapped Pair 6

• Load Estimate - Mapped Pair 7

• Load Estimate - Mapped Pair 8

• Load Estimate - Mapped Pair 9

• Load Estimate - Mapped Pair 10

• Load Estimate - Mapped Pair 11

• Load Estimate - Mapped Pair 12

• Load Estimate - Mapped Pair 13

• Load Estimate - Mapped Pair 14

• Load Estimate - Optimum Power

Load to Torque

Maps By Function → Torque

• Torque - Max Gross at Engine

The "Torque - Max Gross at Engine" map has been re-profiled across the board to increase the calculated values when reversing the load estimate back into a torque estimate.

Torque Actual Maps

The torque actual maps are used to turn the engine load back into a torque value to be used in the boost target calculation.

Maps By Function → Torque → Load to Torque

• Torque Actual - Mapped Pair 0

• Torque Actual - Mapped Pair 1

• Torque Actual - Mapped Pair 2

• Torque Actual - Mapped Pair 3

• Torque Actual - Mapped Pair 4

• Torque Actual - Mapped Pair 5

• Torque Actual - Mapped Pair 6

• Torque Actual - Mapped Pair 7

• Torque Actual - Mapped Pair 8

• Torque Actual - Mapped Pair 9

• Torque Actual - Mapped Pair 10

• Torque Actual - Mapped Pair 11

• Torque Actual - Mapped Pair 12

• Torque Actual - Mapped Pair 13

• Torque Actual - Mapped Pair 14

• Torque Actual - Optimum Power

Once a target load is established, the speed density model can be used in a forward manner (ie you don't need to find the roots of quadratic) to give a Manifold Absolute Pressure that corresponds to the load, and then to a desired air mass (DESAM in ford terminology). Using this whole method we can eventually go from a pedal input to a boost target!

Accel → Desired Torque → Equivalent Load → Desired Mass Airflow → Desired Manifold Absolute Pressure

Torque Misc.

The torque indicated maximum has been increased in both load axis and values, some other map axis also change with this adjustment.

• Torque Indicated Maximum

• Torque Indicated Minimum

Limits - Load 

Load limits are set depending on mapped pair maps, there are many different types of load limits and the load limit that is being applied in the current operating condition will be shown by the digital parameter “Airflow Limit Source”. The values shown in the digital parameter have an associated number, colour and short name. these are listed below.

Airflow limit source logging parameter values

When the value is "PART PEDAL" the load limit maps are the mapped pairs below found in the HDFX Load tree, these maps have been raised and profiled, these maps can be used to engine load based on driver demand.

Maps By Function → Limiters → HDFX Load

• Load limit - Mapped Pair 0

• Load limit - Mapped Pair 1

• Load limit - Mapped Pair 2

• Load limit - Mapped Pair 3

• Load limit - Mapped Pair 4

• Load limit - Mapped Pair 5

• Load limit - Mapped Pair 6

• Load limit - Mapped Pair 7

• Load limit - Mapped Pair 8

• Load limit - Mapped Pair 9

• Load limit - Mapped Pair 10

• Load limit - Mapped Pair 11

• Load limit - Mapped Pair 12

• Load limit - Mapped Pair 13

• Load limit - Mapped Pair 14

• Load limit - Optimum Power

If the Airflow limit source value is "POPCORN/LSPI" then the following maps are being used, these limits have been raised by about 0.5 and set to be the same in each map, low speed pre-ignition can occur in these cars so we would recommend raising them but not setting them too far above the actual load.

Maps By Function → Limiters → Low Speed Pre Ignition

• LSPI Load Limit - High

• LSPI Load Limit - Low

• LSPI Load Limit - Normal

Limits - Torque 

There are many different Torque limits that can be applied, the torque limit that is currently being used is shown by the logging parameter "Torque Control", the values shown in the digital parameter have an associated colour and short name. these have similar names to the "airflow limit" maps, some additional information can be found in the glossary of terms section.

The maps changed are....

Maps By Function → Limiters → Torque

• Max Eng Torque

• Max Eng Torque (Eng Type 2)

• Max Eng Torque (Eng Type 3)

• Max Eng Torque in Overboost

• Max Eng Torque in Overboost (Eng Type 2)

• Max Eng Torque in Overboost (Eng Type 3)

• Torque Smoothing Max Difference #1

• Torque Smoothing Max Difference #2

• Torque Overall Maximum

• Torque Limiting Delay Time

• Torque Instantaneous Max

• Torque Value Clip

Limits - Misc 

There are many other limits that can be applied, these are generally converted into a load limit and should be shown in the appropriate parameter. There are combustion stability limits which in general are increased but the thresholds are decreased.

Maps By Function → Limiters → Combustion Stability

• Combustion Stab Load Limt Max

• CS Limit MAP Threshold

• CS Load Limit

 Maps By Function → Limiters → Engine Load 

• Load Maximum

Maps By Function → Limiters → Load 

• Load Limit for Exhaust Flange Temperature

Engine speed limiters have also been increased in the example ROM, raised to 6950 RPM and the gear shift offset set to 300 RPM.

• Rev Limit Gear Shift Offset

• Rev Limit in Gear

Boost Control

Boost control is quite complex but intuitive in the EcoBoost platform, as the example ROM is based on a stock car there were not many changes to the boost control strategy required. The list of maps changed in the example ROM are shown below, firstly the boost target limit maps have been generally increased to achieve a higher boost level.

Maps By Function → Boost Control → Boost Target

• TIP Expected (in boost control tree)

• Desired TIP (Gauge) Pressure Limit

• Desired TIP Dyno Maximum

• Pressure Drop - High Pressure

The over boost mode that allows an initial run to have slightly more boost then successive ones needs adjustment to accommodate the higher desired boost.

Maps By Function → Boost Control → Overboost

• Overboost TIP Max Abs Pressure

The max airflow and temperature limits are increased and the short term timer extended.

Maps By Function → Boost Control → Safety Limitations

• Max Airflow to Avoid Overspeed

• Turbo Outlet Temp Short Term Timer

• Turbo Outlet Temp Limit - Long Term

• Turbo Outlet Temp Limit - Med Term

• Turbo Outlet Temp Limit - Short Term

This map has been increased by about 0.22, the pressure ratio output can be logged.

Maps By Function → Boost Control → Safety Limitations

• Throttle Input Pressure Maximum

The Control factors for boost control have also been adjusted,

Maps By Function → Boost Control → Closed Loop

• Boost Control Integral Max

• Boost Control Integral Min

• Turbo Integral Gain

• Turbo Proportional Gain

• Turbo Proportional Multiplier

Waste-gate actuator canister pressure is also used to used to determine the WG duty, the maps are significantly changed to obtain the boost target.

Maps By Function → Boost Control → Canister Pressure

• Wastegate Actuator Pressure Desired

 The OEM method for boost control is quite complex and to help in breaking down limits and targets many new logging parameters have been added. The logging parameters below will help you to spot any issues that come from using the example ROM.

Temperature Control

The Factory systems estimate exhaust flange and catalyst temperatures, they make corrections and impose limits based on the following maps. The catalyst temperature control function in the example ROM has been disabled.

Maps By Function → Temperature Control → Catalyst

• Catalyst Temp Control Enable

The exhaust flange temperature control is raised to stop it imposing on engine load limits.

Maps By Function → Temperature Control → Exhaust Flange

• Exhaust Flange Absolute Max Temp

• Exhaust Flange Temp Control Entry

For the full list of maps changed in the example ROM see the images below.

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