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Dear Simon,
I saw some examples of piggyback ecu applications for upgrade supercharger / turbo kit , such as the use of UNICHIP Q version to tune an 2TR-FE Toyota supercharger engine, the connection signal include MAF, TPS, CKP, LAMBDA, the main modification of the signal MAF and CKP , But I can not understand is that this only from the outside of the MAF signal has been modified, but the computer's internal restrictions still exist , for a MAF signal as the load axis for injection and ignition, when the MAF value exceed the original axis of the data range, of course, beyond the stock fuel injection, ignition MAP range. In addition, the calculation of engine torque , and desired engine torque have not been adjusted, the vehicle will eventually get what kind of output, I am a bit confused.
for a ECUTEK BRZ boost application, MAF scaling and load axis(fuel&ign) need to raise to adapter positive pressure. it is easy to understand. there is big different between the stock ECU base torque calc model and after market base VE .Do you have any suggestions for this？
HP Academy give me a great help. thanks a lot for you and you team.
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