NefMoto

Hello,

since most of you know I am converting my N/A to t3/t4 turbo. Since winter is passing now I am "almost" done with hardware side of things, and actual tuning comes afterwoods.

So a while back while I was in contact with Marty he said the only 2 options is CWMDAPP and tuning using "base" maps or MAF underscale.
I probably will want to go with cwmdapp since I want the car to behave like a dbc and no intervention but reaction.

(The ecu is 8D0 906 018 Q / 0 261 206 318 ECU, you can find my bin here in the request section ( http://nefariousmotorsports.com/forum/index.php?topic=15390.msg121232))

So since then using Marty's mappack and consulting with other people , I have found some other maps but really the base is what Marty gave. Also me7swiss tool ID'd 67 maps which I still need to check out for duplicates and etc.

But the thing is I am fairly positive bin does not contain any PID, boost / load maps, load maps also max out at 100% and all other jazz like that. No lamfabts either for example ( could be wrong tho).
So I have created a thread to actually trying to find CWMDAPP ( http://nefariousmotorsports.com/forum/index.php?topic=15438.0title= & thanks to rogerious for reply but havent had the chance to try it yet), and disabling ( enabling) it, question is which maps exactly will I need to change to tune the car actually? LAMFA , desired load or... ? Bit confused on this.

Help is most appreciated , thank you.

bumperino

Desired load is hard capped at 100 iirc, so you will also have to jump over that.

Yep load is capped at 100%. But the main question really is fuel. Only LAMFA  since there is no lamfabts etc?

I do not really understand the plans from your first post, hence no cents from me, nevertheless, if you really want to take the shortest route and effectively rape the ECU to control your turbo setup (I have seen it done before on simpler ECU - replace the MAP sensor with boost capable one, modify the main fuel and ignition maps until things seem to work, I was actually surprised this can work, barely) you still need to take care of ignition.

Right so, I cannot modify load or anything like that since its NA software. I can disable the torque intervention and calculation crap with CWMDAPP, which SHOULD give me 1:1 pedal -> butterfly opening (if I understand cwmdapp right), as on dbw its not 1;1 , cause calculations etc. So after that it should not prevent me pumping more air into the engine,which the MAF should see right? So I could just tune it with lamfa, kfzw , and fuel trims pretty much?, this is what I am asking basically.

Of course you can modify load, it requires a code patch, after which the load is no longer capped to 100% and can go to whatever. Then you just tune it like a normal car, except you will have to encode your boost into the throttle flow maps so it can control throttle.
Send me file, a little money and I will patch it for you.

That said, if you have a R4 setup, why not just run a 1.8T ecu?

Huh.You can find the bin in the requst section I havent changed anything since then.

I really dont wanna change the ECU for now, maybe in the future. But cant it be tuned without adjusting load ? Since there is no PID/n75/or boost /load based charge maps for the turbo, isnt it enough if I disable calculation and just add more fuel change timing? Sure it aint OEM solution but nothing is OEM when convertin an na to turbo.

How little?

What I am guessing you want to do is to turn off torque structure, (brutally) under scale the MAF, and correct for that in the fuel and ignition tables. For one, I suspect (but I did not check myself, though I am curious myself about torqueless operation) you will loose idle control. For two, since you will lie about lambda, you will loose the closed loop lambda control (again, I work with my imagination, your requested lambda ranges will be heavily outside of the 1.0 value). For three, lambda requests are limited AFAIK, so if you go wild with the underscaling you may not have enough lambda range to play with this.

As said, I have seen people being half successful with a similar approach on other simpler ECUs, but this is not something you want to have in the long run. But go ahead and try it ;) I am curious whether you can make this work :D

PM :P

Wel marty said either maf underscale or cwmdapp not both i guess.

But even if i disable torque intervention maf would still throw too high code no with stock scale? So idk. Still kinda confused on how cwmdapp affects things.

also as I said its only gonna be pushing 8 psi, later on i will increase it with proper ecu. 0.5bar shouldnt be too hard to compensate in fueling.

I was planning to change KRKTE ,TVUB for the new 400cc injectors, disable cwmdapp and see how are fuel trims on idle or does it even idle, then part throttle fuel adjusment with lamfa, and etc.

Right, forgot about the possibility to play with KRKTE (duh), so it may not be as bad as I think, but I guess you have to simply try it.

Right now, finding cwmdapp would be helpful :D

Yup.I'll try that when I get to it actually. Again as i said in OP , thanks!

But is there like death code if it happens to be a whole different thing , and how will I exactly know that I got it right? I am assuming on the idle/pedal feel ?

So even more reading and thinking about this I am still confused with the MAF/load/CWMDAPP relation lol.

So assuming rogerious's adress is right and I disable the torque functions - actually not quite sure what to set the value here either. in FR CWMDAPP adress is obviously a 8bit value. 0-5 bits are used for stuff like igniton torque disabling, and throttle fixing 1:1 actually bits 0-2 , bit 4 is something else , and bit5 is used for boost (psoal)

(https://i.imgur.com/2dZnhry.png)

so do I max this value out as in FF hex ( 11111111) or just the last 3 (00000111) ? -

Throttle  becomes (should) 1:1 to Acc.Pedal , so this means KFPED is out the window ? and ignition should follow base ignition.

(https://i.imgur.com/BlxcBcm.png)

Interestingly this is my current KFPED map , as you can see in WOT position the requested power is 120% (which on 1.8T is different, its capped with 100% acc position to 100% power)

and this is the KFMIRL map

(https://i.imgur.com/XihoRvN.png)

this is weird aswell. There is some playfield left till the 191% load ( if NA software can go above 100% ? it seems like it can) BUT since CWMDAPP is enabled doesnt KFMIRL go outside the window aswell along wtih KFPED / KFMIOP etc. I've read the FR multiple times and this is what I conduct from it.

Also it seems like I wont need to touch the MAF yet, the  stock max value is 872 kg/hr with 200 ols (Bosch MAF) offset is 250 g/s so that should be good until 300 hp or so right?

So how is the load /pedal relation with CWMDAPP enabled actually? Does load get "ignored" and ECU goes by ingested MAF and other intake maps to "guess" fuel quantity/injection time similarly to speed density? or what is happening.
Also what about MLMAX?

Current plan is KRKTE , TVUB adjustment , CWMDAPP enabling and I dont know really , I wish someone would clear this up with handson experience but anything is welcome :) thanks.

ITT: how not to tune.

So what are you going to do with the lack of idle control?
How is the car ever going to start from cold?

Well.. CWMDAPP should still have the base throttle angle saved (around 14%) and injection should still work for starting , as for idle I dont know yet.

if Marty made it work on a vr6 motor(he gave me this idea) , then it should work. So maybe its not the best way on 1.8T's but it is what it is I guess.

No all of the answers, but at least one thing I can chip in with. We had a discussion about the 120% requested torque somewhere else, some people saying it's a tuning mistake / idiotic / unnecessary / I have never seen it / torque gets capped to 100% nevertheless, etc.

Well, it is not capped right away, I have 120% torque request on my ME from factory, and it sole purpose is, it seems, to enable "WOT by pedal" fueling through LAMFA. That is, LAMFA accepts 120% of requested torque and will give you the separate lambda request for the "pedal to the floor" situation. And it is really like "floor", because the previous axis value in my LAMFA is 117%.

So the car will start and immediately stall. Are you planning to hold the throttle down the entire time until it warms up?
Or are you planning to drive around with 2500 idle when it's hot?

CWMDAPP is for calibration on an engine dyno, nothing else.

Do you really lose idle control though? people say it but its not confirmed anywhere. The warmup igntion map should still affect the base ignition map without torque interface no?

Again, what other option is there.

Marty a while back said: "Either underscale MAF or CWMDAPP "that is how I tuned "a" vr6t , throttle becomes 1:1 like dbc, then tune with "base" maps"(what are those base maps though))

@woj

I understand that but again CWMDAPP supposedly disables all torque bullshit, so I am wondering what happens with load , again does it just go by MAF input and intake model(loss) and guess injection time like any piggyback would or ?

Yes, you do lose all slow path idle control.

Slow path ? you mean throttle side control ?


How did Marty make it work then  :-\

What about MAF underscale way? I need to increase the scale to drop the load right?

That's a bit over simplifying things, but slow = load based, fast = ignition based.

yeah, so cant I adjust the idle with the ignition alone by retarding/advancing it soo much that it there is barerly any power/combustion happening based on coolant temp (forgot the map name) if throttle is staying same ?

also here is what Marty said word for word:

(https://i.imgur.com/jNXPRL0.png)

(https://i.imgur.com/N4d8Wds.png)


 ???

The only correct option is to patch 100% load limitation and tune it normally.
In your case there is no point to even tune this ECU, fit a 1.8T ECU instead. Hell, turboing a NA motor when you can get a 1.8T to drop in is also retarded.

But it seems that this is what this topic is - retarded  ;D

Also doesn't seem that our friend Marty here is very good at tuning NA ecu's :P

No, because the amount of air the engine needs at -20C cold start vs. 90C cold start is significant.

um change cwmdapp to 2 as well in their tunes. They just use a bunch code to hide it . Idle can be fixed by requesting more kfped In the lower cells  (20-30%) load is enough for a good idle. I'm not saying this is the best way but I works for me, no part throttle drivability issues.  I don't see why you do t just get a 1.8t ecu. Again your making a mountain out of a mole hill. Used ecus are like $40 on ebay.

Well as i said this is supposed to be a crude method get it/see if works on stock stuff without spending on other ecu , again only half bar i am not pushing it further on this setup.

Other things, not everybody can just dropin an 1.8t you see. I dont have the working space neither a way of getting the engine out easily, so its easier to convert and the cost is way lower lol...

And supposedly you can make cwmdapp work on idle with kfped touchup in low load, infact somebody here on nef made it work.

Lastly, dont tell me.you started out as perfect tuner, i bet that you did ghetto shit/ not the most perfect way to tune your car or just even hardware modifications in your earlier days.

CWMDAPP to 0 is very bad solution.

If You have "little money" dont modify your car. The simplest best solution is install ecu from 1.8T. 

I converted golf r32 (r30t) to FI but is alot of problems to solve, if You will use car in normal life. Still i have small, for me, little annoing jerks from injectors, but is not a problem, the problem is time to sort this (spray pattern problem). For load the simplest way is rescale load using MAF+fuel correction. If You switch off load control You will have alot problems, and car will have on-off driving. I dont know how will be works air patch control. For bigger loads can be problem with MAF diameter and You will be must do patch software to more than 100% of load. If You patch load You must edit axes. Converting NA to FI on stock ecu is hard thing in my opinion, and my r32 was need ASM changes.

MŚ.

We'll see if I cant make it work I'll switch.

Also CWMDAPP is 0 by default, setting it to 1(01) in Hex only toggles the rightmost bit 00000001 which is zwappl , which just disables ignition torque intervention but not make throttle 1:1 according to the FR

(https://i.imgur.com/2dZnhry.png)
or am i reading this wrong.

at the min it looks like it needs 00000111 to disable torque functions fully and make throttle 1:1  :-\

You don`t know how ECU works, what are it`s calculation from first start of engine to the end of it.

You just think if hit 3-5 maps will work ok, CWMDAPP will never give a real help in your project, but PRJ for sure will!

If you doesn`t know, you talk with some guys that studied Motronic (and not only) for more than 10 years and they gived you the best solution.

If you were unable to buy an 1.8T ecu which is spare on internet at maximum 40-50euros in some countries, don`t kill the time of others that want to research interesting stuff continuously.

Sorry, but this is the truth.

Mate, I can guarantee you I've read the FR more times than you. Most people dont even know CWMDAPP works here... its a codeword made up by 5 different bits to achieve torqueless operation, but you can disable/enable the bits individiually.. so you can have 1:1 throttle valve angle to KFPED but you can still have the torque based ignition enabled and vice versa..

It is not about not listening to them , they are good tuners, old members nothing wrong with that but its mostly the attitude. This is a DIY site, if these are the conditions ( and cant change them atm) then help me figure it out. Am I supposed to fit a turbocharger on NA engine ? No, but I am still doing it. Are you supposed to remap your 1.8T ? No, yet you are still doing it. Am I not supposed to turn off torque intervention? Yes, but it does not mean it wont work FOR now, sure as hell dont want to break speed records with it.

Also you realise I cannot "just" fit an 1.8T ecu on. N/A doesnt have N75 (it has intake runner length changeover though and I am internal wg atm) , DV , MAP , all that stuff(yeah I know adding them takes 2 hours , its not the point)... its not that easy just buy 1.8t boom done.

If you got 10 years of experience then help me do it ,since again DIY site AND also tell me how I am supposed to do it to have it "perfect" not say "oh mate you cant do this 100%"

Again, your post gave me a lot of insight into the topic of this thread.. thanks /s .

Much easier to run 1.8T without N75, N249, than this shit.

Yes you will need to fit a sensor pre-throttle. But really, if you can't afford 100 EUR on basic hardware, maybe you should go to playing with toy cars.

Right, so you say i can crossflash atw me7.5 dbw narrowband , and  I can set it up easier with cylinder charge etc. easier than just disabling what would prevent me from adding a turbo to the current setup ?

Again, yes it would be better, but you also have to realise where I am coming from 100 euro is basically 30% of your monthly income, so while 100 euro is nothing for you its different elsewhere. BUT that does not mean I wouldnt be able afford it. The question is do I want to make it easier by spending 30% of my income when I can achieve the same thing for my needs without spending a penny ?

Someone will send you a MAP sensor for free if you ask.

100 Euro should not be nothing for anyone with any sense of economics, regardless of location. But the ugly truth is that there are no budget tune builds, especially turbo builds. Ever. Sooner or later it will start eating your cash. To this day I almost faint when think of the sum of money that went into my first car project. On a cheap car too, way cheaper than the cars around here. This memory also actively prevents me from doing another proper tune project. I do agree there is a return value - I learned a great deal of things, more than ever hoped for.

So just think about it in a sober way for a while before it is too late.

As for the CWMDAPP, the FRs really suggest it is for controlled environment calibration only. I know it is too late in your case (IIRC you blew your N/A engine and it's not running?), but I would first experiment with the ECU / CWMDAPP / etc. on a stock engine before engaging in the turbo build. At least that's what I did, I first sorted out the ECU fully, then went on to the engine hardware part.

No I got the car fixed like 4 months ago :)(which is what delayed this project so much)  The engine has an AEB head now ( lost power cause of turbo cams) and ARG bottom end. The rods are the same as in any 1.8t but I'll swap the AEB pistons in with dropin forged rods in a few months. Again 0.5bar only should put me at like 170-200 hp ish with safe timings I should be good.

so basically cwmdapp has 2 main functions : timing without torque and throttle plate set to dbc like mode. With the throttle set 1:1 the load becomes 0-100% with the pedal position. I am still kinda confused how this works in relation with the maf/ingested air to charge calculation but if it works it works.

KFPED is directly attached to butterfly opening basically. And timing without torque interface is the same but knock retard/ warmup temps still apply to zwout without torque interface.


So Ill adjust KRKTE, tvub to new injectors, KFPED at lower areas to get it to idle , intake manifold map from a1.8t ( because swithcing manifolds) and see what is up , how is load/maf readings / fuel trims working when i press the pedal and at idle.


I doubt anyone will send me free stuff lol,but hey ..


Yeah I am well into 400 euros+ spent ( and if we count the other motor thats 700+ but its not really related to this but "saved" me some money since I can reuse some turbo parts) on this already.

So after even more research here is some info for other NA people if they wish to do this:


So CWMDAPP has 3 bits in NA soft and 5 in Turbo software

CWMDAPP
7 6 5 4 3 2 1 0
+---------------+
|x x x x x x x x|
+---------------+
ˆ ˆ ˆ ˆ ˆ ˆ ˆ ˆ
7 6 5 4 3 2 1 0

0 - is bit for timing without torque interface - B_zwappl - this means ZWBAS + other stuff will be running the timing but no torque intervention adjustments
1 - is bit for Throttle Plate angle control via the accerelator pedal(a map + wped) - B_fpwdkap
2 - is bit for throttle plate angle control via a fixed value - bit 1 has priority over this even if you turn both on.
3 - nothing
4 - TURBO ONLY - B_ldsafw - bit for LDR runs on control with fixed value LDRAPP - used for WG duty setting manually on turbo application
5 - TURBO ONLY - bit Changeover: target boost pressure setpoint boost pressure on application - againt used for WG stuff on turbo applications

So what we really need is bit 0 and 1 to be 1 ( 00000011) - this disables basically all torque functions.

So by default ME7 throttle plate angle is calculated from many factors in FUED module which basically looks like this:

(https://i.imgur.com/sU3wf3z.png)

(there is some other stuff that can modify the output here but I am not gonna show them for simplicity)

wdksgv_w - desired throttle blade before application interface - basically this is the calculate desired throttle plate angle
wdksap_w - final throttle angle with application interface - basically this is the output of this module which goes into FUEDKSA from here, more on this later.

So if we set bit 1 in CWMDAPP and our motor speed is more than 0, our path is gonna look something like this(in normal mode):

(https://i.imgur.com/2Q6J68W.png)

wped_w - is normalised pedal position based on potentio meters in the pedal assembly, no need to change this
FPWDKAPP - this map controls the actual desired throttle plate angle , not KFPED..(though in if you dont disable timing torque interface, KFPED should still affect the timing torque structure)
the input is obviously wped_w and the output is WDKSV_W (basically the desired throttle plate angle)

this value then runs into an additive which incase is 0% then goes on to wdksap_w.

Now in not normal mode ( low temperature model) its gonna looks like this:

(https://i.imgur.com/LrqOeD5.png)

evtmod - this is modelled temperature @ intake valves
EVTMODMNDK - min. temperature of before the additive offset gets added to the desired throttle angle (when motorspeed = 0 )
WDKSOFS - Offset added to appl. value of desired throttle position at low temperature - this is the offset that gets added to desired throttle angle at low temperatures - when EVTMODMNDK is bigger than the modelled temp @ inlet valves

Aftet this the desired throttle angle value  goes on to FUEDKSA as I said before where it CAN get limited , adjusted, and delayed by many things.
but this is the default path it takes without limp mode:

(https://i.imgur.com/jG13I6L.png)

the output goes onto split to many things but the first thing that happens is jitter correction of the plate, then delayed which is important because changing from one value to another is not instant mechnically obviously.

there are many values here but they arent that important to the end user I guess:

WDKSB_W - Throttle-valve target angle after limiting
WDKSBA2_W - Throttle-valve target angle after limiting, value from computing schedule n-2
WDKSBA_W - Throttle-valve target angle after limiting, value from computing schedule n-1
wdksp_w - Predicted desired throttle angle
wdkspa_w - Predicted throttle-valve angle, value from computing schedule n-1
wdks_W - desired throttle angle reffered to lower mechanical stop
dwdks_w - modification of desired throttle angle

etc.

Load should still follow MAF reading ,but KFMIRL and KFMIOP and etc. should still go out the window , as again CWMDAPP ignores everything past the function.

Now again here is my question to da pros:

NA software doesnt have rlmax .. so in theory you can have as much cylinder charge/load as you want ( limited by the actual 8bit or 16 bit value) BUT fueling/timing axes are limited by load which are currently maxed at 100% obviously( as NA motor)
 so does fueling follow actual LOAD or requested LOAD in this mode:

1. IF fueling follows actual load(MAF reading) in this mode:

 - 1st option: since KRKTE is injection time ms / % load , it should be enough to get this right and scale some other load axes up like on LAMFA  etc. to get fueling control, right?
 - 2nd option: Would I need to change the whole intake model to basically set 0-100% load with a specific raised MAF flow / load % / throttle opening if you get what I mean like DBC cars without touching MLHFM, which map would I need to change exactly - KUMSRL , KFMSNWDK , WDKUGDN maybe even KISRM etc.)

2. IF fueling doesnt follow actual LOAD and it follows requested LOAD , how can you increase / which map controls ( in cwmdapp mode) the requested load. Since KFMIRL is ignored what else. Again no charge control maps.

Maybe someone can shed some light on this. If not I'll just go and experiment I guess. Thanks!  :D

Anyone ?

It turns out fueling still follows actual maf reading so, technically I can get krkte , and tvub right and have the car run and extend timing and lamda tables load axis to have actual control.

But I will still probably try to get expected / actual charge to match using KUMSRL etc maps to get alpha n right so if anything happens to the maf ,nothing bad happens.

So , finally my hardware is 99% finished , so here we go with actual tuning :P

Here is what I am doing/thinking for the initial startup / idle.

I've changed CWMDAPP ( 181B2 , by rogerius) to 2 for now to enable dbc pedal ( will change to 3 ( 00000011) later on for dbc mode and simple ignition) .
Changed KRKTE ( 18E08 - found by me ) to 0.070392 - 1020mbar atmo,  temp 20 C , humidity 40% , injector flow rate 430 CC, 0280156023 373CC @ 3 bar, 4 bar FPR = 430 CC
Changed TVUB ( 11B6A ) for these injectors , from a post on this forum, except used 0.73 ms for 16 volts.

Is this enough for the initial startup/ injector scaling , and then go from there or should I change something else too ? I would also appreciate if somebody confirm the locations if (KRKTE and TVUB ) if I got them right :P

Thanks!

side note: used ME7sum to correct check, is me7sum or Winols checksum "better" to correct chksums aka what is more reliable, or no difference at all?

So after quite a few months on working on this I have started it up today, initially it wouldnt start but 2nd try it fired up, Couple things:


1. Looks like the CWMDAPP adress is right, since I need to hold engine for it to not stall in the first 5 second , but then it holds on its own , even drops the rpm down after the cat heating sequence.
2. The timing is around 27 btdc on idle , next step is to disable the timing based on torque too, and then I should get straight ignition from kfzw.
3. Its running quite rich on idle ( some fuel is coming out from the downpipe ((open downpipe for now)) ) and lambda reading 0.8v too , so probably gonna increase KRKTE , then see fuel trims.


EDIT: 2nd log shows ~15 deg btdc at 1100 rpm cat heating, then at idle ( 840) -3~ timings also, its way to rich on cat heating I think ( fuel basically pouring out from pipe , I dont think you would inject this much fuel for cat heating ? ) and lambda shows 0.1v basically on idle which is normal I guess ( again i dont have wideband as of yet so idk how lean)

They are VCDS logs for now, if you want I can post them, but Ill post actual good logs tommorow :)

€30 +postage, do yourself a favour(https://uploads.tapatalk-cdn.com/20190404/9bed84405ba153478714b73f646029c6.jpg)

1st of all I am already doing this with stock ecu, second turbo ecu's wont work out from the box, it is actually better to use an NA ecu for this conversion. No max load, no requested load, just actual and other things.

It's there if you need it :) been off the car for over a year now, I've no use for it

Where are you located?

UK

So,

I upped KRKTE just a tad, also zeroed out FKKVS , and changed CWMDAPP to simple igniton today. It didnt really seem like it made any difference.

What I noticed is that my fuel trims were at 0% nothing was changing , keep in mind this was 1st start after rewrite. Also fuel is still coming out at raised idle from the downpipe, so I probably need to disable cat heating enrichment, could anyone help me find the correct adress for the codeword ?

I still need to fix some hardware issues so, I can actually start to log properly and run the engine more than 3 minutes :D( leaking coolant gasket at the back of the head.. )

Anyone ? Also my fuel trims are prolly 0 because open loop, since the lambda doesnt get heated up yet or something I guess. I also way lowered timings on idle on the idle load since it was 27 deg , because again now it with simple ignition it follows kfwz.

I also know that CWKONABG resides in PROKON but there are too many 1's to know which one. Even if I guess how do I actually know if its disabled or not, it not like CWMDAPP.



 

So , to update:

I have been messing around with the car for the last way days, got my exhaust done basically, some minor hardware issues, but I made some light pulls with it, but there are some things that I would like to say / ask for help with.

So for some reason I still do not have fuel trims , only lambda control which is quite rich on idle but not part throttle, so I think I will to adjust fueling via KFK, or FKKVS, but I dont get why I dont have fuel trims.
Initially I though its cause my intake manifold valve is disconnected ( since its not there anymore lol ) but turns out its not the issue because I plugged it back in to not throw the error, yet still no fuel trims. I dont/didnt think CWMDAPP disables fuel trims.

Second, I made a light pull today upwards of 3.5k or so , and it was fine until i left off throttle and about 5 seconds later, EPC light came and the car was barerly running it was bogging etc ( limp mode ). So I pulled over somewhat and turned my laptop on, sadly I wasnt logging. Interestingely the error code was Engine Torque Monitor 2 Limit exceeded or something along those lines.
Now CWMDAPP disabled torque monitoring and intervention, so what is this exactly ? I dont believe I got any leaks in intake/ maf , but I do have surge since I have maf on inducer and that is it, so there is some reverse flow on off throttle, but its fine since there is fuel cut anyway when that happens also the NA maf maps has some reverse flow mapped in according to some self-study, so maybe its related to that.
Also remember NA soft has no max load, and requested load is just a guideline( and disabled in this mode).
I'll try to log tommorow if it happens again and nobody replies after I fix some oil pressure issue to turbo.

I'd appreciate some insight.

bump

So, follow up.


As I have found out even with CWMDAPP enabled torque monitoring is still active, however there is no intervention.

Which means, KFPED, KFMIOP and KFMIRL are still "active". In my previous post I have said sometimes at part throttle , the car went into limp mode sometimes and lost power, which is quite dangerous and it needs a restart to run again.

So what I've done to correct that is that I looked at pedal position , KFPED and KFMIRL and KFMIOP. What I've found out is that KFMIRL directly follows the pedal position for the requested load ( which comes from KFPED and the torque request). I have increased the parts where my pedal position is and looked at the torque request , then modified KFMIRL at those parts.
This has brought requested load to match actual load , and boom no more EPC light and limp... for a while. There is still fine tuning to go but that will come :)

Now, what I have found out that sometimes my actual load goes above 100% and guess what I got epc and limp again. I suspect this is because KFMIOP is limited on 100% actual load on the axis, so I'll try to modify that, HOWEVER even with high load request ( above 100%) for some reason my requested load is limited to 100%. Now again as I have said in the past NA soft doesnt have RLMAX or LDRXN etc. , so I am not sure what is limiting my requested load, if anyone has an idea , please say so.

Another thing is , I still do not have fuel trims( last time I checked), which again I dont know why, if anyone could help me find NOLRA value it be much appreciated - but I had fuel trims before the original read.
Second thing, I am not sure how I feel about using LAMFA for fueling , because sure KFPED is still active , there is a lot of transition between inputs to be fueling with that , I'd rather much use actual load fueling than torque request, now NA soft again doesnt have BTS fueling, so is it viable to adjust fueling via KFKHM or FKKVS rather than just fixing up areas. ?

Load is hard limited at compile time on N/A ECU's.

Sorry didnt get notification for your post for some reason. So that means requested load cannot be higher than 100%? Because I looked through the FR again and there is nothing( external value/path) that would limit it except RLMAX , which doesnt exist for NA ecus. KFPED also has 120% torque request  mapped into it , aswell KFMIRL has higher value than 100% but the torque axis goes up to 95% only, however there are some values that are above 100% requested load on 95% but it still gets limited.

Thankfully it doesnt seem to limit me though. Im getting 130%+ actual load when the turbo is "on" sometimes and didnt throw EPC yet, so I guess as long as I got the torque requests right ( which can go above 100%) then it wont throw it into EPC.

Or another thing to do is CWRLAPP , there is a bit which sets the requested load to point that only uses the pedal position, and maybe on that you can go above 100%, unles rlsol is hard limited in the end anyway like you say.