Adapt-X Tune Technical Break Down

How does the Monster Tuned Adapt-X tune work and why don’t I need revisions like other tuners?

I’m going to beak down the technical aspect of our Ford Ecoboost Adapt-X calibrations and explain why they are the best solution on the market for tuning your Fiesta ST, Focus ST, Focus RS, Ranger, Mustang Ecoboost, F150, Bronco, and Maverick.

Adapt-X is a tune that functions like stock so you can flash it and put your tuning device in the glove box worry free. Below this will be broken down into multiple sections to explain our each part of the system and how it works.

Boost control:

Boost control is an important aspect of properly calibrating a vehicle with forced induction (Turbo/Supercharger). The Ford ecu controls boost by first making a “Torque Request”. The ECU controls are little bit different between vehicles and each vehicle based on the generation can follow a different path. The vehicles with integrated TCM/ECU’s like the 18+ ecoboost mustangs have a single/dual torque request table based on rpm/accelerator pedal percent, where as the vehicles that feature a separate TCM like the 15-17 F150, and Gen 2 Ford Raptor have a multiplier to multiply the torque request by transmission output shaft speed to determine a final torque request.

The torque request references Fords Torque to load and Load to Torque System (TTL/LTT) to convert a torque request to a load request. For Cobb users this is how the “HP” and “Torque” figures you see on the accesport are calculated. This is also why when tuners break the TTL/LTT model by editing these tables the values are highly inaccurate. After the translation from the requested torque table does a relational lookup against the TTL table, the vehicle then has a desired load. The vehicle then uses speed density logic to convert the load request to a boost request based on air density. This is why you will see lower boost figures in colder weather as the ecu is getting it’s desired torque figure with a lower boost request because the air is denser. Adapt-X calibrations properly scale out OEM TTL/LTT tables for higher engine loads than the tables were originally designed for (to target higher HP than OEM). While you control torque with the requested torque table to request boost, there is also LSPI High/Med/Low tables to allow you to control load based on OAR/KOM (Octane Adjust Ratio/Knock Octane Modifier). OAR/KOM allows Adapt-X to lower the boost request through engine load control for lower octane fuels and allow for higher boost requests (more engine load) for higher octane fuels. This is our our calibration (single flash) allows you to run 87-93 octane fuels with out sacrificing any performance over a “custom tune” and is significantly safer than the competition.

What about wastegate control? If I add a downpipe won’t I need a wastegate adjustment to compensate for the decrease in spool time from better exhaust flow? The answer is no. This is where fords Wastegate closed loop PID control systems come into play. If you’re not familiar with a PID controller here’s a below diagram on how it works.

Essentially the vehicle has a “base table” for the wastegate based on the OEM wastegate, which is why you must run the stock wastegate to use Adapt-X. The vehicle will use the base values as a solid starting point and adjust wastegate duty cycle in a closed loop system to automatically adjust the duty cycle until the tip actual equals tip desired (throttle inlet pressure). The vehicle will also remember these adjusted values with keep alive memory (KAM).

This means that no adjustments are required to the calibration to compensate for increased exhaust flow on the turbine side of the turbo.

Ignition control (In-Progress):

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