Mazda RX-8 2009 Service Highlights page 94

Each type of correction
— Includes the following corrections:
Fast idle correction
Determines the correction amount when the secondary air injection system operates to rapidly heat the
catalytic converter. The correction amount is determined by estimating the air amount that is sent from
the secondary air injection pump based on the BARO, battery positive voltage, IAT, charging efficiency
and the engine speed, and by calculating the target air/fuel ratio.
Warm-up volume increase correction coefficient
At cold-engine start, warm-up is accelerated by advanced vaporization and atomization. The warm-up
volume increase correction coefficient is determined by the ECT, water temperature at engine start,
charging efficiency, and the engine speed.
Volume increase correction coefficient after start coefficient
The volume increase correction coefficient after engine start coefficient is determined by the ECT and
IAT at engine start, the time elapsed, and fuel-cut conditions after engine start.
High temperature volume increase correction at engine restart
At high temperature engine restart, increased fuel volume correction is performed to prevent
fluctuations in idle speed based on the occurrence of vapor in the fuel pipe. The correction amount is
determined by the IAT and the ECT.
Acceleration correction
Improves engine response during acceleration. The correction amount is determined by the rate of
charging efficiency increase, throttle valve opening angle, engine speed, volume increase after engine
start, time after engine start, and the ECT.
Deceleration correction
Stops afterburn within the ranges fuel cut does not operate during deceleration. The correction amount
is determined by the rate of charging efficiency decrease, throttle valve opening angle, engine speed,
volume increase after engine start, time after engine start, and the ECT.
Power increase correction
Volume increase correction is performed to improve output during high load and to inhibit overheating of
the catalytic converter. The correction amount is determined by the throttle opening angle, charging
efficiency, engine speed, volume increase after engine start, ECT, gear position (MT: determined by
engine speed and vehicle speed, AT: determined by signal from the TCM), and BARO.
Fuel learning correction
Learns the difference between the target air/fuel ratio and the actual air/fuel ratio (A/F sensor).
Purge correction
Performs volume decrease correction of the fuel amount for the portion of evaporative fuel inflowing
from the charcoal canister. The correction amount is determined by calculating the fuel amount
inflowing from the charcoal canister caused by the amount of change in air/fuel ratio feedback during
activation of the evaporative purge control.
Fuel feedback correction
Detects the air/fuel ratio in the exhaust manifold at the A/F sensor and feeds back to the final injection
pulse width (final fuel injection amount).
Fuel feedback begins when all of the following conditions are met:
ECT is 32 C {90 F} or more.
After the engine has started and 3—100 s have elapsed (time period after engine-start lengthens as
ECT becomes lower).
-Power volume increase correction
-During fuel cut recovery, non synchronized injection control stops.
-Traction correction retard stops.
-Fast idle correction stops.
-During activation of A/F sensor.
01-40–18
CONTROL SYSTEM [13B-MSP]