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ddillenger
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« Reply #480 on: October 14, 2014, 12:51:18 PM »
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I don't know what tools he use, but I recall that at least MPPS now can write full flash on MED9.1, including 6C00 and forth
Read the full flash, yes. Write it, no. |
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flaattire
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« Reply #481 on: October 14, 2014, 01:53:36 PM »
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I use a BDM, and it can write the eeprom if desired. Thanks for the response and I'll report the results if I ever try mismatched software.
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Nottingham
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« Reply #482 on: October 14, 2014, 10:47:49 PM »
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Could someone please shed some light what might be causing this behavior?
There are no excess IATs, engine temps or timing pull or DTCs present.
Shouldn't the drop showed in the requested boost be reflected to the requested load (as they are the same thing) too in case it is some kind of a correction or limiter?
KFTARX/B/ZK, KFLDHBN, LDPBN are also sufficient.
Answering to myself: The intervention happens because of lambda positive deviation, i.e. fuel starvation. The S3 injectors are not flowing enough at the current fuel pressure. The reason why the specified load is not altered is still unknown to me. |
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Nottingham
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« Reply #483 on: October 15, 2014, 11:42:17 AM »
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Second issue:
Any hints for tuning the N75 DC?
Basically at the moment I am not in any kind of control.
At certain rpms and pressures the duty follows quite closely KFLDIMX, while at some rpms it makes absolutely no sense.
The difference is not caused by KFLDRL linearization as the difference is usually much greater than that.
I've tried stock KFLDIMX/KFLDRL/PID (for K03), modified (lowered KFLDIMX) KFLDIMX/KFLDRL/PID (for K03) and stock and modified maps for K04.
Maps intended for K04 are better but there are still random oscillations I cannot explain.
The N75 duty suddenly starts dropping to much lower levels than KFLDIMX -> KFLDRL specifies.
It must be caused by the PIDs, however it cannot be that you need to master recalculating the PIDs before you can swap the turbo?
The car has a newest revision F23T with billet compressor and 8psi (alledgedly) actuator.
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nyet
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« Reply #484 on: October 15, 2014, 12:00:30 PM »
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Post the actual csvs, and make sure to log all the PID parameters.
Hint: There are two more letters in "PID", not just "I"...
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ddillenger
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« Reply #485 on: October 15, 2014, 12:11:49 PM »
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Post the actual csvs, and make sure to log all the PID parameters.
Hint: There are two more letters in "PID", not just "I"...
Nye, it is very hard to do that on MED9  |
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nyet
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« Reply #486 on: October 15, 2014, 12:16:54 PM »
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Nye, it is very hard to do that on MED9 D'oh Gonna be pretty hard to tune w/o them  I'd probably start with tuning Q2 though. |
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Nottingham
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« Reply #487 on: October 15, 2014, 12:36:21 PM »
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Here is the CSV of the same pull.
It is a short one and lacks the lower revs, should not matter much as with this turbo it is effectively a N/A engine below 2.5krpm.
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fredrik_a
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« Reply #488 on: October 16, 2014, 12:10:08 AM »
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The car has a newest revision F23T with billet compressor and 8psi (alledgedly) actuator.
Also check that the actuator actually performs as expected. It's quite easy to check using a bicycle pump and a pressure gauge to check if the actuator is starting to move at 8 psi. |
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Nottingham
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« Reply #489 on: October 16, 2014, 12:21:13 AM »
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Also check that the actuator actually performs as expected. It's quite easy to check using a bicycle pump and a pressure gauge to check if the actuator is starting to move at 8 psi.
Actually it does start to move at 7psi so the difference to standard K04 (6psi) is a very minor. Still I feel that the characteristics (required pressure vs. travel and possibly the effect of the back pressure) are quite different. I would love to know how many tuners, let alone people who have upgraded from K03 to K04 for example have even touched the PIDs... |
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ddillenger
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« Reply #490 on: October 16, 2014, 12:23:34 AM »
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Actually it does start to move at 7psi so the difference to standard K04 (6psi) is a very minor.
Still I feel that the characteristics (required pressure vs. travel and possibly the effect of the back pressure) are quite different.
I would love to know how many tuners, let alone people who have upgraded from K03 to K04 for example have even touched the PIDs...
The difference between 6 and 7 psi is not minimal if that difference is achieved by altering preload rather than a different spring. |
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
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Nottingham
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« Reply #491 on: October 16, 2014, 05:32:30 AM »
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So the turbo is incompatible with the ECU and should be get rid of? Back to the stock K03 as it is the only one that works with the stock PIDs, which obviously cannot be adjusted!?  |
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nyet
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« Reply #492 on: October 16, 2014, 09:16:42 AM »
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No, tune the PID.
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Nottingham
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« Reply #493 on: October 17, 2014, 12:15:52 AM »
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No, tune the PID.
My point exactly... You could as well tell me to find the cure for ebola. PIDs on Bosch ECUs are like alcohol during the 1920s, everone did it but no-one knew anything about it  For example at 4000rpm and >=1000hPa: KFLDIMX (60.0%) >> KFLDRL = 68.0% KFLDRQ0 = 12.0 KFLDRQ1 = 2.0 KFLDRQ2 = 10.35 LDRQ1ST = 0.5 Can you tell me whats the actual N75 DC and how is it calculated? "Brute forcing" them is just not an option; the values cannot be logged on MED9, I do not have a testing facility (dyno) in my disposal and each flashing procedure takes around 20 minutes. |
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nyet
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« Reply #494 on: October 17, 2014, 09:17:25 AM »
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My point exactly... You could as well tell me to find the cure for ebola. PIDs on Bosch ECUs are like alcohol during the 1920s, everone did it but no-one knew anything about it PIDs are well understood, and Bosch's PIDs aren't that terrible. For example at 4000rpm and >=1000hPa:
KFLDIMX (60.0%) >> KFLDRL = 68.0%
KFLDRQ0 = 12.0
KFLDRQ1 = 2.0
KFLDRQ2 = 10.35
LDRQ1ST = 0.5
Can you tell me whats the actual N75 DC and how is it calculated?
Depends on the slope and integral of lde at the point in question (which, incidentally, ECUxPlot will plot for you) Seriously, you're going to have to do some research on your own, there is a TON of literature on PIDs. |
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« Last Edit: October 17, 2014, 09:19:00 AM by nyet »
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