360 detonation sensor memory

Paul,

Not sure on that one - I had a look in the manual, but couldn't find a reference to your question, all I found was ......

 

While I can't speak from first hand experience (never having worked at FIAT), I can tell you that "standard" in the industry you don't use the knock sensors at WOT, but go to fixed maps, and I've never worked on or heard of a system that has a memory for knock.

 

in addition I should add that the knock control algorithm is run in one of the foreground loops and is dynamic. In other words the system is constantly adjusting spark (& fuel) for best torque in transient situations, adjusting advance and fuelling right down to individual cylinders.

 

It's pretty questionable if they control spark by cylinder.
This is a patented technology, so in lower priced vehicles, at least, it's off limits. I don't know who holds the patent, maybe it's FIAT, but I got the impression it was held by someone here in the USA.
Control in transient conditions is often NOT centered for best torque, actually, but for emissions, smoothness and knock control. All those real world considerations that the aftermarket tuners don't learn to modify, either. Not that I'd be excited if my new hotrod chip made my Ferrari knock on tip-in....

 

If I understand your question correctly the timing is only retarded for a very short period (a few seconds) or as long as detonation continues. Then the Motronic resumes its pre-programmed advance curve(s)/map. It has no adaptive capabilities for ignition advance. I hope this answers your question.

 

Are you sure? All current Bosch systems write temporary offset values for the maps to a separate table, and after three ignition cycles (car being turned on and off) if the main map is determined to be wrong, the temp map is transferred to the standard map. I know for certain this is how it deals with fueling, but I am not certain about timing.

 

Again, prefacing my statements with the fact that I don't and haven't worked with Bosch engine management, it's typical practice in the industry to "learn" fuel adjustments. I've never seen spark learned like that. In some instances, you can actually connect a jumper or set a parameter with a service tool, or change a resistor value to select a different spark map, though, to account for a vehicle with high combustion chamber deposits or poor quality local fuel causing knock.

 

You are correct that fuel is adaptive, however the information provided to Ferrari is that ignition is not. Bosch is famous for not always being forthcoming in every way but in my experience this particular information seems to be correct.

By the way, none of the adaptive memory is hard and is erased whenever the battery is turned off and is one of many reasons I feel it is not a good idea to be turning the battery on and off. A good battery tender is a better idea. Bosch doesn't seem interested in sharing what is required to establish the readyness codes so I have seen many cars fail smog just for that reason.

 

In the old Marelli Microplex systems the ign. ECU had all ignition timing maps for every market programed into them and all that was required to change was to relocate or remove an identification ground wire. I know in the case of Mercedes some of their systems can be acessed for a very limited number of reasons via their proprietary diagnostic machines. But not with Ferrari on the Bosch systems, at least not at the dealership level. The 360's for example and IIRC the 575, the security sys burns a security code into the ECU for the right bank (the master) on first start up. That ECU will never work in another car, you can't substitute another for test purposes. With Mercedes you can erase that code.