Psykostevo
Well-Known Member
- First Name
- Steve
- Joined
- Nov 24, 2019
- Threads
- 8
- Messages
- 215
- Reaction score
- 335
- Location
- Queen Creek, AZ
- Vehicle(s)
- 2019 Ford Ranger
- Vehicle Showcase
- 1
- Thread starter
- #16
POST #4
Rather than use a Driver Demanded Torque setup that is varied by gear like the Focus RS uses, the Ranger uses a different strategy that is based on modifying the Driver Demanded Torque value based on the Pedal % and the corresponding Output Shaft Speed of the transmission. This is a multiplier that is factored on top of the Driver Demanded Torque table to offset that value either positively or negatively.
The Ranger's table is not as cut and dry as the one in the manual transmission equipped Focus RS. The Ranger has the disadvantage of having a sort of convoluted calculation seeing as how different speeds across different gears can be equal to the exact same Output Shaft Speed. The OSS is not always equal to a specific RPM in a specific gear like you would get with the Gear-based torque tables in the Focus RS.
One way you could eliminate the confusion of this table would be to set all of the values to 1.00 in the Ranger table so that you would command only what was in your Driver Demand table. I would only recommend doing this if you are struggling with inconsistencies in boost targets between gears, and are trying to make sense of the Driver Demanded Torque relative to your RPM only without the added factor of the transmission's Output Shaft Speed coming into play.
What we can infer from reading the Ranger's stock PEDAL MAP RATIO table is that at lower driveshaft speeds the amount of torque commanded from the ECU is reduced by as much as 25%. This is no doubt a way of reducing drivetrain stress during launches, but it can also be a source of hesitation off the line if you are trying to floor it from a stop or from slow speeds. Additionally the multiplication factor in the bottom right part of the MAP would be adding to demanded torque at higher speeds, and could be a source of unintended overboosting (followed by subsequent part throttle closures).
FOCUS RS GEAR BASED TABLES:
FORD RANGER OUTPUT SHAFT SPEED FACTOR TABLE:
Rather than use a Driver Demanded Torque setup that is varied by gear like the Focus RS uses, the Ranger uses a different strategy that is based on modifying the Driver Demanded Torque value based on the Pedal % and the corresponding Output Shaft Speed of the transmission. This is a multiplier that is factored on top of the Driver Demanded Torque table to offset that value either positively or negatively.
The Ranger's table is not as cut and dry as the one in the manual transmission equipped Focus RS. The Ranger has the disadvantage of having a sort of convoluted calculation seeing as how different speeds across different gears can be equal to the exact same Output Shaft Speed. The OSS is not always equal to a specific RPM in a specific gear like you would get with the Gear-based torque tables in the Focus RS.
One way you could eliminate the confusion of this table would be to set all of the values to 1.00 in the Ranger table so that you would command only what was in your Driver Demand table. I would only recommend doing this if you are struggling with inconsistencies in boost targets between gears, and are trying to make sense of the Driver Demanded Torque relative to your RPM only without the added factor of the transmission's Output Shaft Speed coming into play.
What we can infer from reading the Ranger's stock PEDAL MAP RATIO table is that at lower driveshaft speeds the amount of torque commanded from the ECU is reduced by as much as 25%. This is no doubt a way of reducing drivetrain stress during launches, but it can also be a source of hesitation off the line if you are trying to floor it from a stop or from slow speeds. Additionally the multiplication factor in the bottom right part of the MAP would be adding to demanded torque at higher speeds, and could be a source of unintended overboosting (followed by subsequent part throttle closures).
FOCUS RS GEAR BASED TABLES:
FORD RANGER OUTPUT SHAFT SPEED FACTOR TABLE:
Sponsored