Ford > Engine > Airflow > General Airflow

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MAF

MAF Airflow vs. Output Voltage: This table is used to calibrate the MAF sensor. The MAF sensor works by outputting a voltage signal that is proportional to the airflow through the meter. This table is used to lookup the Airflow (g/sec) value for a given voltage and ultimately calculate the Airmass (g/cyl) and load used for fuelling calculations. If you modify your MAF meter you will likely have to modify this table.
MAF Temp Compensation vs. Airflow vs. IAT: This table is used to compensate the MAF for temperature.
Load with Failed MAF vs. RPM vs. TPS: This table is used to determine the load when the MAF is failed with IMRC closed.
Load with Failed MAF (IMRC Open) vs. RPM vs. TPS: This table is used to determine the load when the MAF is failed with IMRC open.
MAF Backflow Entry TPS vs. RPM: This value is used to determine the MAF failure mode if air backflow occurs at higher throttle positions.
MAF Backflow Entry TPS (low throttle) vs. RPM: This value is used to determine the MAF failure mode if air backflow occurs at lower throttle positions.
MAF Backflow Low Throttle Enable: Determines when the MAF Backflow Entry TPS (low throttle) table is used.
MAF Adaption: Enable/Disable fuel trim updates during enrichment or enleanment.
MAF Default Baro: This value is used when the MAF is considered failed.
Cylair Filter: When enabled(and Anticipation Logic is Disabled) a filtered valu of MAF airmass is used by the PCM. When disabled the current calculated airmass from the MAF is used by the PCM.
Cylair Anticipation Logic: When enabled and the Cylair Filter is enabled a complex prediction algorithm is used to calculate the cylinder airmass.
Cylair Use Idle Filter Coeff: If enabled, an extra filtering is done for the airmass calculation.
Cylair Idle Filter Coeff: The filter coefficient used during idle airmass calculations if Use Idle Filter is enabled.
Cylair WOT Multiplier: This value is used to calculate the upper limit on the calculated cylinder airmass. It multiplies the current airmass value.
Cylair Max Multiplier: This value is used to calculate the upper limit on the calculated cylinder airmass. It multiplies the calculated WOT airmass value.
Intake Manifold Volume: The volume of the intake manifold.

Speed Density

VE Correction(Temp) vs. ACT:
VE Correction(Density) vs. ACT:
VE Correction vs. ACT vs. ECT:
Airmass TPS Failed vs. RPM: This is the estimated cylinder airmass when the TPS sensor has failed.
MAP at Zero Airmass IMRC Closed: This is the theoretical MAP value for when the cylinder airmass is zero and the IMRC is closed.
MAP at Zero Airmass IMRC Open: This is the theoretical MAP value for when the cylinder airmass is zero and the IMRC is open.
MAP at Zero Airmass Mult vs. Baro: This is a multiplier of the theoretical MAP value for when the cylinder airmass is zero.
MAP per Airmass IMRC Closed: This is the MAP per Airmass value used in the speed density calculation when the IMRC is closed.
MAP per Airmass IMRC Open: This is the MAP per Airmass value used in the speed density calculation when the IMRC is open.

IMRC

IMRC Switch: Master enable/disable for Intake Manifold Runner Control(IMRC) switch.
IMRC Sensor: Enabled if an IMRC Position Sensor is fitted.
IMRC Opening Torque% vs. RPM: Above this Torque%(Load) the IMRC will open.

Variable Camshaft

Variable Camshaft: Master enable/disable for Variable Camshaft Timing(VCT) system.
VCT Table Select: Selects either Load or Torque based tables to use for VCT angle lookups.
VCT Startup Delay vs. Temp: VCT will not go into closed loop mode until this delay expires, the temperature is a combination of startup ECT and IAT.
VCT Low Speed Slope: Slope of cam phase angle measurement error versus engine speed at low speeds.
VCT High Speed Slope: Slope of cam phase angle measurement error versus engine speed at high speeds.
VCT Low Speed Offset: Offset of cam phase angle measurement error compensation for low speeds.
VCT High Speed Offset: Offset of cam phase angle measurement error compensation for high speeds
VCT High/Low Speed Breakpoint: Above this RPM the VCT High Speed values will be used.
VCT Angle vs. RPM vs. Load: This is the main table that controls the camshaft angle.
VCT Angle(IMRC Open) vs. RPM vs. Torque: This is the main table that controls the camshaft angle when the IMRC is open.
VCT Angle(IMRC Closed) vs. RPM vs. Torque: This is the main table that controls the camshaft angle when the IMRC is closed.
VCT Angle(IMRC Open) vs. RPM vs. Load: This is the main table that controls the camshaft angle when the IMRC is open.
VCT Angle(IMRC Closed) vs. RPM vs. Load: This is the main table that controls the camshaft angle when the IMRC is closed.
Angle Mult vs. IAT: This factor multiplies the final VCT angle in relation to IAT.
Angle Mult vs. ECT: This factor multiplies the final VCT angle in relation to ECT.
VCT Angle Max Retard Limit vs. RPM vs. Torque%: This sets the maximum amount the VCT can retard the camshaft in relation to RPM and Torque%(Load).
VCT Angle Max Retard Limit vs. RPM vs. Oil Temp: This sets the maximum amount the VCT can retard the camshaft in relation to RPM and Engine Oil Temp.
VCT Angle Max Retard Error vs. RPM vs. Torque: