NefMoto

I know we are all ME7.x for the most part here, but there are a few strays working on this, and i know there are some pro's on here that may be of some help.

My current project is a 2008 VW GLI 2.0Tfsi, DSG.

current upgraded parts are a 3" catless downpipe, 2.5" exhaust, neuspeed intake, and uprated factory DV.

I currently have tuned my car like any other ME7.x car, the standard maps, and it has worked out fairly well.

I have kept caution with the HPFP and its limits in stock form, with my requests.



My questions for anyone with input:

During DSG shifts, it will lag/cut boost for about a second and it re spools.  I have not caught this in logs to point towards something, but i can supply logs for anyone who may have some ideas.  This only does it at higher load levels, usually around 15psi and up.

I will be willing to help in any way i can just ask away, but for a stock turbo running a "stg1/2" equivalent, everything that pertains to ME7 on this site will help you along.

I'm assuming you're talking about the ign cut just before the shift... It probably has more to do with the DSG ECU and it does this (even stock cars, you can hear it it sounds like a "fart") to save the tranny.

it is actually cutting boost, it will drop by 5psi and respool essentially, stock it does not do this, it only does it in higher load situations, like hills for instance. and when running around 15psi or greater.

I would suspect there is a torque management model either in the trans ECU that requests a reduction in torque, or in the engine ECU itself reduces torque based on the shift schedule.

Does anybody really know how much torque the DSG can reliably handle?  Are the clutches sprung or activated inversely by hydraulic pressure requiring a bump in line pressure? 

BTW, I should have the S4 on the road this weekend so I can finally begin working on MED9 :D

From my reading, there are some maps related to the transmission, however i have not read through all of them thoroughly, just a brief.  The values in the maps are sufficient though, so i think im looking in the wrong area right now.

look into mwb 020 ( VCDS ) when DSG shifts then you will see that "Zündwinkelrücknahme" is active.

I take it that translates into "ignition angle withdrawal" basically?

Yea ill get cracking on this in the next few days, im so busy, i only get like 1 day a week to write a file and log.  long process for me right now!

Here another one tuning my MED9.1. Anyone has the MED9.1 documentation?.

BR.

Coming over to 2.0 FSI A3 from a B5 S4.

What software and cable are you guys using to read/ write MED9.1?

My A3 Currently has all GI*C files, but I want to tweak a few things.

Thanks!

CMD, BDM and OBD2 interface here.

i know the MPPS clone i got on ebay does not checksum on write properly, but it does read ok.

I'm using MPPS clone, but i calculate the checksum before writing.

what version?  mine is the hacked updated v5.  it calc's checsum on write?  or do you flash with med9.5 which doesnt calc checksum.  i tried checksum with winols before write and it still failed to check correctly once written. 


i found my issue to be a torque limit because of the DSG transmission.  I started reading through fdef looking for where that limit might be?  rpm vs torque? gear vs torque? any help anyone? there is a TON of reading in regards to this.  but its not the end of the world, just gotta read read and read more i guess.

there are 2 ways to solve this

1st : set DSG Limit up to 500 Nm ( in DSG File )

2st : tell the ECU the DSG has not reached 350 Nm+ ( in ECU File )

I don't remember, but is an old version for sure.

I calculate the checksum with winols and then write, is a MED9.1

Hmmm, maybe ill "repair" mine to an older version if possible. just to have. I want to give the cable to a friend to do his car, not lending out my good cables.

I have attached two screen shots of what i have modded and defined in my file so far.  everything is working together really well so far! car runs GREAT!  Logs are all good except torque intervention i am experiencing.

so its dsg tq limiter...

I am trying to figure out the TQ limiter to trick DSG. It seams to limit to around 350Nm now.

I find some values in the ecu, 400Nm, 280Nm, no maps by gear or rpm though. I found a 11x11 map.

all single values:

MDNORM
GE3MDTMX
MSGSMX_UC
MSGSMX_UM
MSRMDTMX
ASGMDMX
KFRWS 11x11
JMOTOR
MDMAXKBI


I may be looking in the wrong place all together! thats why i come here!

Any help on what i should look for?

I know i need to:

1. Have DSG flashed by a Pro to support higher TQ limit.(Not worth investment for me to purchase equipment)
2. Change mapping in ECU to work around this limit some way, such as ignore the value sent back to ECU from transmission!


Am i looking for a codeword?
A 1x1?
a Map?


So this is where im at, like i said runs very well just during high load shifts.  I have read the golf r's were having this issue at first, but tuners find a way around tq limit without DSG flash.

I still have more reading to do , but the above is what ive tracked down so far.

Wow you changed half of the maps!, hehe.

One question, why did you change KFZWOP2?

And another question, why did you change the KFZWOP2 and not KFZWOP?

About the dsg limit i can't help you because i have a manual gearbox. But tuners usually don't flash dsg, so there must be a way to bypass it.

i only changed 3 spots on that map fyi, just bumped one area up a little bit.  things are kind of aggressive enough stock, but i am making small changed in timing area. I have not finalized the tune by any means yet. 

any chance of getting all of the maps translated to english?

RaraK, what are you using to log when you tune?

I am having the same problem as you - mpps flashing fails.

What not just use VCDS?

The advance measuring blocks allow you to pinpoint exactly what you want to log from each block?

exactly as Jack_snows points out, i use VCDS with the advance measuring blocks.  if you go on APR's site they have a good breakdown on what block to log when you must send logs to them.

I used that as a quick reference guide for logging points.
http://www.goapr.com/support/datalogging.php (http://www.goapr.com/support/datalogging.php)

Hmm, when I was last looking at measuring blocks the sample rate sucked at around 5-6 hz.

Sample rate is much higher in advance measuring values and if you do one data block at a time.

It's how I do my HPFP and LPFP testing.

I am hoping to put my upgraded HPFP and RS4 fuel rail relief valve to some use once I wrap my mind around the tuning logic.

Both will allow me to run 134.99 bar which is a 20% increase in fuel.

Please let us know your results when you do it  ;)

Today 2.0TFSI with MED9.1 and GT28 turbocharger - 346HP and 465Nm :) 4 days of hard work ...

NICE!

Nice but u can get ~ 330 PS / 460 Nm out of K04 Twinscroll on 2.0 TFSI.

Can you show Dynosheet?

I know - but stock internals ...

dyno

After staring at 2L TFSI files for some time, I've got a question about LDRXN/LDRXNZK in MED 9.x systems.

In a few files I've looked at (Golf 5 GTI Edition 30 with DSG f.ex.) there seem to be 6 LDRXN/LDRXNZK maps in series instead of the 2 LDRXN/LDRXNZK maps as laid out in the A2L/functionsrahmen that floats around.
Does someone know for which circumstances the additional 4 maps are for?
Maybe DSG related?

/B234R

Yes, for DSG ...

I have too 6 maps like you ...

cam, thanks a lot!

Do you have or can share any further info what exactly is each of them for?

yes you will see this for timing maps as well.

It is for different coding, like the diesel's have.  I think.

I only edited the first set of ldrxn and had good results! so i do not know for sure.

Maybe we can do 3 maps of boost and advance for diferent fuel?, or it's a bad idea because we will get some errors for not having dsg... or maybe we can disable the dsg errors in ecu? hehe.

yea just change coding like diesel :)

that would be cool! but yea the whole DSG thing would maybe make things unhappy.  I can play with it down the road i guess.

I do not notice all these maps on some earlier ecu's fyi

By chance does anybody have an ECU pinout to build a bench flashing harness?

I'm considering getting a whole harness/cluster/ECU from the pick-your-part place, but it seems like a TON of work if I can just "wing it".

i believe this is what youre looking for:

(http://i79.photobucket.com/albums/j133/conglomeratejae/pinout.jpg)

Which further info do you need? :)

I using BDM - fastest method than benchflashing :) Benchflashing cannot be used because of central unit and cluster i think - not tested.

Bench (port) flashing can only be done once security is passed and is no quicker than flashing in the car.

Security = succesfully verifyed by immobilizer, true?

Yep...there is also a login code specific to write access I believe...but yes, for writing it also needs immo verification (unless defeated of course).

How does one go about defeating the IMMO on a MED9.1?

Awesome!  Thanks for that! :D

change in eeprom and flash you can do it via BDM then bench ecu after that.

That was exactly what I was hoping to do :)

Well, what *exactly* these additional 4 maps are for and in which condition they are used ;-)
I mean DSG alone can't be the only reason?
And even if it was, why are there 4 additional and not only 2?

i know on other cars with med9 theres a mode for normal, reverse, sport, etc.....something along those lines i bet, like sport mode. makes sense.

Who is the first to try  :D

i just copy same data to all maps

Today i was playing with vagcom, i looked into Engine / Coding and in the first byte i have 4 options: Audi, Seat, Skoda, Volkswagen. Maybe this selects which maps to use?, i also copied the same maps to all so i cannot try.

Awesome. Thanks for the info guys. I'll have to purchase a BDM. Hopefully I can find one second hand. Lol

Anyone know if the MED9.1 is capable of Launch Control?

yea i dont see why not, whoever has a 6mt car, and has the BDM, send me the file, i will mod it/map it and you try it out. im curious of this as well, my car is DSG though! but i guess it "should" work in neutral if i tried it.

My car is 6MT (Audi). I only mod the first LDRXN and it works fine.

edit: (oops, thought you were talking about max filling...I guess you are talking about the launch control stuff...I have not tried that yet in MED9.1)

For you 2.0T guys...  New K04's for $950 shipped until Black Friday:

http://www.cioccaparts.com/

Coupon Code BF11 for 20% off

P/N 06F 145 702 C

I am debating picking one up.  I'd just need a HPFP and some RS4 injectors and time to start tearing into my file...

Sick find.

im gonna maybe take a stab at some chinese k04's for our cars, they are a few hundred a piece afaik.  same company that makes the other hybrid and chinese turbo's that some of these big name companies use.....

this is in spring or whatever, winter is around the corner here in pittsburgh so no more tuning for a while. 

winter project is motronic 3.3.1 :P

If a customer comes in with a chinese Turbo i tell him where the door is.

NEVER buy this crap plz.

If you want to use K04 you don´t need RS4 nozzles S3 will do.

haha yea i hear you , i however dont have a shop or reputation to uphold :P

I am just a normal guy, in the IT industry, that tinkers with car's at home. haha so if turbo blows up i dont care, but put stock back on.

i wouldnt use chinese for longevity but who knows, those frankenturbo's appear to be pretty stout for the most part ;)

I have ready that it's worth getting them balanced before fitting as if you're unlucky they can be waaaaay out.

The RS4 nozzles have very poor cold starts and are riddled with misfire issues. Even the "big name tuners" are unable to get them to cold start properly.

I have read that the S3s are great, but are limited in power compared to the RS4 nozzles.

I will do this within the next few weeks.

I´ll send you the BDM of my Car ( Golf 5 Edition 30 no DSG )

Do it

Post it.

I'm sure many of us could use the ED30 read out.

Hey Rarak, is there any info you would be willing to share on the immo off?  I built a bench harness today and want to get my mpps working on my test ECU before I try it on my car, lol.

yea ill get something written up when i get to my laptop tonight

Cool... I am curious to see how it compares to what I found.

When I flashed the e2p with the BDM, it threw an error message.  But the ECU responded just fine after reboot, and allowed me to read over my bench harness with MPPS.  MPPS write was another story - I was getting a "condition not met" - voltage is OK.  I will mess with it more tonight.

I have been getting the same error when I'd write with my MPPS too with the same scenario you described.

:-/

I am pretty sure it's because my immo off isn't working.

Has anybody picked up a V12 unit?  Thinking about just buying a V12 MCU off e-bay.

youll get that, are you using a spare ecu an totally writing a different e2p to it? the only way to "clone" e2p is to write entire bdm file at once. 

if you are reading e2p and modding for immo off it should write back fine, i only have seen this when taking e2p from one ecu to another, but full write works.  Or i just use my willem on the e2p that will write the whole thing too.

Interesting... I will give that a whirl.  I was under the impression you could write the e2p indepedently.

Anyone do anything fun, new, or interesting with the MED9.1 lately?

Mine has just been sitting on my test bench...err...kitchen table since I've been too busy trying to wrap up some projects for year end.  :(

Could someone please tell me in the attached file what map is at 1C4FCA, it is 16bit 9X8 and I have seen it modified in tuned files but my Damos does not show what map this is.

Thanks.

MAF limiter map

Thanks  :)

What are you doing with torque limiter in DSG ECU?

I didn't touch this in my ecu, what is the name of the map?.

1C4FCA is maf limiter?

Would this map be used to eliminate the maf?

Nope

Can't wait to see that turbo M3 of yours up and running. I'm going to have to make a road trip to PA in the summer to see that monster in action.

hell's yea! ill make trips to shows out your way :)  i built it to drive! no trailer queens for me.

reviving this thread, kinda.
i was looking around a lot last year on tuning this ecu.
i don't have any tools yet besides vag-com. is there anyway to flash via mpps clone? or do i need to bdm flash first, then i can mpps?
also, is there any way to calculate check sums without winols? i only have the demo version and was planning on using tuner pro to edit, but winols to locate maps.

and finally what all do i need to change to have a "big company" stg1/2 type tune?
nothing crazy, just a little more power.
my car is totally stock right now, and ive been wanting to flash it for a while, just wasn't sure on what exactly to get to do what i want.

also, im still under warranty. will this show up at the dealership?

thanks

Start playing with the helpful info provided by RaraK69 on page 2. He knows his stuff when it comes to the Motronic ECUs.

Most clones work. Avoid stuff made in china, just speaking from experience.

I have an original MPPS I'd be willing to sell if you're interested and the price is right.

If you flash using MPPS it will show at the dealership as a mismatch between expected flash counter value and your actual value.
If you use BDM you will get around that, but a close look at the ECU will reveal that it has been opened anyway.

Yes, stay away from the china clones. I prefer original tools :)

best you can do is open ecu carefully, and re install the girdle around ecu and install new 1 time use bolts into it, they wont even question it if you have the girdle on there.  BDM will not show a increase in flash counter.

the maps i posted are what you need, well not all of them, but they are there.

you also need to checksum with winols or something, you can always post file's in checksum request forum, myself or other forum member can help you with that.

mpps clone bricks the ecu on write as far as i know/heard from others.  who knows if the current v12 clones will though.  I know they work with original software, whereas the clones use a modified version of the software, which "may" be why it bricks on write.  MPPS messes up the checksum.

I use a mpps clone, one of the first, with an alumnium case which says: S-MPS super chiptuning tool.
Until now it works well, i flashed it about 3 times, but now with your comments i'm afraid i brick my ecu.

I tried using clone(black obd plug cable) v8.  Bricked ecu 4 different times
I verified checksum before with winols once, CMD flash/bdm once, mpps own checksum once, all failed.  BDM fixed no issue.  But it totally trashed the bootblock and everything, BDM didnt even recognize what it was had to tell it what it was manually.

I have been using this for over a year, with the software it came with....no issues with probably 30+ flashes.  Still have BDM as a backup though.  ;)

Good to know!, as i want to make some changes  ;)

anything new with the subcribers to this thread?

what are you guys getting me for valentine's day?

 :-*

I have been swamped between work and another project.  :(

Shit nothing new here, been slammed with everything else in the world.  I am going to make some changes to my file in the upcoming weeks i think once the weather breaks.  I am going to shoot for some higher power with stock HPFP, i dont have fueling issues now in the higher RPM's, so lets see what i can do.

Hi, I have asked this question in its own thread but the closest I got to a answer was "Eas1 one to find! " but no actual assistance in helping me find it.
I am trying to raise the deisred load/Boost on attached file. It doesnt seem to matter how much I raise the desired load and load limiters(that I have found) the desired load will not go above 185 and desired boost above 2240. I am assuming there is a limiter I am missing and hoping someone here can help me find it.
I have attached original tune and one I am playing with to show what maps I have changed and some log files. I can attach my winols map pack but I did not label maps using abbreviations used commonly here, instead labelled them what they did to make it easier for me, hence why I did not post names of maps modified.

Thanks for any assistance in advance..

Marty, can you email or upload your map pack, i do not feel like defining all of the maps on this ecu, or take a screenshot with what you changed.  If you send it i will upload any changes i may need to make on it.

Nevermind, this i a golf R, i got def's

@RaraK
Are these def's for Golf R self-defined or official stuff? (A2L etc.)

Thanks for looking :). Is the def file you have one you have made up manually or is it a complete list? The map pack I have is only maps I have found manually.

I have self made definitions, i dont usually get the .a2l's until the vehicles are a few years old from my contact. 

Sorry, i did not forget about you, been super busy! i will get too it this weekend. 

KFMIRL(S) and KFMIOP(S) Need much attention.  You may want to work on your axis on this car ;)

Try that guys IRL/IOP spreadsheet he made, i have never used it but you can test :P

If you are stuck and have issues let us know, i will set you up with proper values and you can work from there.

Keep in mind that the OEM map/thrust sensor is limited to 1.55 bar of boost.

I suggest investing in the TDI 4 bar map. It'll allow upto 3 bar of boost.

Is the map value still 8 bit?

Thanks for the suggestions, I only want 1.3 -1.35 bar boost so map sensor change not needed.
I have found a couple of maps I did not try that maybe the culprits? LDORXN and LDPBN are std? LDPBN is set at 2250 which is close to the limit I had but the map description is only in over temp?
Also KFPLGUB? Is base boost pressure but Im not sure how this map affects things? But I do think I tried raising it and it did not help?

In ME7, LDORXN is only referenced during overboost (not what you think) and LDPBN is used to limit load if there is an error set from temp sensors (EGT, IAT, oil temp, coolant temp, etc).

16bit

I just looked into this real quick after Jack_Snows said something

DSVDGRAD
DSVDOFS

Theres a calculation for the sensor assuming its a linear curve.  Golf R DOES have a bigger MAP and is calibrated for it.

So its very easy to add new map assuming linear map sensor.

Wow, that is very good news!

there is also a 3 bar map that allows upto 2 bar of boost. i have a 4 bar map that i have not installed yet, nor tuned for it. still working some kinks out with my build.

TDI guys oftenly use the 3 and 4 bar maps for their setups. here is a link to a thread where they speak of linearization:

http://forums.tdiclub.com/showthread.php?t=261183

http://forums.tdiclub.com/showpost.php?p=3057864&postcount=74

get moving on that ;)

Well.... I sold the GLI and picked up another A4...b7 2.0TFSI 6MT  ;D

Back to audi's, had a short skit with VW again, and it wasnt me, i outgrew the brand i think at this point.  I enjoy my 2005.5 a4 MUCH MORE than i did the VW.


So......Whats to become of this audi?  Got file read out and going to start on it soon.  It has 55k so some maintenance first. 

Anyone else working on anything?

^^ Got my MPPS yesterday.. so when I get my hands on one.. yeah I'm going to dabble :)

Nice...I have a 2007 B7 2.0t quattro 6MT. Whats your software version?

B revision, so early, with the single maps.

got about 120 maps defined so far, 100 more to go :P

Going for more power. New motto is make or break. Lol

thanks for the info, i havent been checkin in on this thread much, mostly been busy with life..boo!
so ive got the fever again. i think im gonna go with a BDM clone.
is there a write up on how to open up the ECU? i remember reading that you can break the board or something because its glued to the housing or something and a heat gun is necessary??
and info is greatly appreciated.

my plan is to kinda max out the stock hardware for now as far as turbo. maybe go bigger later on, but im not sure on what stock rods can handle.

ecu is a bitch to open, its glued up, hot air works a little bit, but not all that much in the grand scheme.  If its really stubborn i will work it over with heat for a minute and try again.

is there a danger of damaging it??
any recommendations on where to get a bdm??

Sure it can be damaged, but I always do like this : Heat it up a bit, pry with two big screwdrivers in one end just enouth to put in a razorblade. Carefully cut the glue while prying. Take it nice and slow and you'll be fine.

I've ripped a few open like a manimal and I haven't had any problems.  Your mileage may vary. 

Just don't jam a screwdriver through the glue and then pry the back off using the PCB as a fulcrum.  It's unlikely that the glue is strong enough to separate the PCB.

Does anybody have any progress or updates to report?  I've been trying to wrap up some other projects so I haven't had much time to jump in, but I'm getting antsy about building a twin scroll setup, and want to learn MED9 on stock hardware before I move forward.

Has anybody had any luck with the MPPS V12's that are out there now?  The idea of using my BDM every time I need to flash is less than appealing.

One thing I have considered is trying to get one of my spare ECU's immo-off'd and then soldering a jtag header on the ECU to make it less of a pain.  But unfortunately my immo-off attempts have been fruitless :(

Just clone your ecu onto one of the spares....then program w/ mpps via OBD to your heart's delight. You can copy the flash and NVM w/ BDM.

Yeah, that is ultimately what I will end up doing.  I was just hoping there was a way to do this without cracking open the stock ECU.

My MPPS does not properly flash any of my ME7 boxes on the bench, so I am leery of doing anything in the car with it.  I've seen a few V12 replacement MCU's floating around, but there seems to be no good data out there as to whether or not it works properly with MED9.  I guess if it blows up the ECU I can always BDM recover it.

Are you using boot mode for the ME7's? You can only flash on the bench in boot mode or in non-boot mode if you disable/validate immo.

The ME7 I was flashing doesn't have immo...  It would only flash about halfway and die.  I could boot mode bench flash it with Galletto, or bench flash with NefMoto just fine after that.  That's why I think there may be an issue with it.  But then again, it may work just fine.  Since my current ME9 bench harness obviously doesn't have a cluster on it paired to the ECU, I can't test it.  That's why I was looking to immo off the spare ECU.

Jason send me your current working file i can immo off it for you to try, my techinque worked just fine for my test ecu and a friends.

Email sent... Let me know if it doesn't go through - I have been making changes to my mail infrastructure.  Thanks!

RaraK, does this mean that you can take any MED9 ECU from the same car model and just use your immo off solution, keeping your original ECU untouched? Or do we need to transfer VIN and component security bytes to the new ECU?

well if you have two computers you can clone your ecu.

If not then yes you can immo off the second ecu and plug it in and go, just gotta make sure your coding is matched up.

so, basically the content of the eeprom in the "new" ecu is not important, given that it has been immo-off:ed? (flash+e2p).

basically yes.  Though make sure coding is correct, because some stuff will be goofy.  I made no coding changes in my DSG car i had and it shifted like a tiptronic! lol really slow, but still drove fine.  It was coding.

ok, I was worried that data in the CALIB or VER block needed to be changed, but I suppose it is beeing taken care of during the driving cycle. Will need to try this :)
I coded AT on a manual car by mistake once. Error messages and bells was the only result :D

Use a genuine MPPS and you won't have a problem.

Rick

If I was tuning for a living, I absolutely would own one.  $1700 is a lot to chew for a hobbyist.  :(

Don't know if that comment was directed to me but just for the sake of it, both my MPPS and VDCS are genuine. I want to de-immo to be able to keep the stock ECU untouched and unopened.   

That is my objective as well.  And my VCDS is genuine as well ;)

Also, I was unable to write the modified E2P last night, so I have to write it with a test clip and willem programmer.  Not sure why the ECU doesn't like it - I have been able to successfully clone other box versions to this ECU successfully.

yea jason sometimes it takes by writing e2p by itself, sometimes you have to import it as a complete bdm read and write the complete bdm file, or you have to testclip that 95160....i dont know why. tricky sometimes, but its easy once you know you have an option :)

I was worried that the e2p was on the OTHER side of the ECU and I'd have to crack the board out of the housing.   :o

I tried importing it as a complete bdm and it didn't work.

I'm wondering if it's possible to easily construct a flash in a way that you just write a worker flash, boot the ECU, the worker flash writes your e2p, then you reflash the ECU again with the correct software.

go for it :P

disassemble and assemble some mpc56x PPC code? 

Im working on some of this to add some functions for med9, however i dont find a assembler for this yet.  I will figure it out when i actually desire to do this fully, just a through in my head for now.

RaraK, what disassembler do you use?

well i only looked into this briefly, i am so busy with everything in life right now its kind of on the backburner until things settle.

but.....IDA

Its a PPC cup so you can use that, i dont know exactly for sure if its going to be proper though for these cpu's, i need to go through some of the assembly documentation, and disassemble with IDA and see if it appears to make sense/be the proper method.  follow me?

I follow you for sure ;) I started looking into that on MED9, tested different (free) disassemblers and also IDA. But the problem is to find the correct memory map... any info would be much appreciated :)

I would like to understand assembly/disassembly stuff, I tried once to fight a little with IDA but only could get a headache.
If someone would try, I would like to colaborate.. I`ll buy the aspirines  ;D

so does anyone have a suggestion for a good place to buy a clone bdm? i can find them all over the place, but not sure if i trust some of the sites.

Amazon is a good bet because if the seller sucks they will refund your money.  Ebay is a crapshoot and is like the lowest common denominator of the human race these days.  Plus you have to deal with paypal.

http://www.amazon.com/AGT-BDM100-Diagnostic-Reader-Programmer/dp/B006C8QAPI/ref=sr_1_2?ie=UTF8&qid=1336489834&sr=8-2 (http://www.amazon.com/AGT-BDM100-Diagnostic-Reader-Programmer/dp/B006C8QAPI/ref=sr_1_2?ie=UTF8&qid=1336489834&sr=8-2)
this look ok? only one i could find on amazon

Looks to be the same one I bought.  Mine works great.  If it doesn't work you can always return it.

You'll also need a JTAG connector, which I think you can only source from ebay.

Hey, Jason. Do you by chance have a link to which JTAG connector I'll need?

This is what you're looking for:

http://www.ebay.com/itm/Spring-Loaded-Pogo-Pin-Adapter-Jtag-IDC-0-1-spacing-/250533178134?pt=PCC_Modems&hash=item3a54f0eb16#ht_500wt_1180

thanks for all the info. one more thing, do i need a separate power supply for the ecu then? what amps would i need? i have a few old printer and pc psu's sitting around. would those work?

No, the BDM itself has a power supply to power the CPU over the jtag port.

oh, it said in the description that i need +12v for the ecu too. oh well if it works

The picture shows it comes with the 12v adapter.

ya, i assumed that was for the box thing. no big deal if it doesn't. ill figure it out. haven't ordered it yet.

Yeah, that's all you need.  I have read you can damage the BDM if the ECU has power during the flash.

You can power the ECU up and skip the powerfeed to the BDM. Or the opposite. Or both :)

i just found out today that a local shop will flash revo software, could i get the trial and then bdm to get the map from it to reflash later? or will i always have that 5hr limit?

if you can really copy it you will have the 5 Hr limit too, but please don´t steal software.

ya, i was thinking more to pull a full bdm read then get the trial, then pull that and compare to stock, to learn what maps they change for learning purposes. more than likely i could never figure out the 5hr limit anyway

Not sure if they do the same thing as in ME7, but if its anything like that you won't learn a ton. They change the code so that some maps have different scalars/etc so all the values will look out of whack...also some of the maps are usually moved to unused portions of the flash. You can probably learn some things about a few maps, but its not going to tell you the full story. You'll probably gain some understanding though, as some maps aren't re-scaled or moved...if you are quick w/ locating maps and such it might be worth it.

Revo disables BDM readout.

No they don't. No one does as its a function of the processor. The only way to disable BDM is to destroy the port.

maybe thats what he meant by "disables". :p but it still should be accessible depending upon how good you are with a soldering iron. the traces would still be there.

Maybe he did, but I know for a fact they don't. Doesn't matter how good you are with a soldering iron if processor is damaged.

The Revo map wont show you a thing all the tables are 100% stock, its tuned via encypted code in the dead area space at the end of the map.

oh well no big deal. id rather learn the correct way anyway, to be able to recognize other ecu maps too.

Has anyone tried the MPPS v12 clones with this ECU?

I read my MED9.1 correctly with my MPPS v5 clone but does not have the balls to attempt to write, so bought a v12 clone instead which should be better in this regard.

I have ori V12 MPPS and have OBD wrote 350 times to med9 mk5 TFSI without issues, I have even tried forced fail and the tool will recover.  Only issues is it wont OBD write on full speed setting it fails most times at 40-50% after around 3 mins.  Medium speed works well and writes in 10 mins.

To get fast write working you need to CAN bench flash and this takes around 6mins, which is the best option if your custom mapping

Thanks! :)

I gave it a shot today (guess if my heart was beating!? 8)). Read out the file and wrote the same file succesfully afterwards with my MPPS v12 clone without any issues. Read ~16minutes and write ~9minutes.

Please, try it. Post what you get.

I have, I have a full back up, which was used to clone back into another ECU after the 1st developed a problem.

The port is a function of the processor, no ammount of messing about with data in the flash is going to change its functionality.

I guess its something that they weren't able to apply smoke and mirrors to ;)

I have a MPPS V12 china clone and no problems with read/write flash to an 2007 Audi S3 8P TFSI 265HP MED9.1 over OBD.

so do i still need a bdm with these new mpps v12 clones?? i'd rather not have to open ecu case and possibly break it

Better safe than sorry...its always best to have a backup of your flash and NVM EEPROM. Never know when yours will get corrupted or physically damaged. Just be carefully opening it and putting BDM on.

yea i highly recommend having a bdm.  I have pro tools and still have broke ecu's on obd flash(2 out of 50 ive done)  Didnt have BDM read of ecu, but one will due to stitch a proper file back that works.

But you neeeed to have one just in case.  I still rely on bdm to flash my a4, as its faster to get ecu out and BDM it than to write by obd by half the time! :/  oh well, no tools flash med9 very fast that i have tried.

ok, thanks for input. i will buying a bdm next friday then. 
cant wait to get started! just need to figure out where everything is now.
for a typical "stage1" remap i assume its mostly upping the boost and maybe some slight timing changes???
my car is still completely stock, as i still have till may 2013 or another 10k to go.
i may put a new air filter in. and maybe a cheapo ebay downpipe. but thats it while its in warranty.

I change about 50 or so maps on a typical "stock car" tune, just for 1 bar of boost.

Does anybody know if the MT and DSG files are the same?  A friend's B box died, but the only ori I see is for MT - his car is DSG.

There are differences, but try coding it to DSG and see how you get on.

Rick

Can somebody sanity check my thoughts here?

So, with the checksum DTC set, I was forced to start digging to figure out how to un-set the DTC.  I didn't have an original e2p, so I took my spare ECU, flashed a working e2p and the fixed file.

I booted the ECU, cleared the DTC's, let the DTC's get set (it was on the bench), and then powered off the ECU and dumped the e2p.

Then I intentionally broke the file, flashed it back, booted the ECU, and verified the DTC was set.

Then I compared the two files.  Broken on the left, no DTC on the right:

00000102: F0 C4
00000103: 3D 67
00000104: 57 20
00000105: BF CE
0000011F: B5 DF
00000902: F0 C4
00000903: 3D 67
00000904: 57 20
00000905: BF CE
0000091F: B5 DF

So I figured I could fix this - but the checksum needs to be fixed on those pages... That's why 0000011F and 0000091F were modified and presumably at the end of the page.

I remembered Setzi posted about ME7 checksums, so I found his guide here:

http://nefariousmotorsports.com/forum/index.php?topic=362.0title=

Obviously the MED9 e2p is bigger, but why would they change anything?  I assumed it was divided into 128 pages of 16 bytes per page.

Since I don't know what the page info table is like, I just made some assumptions.

Based on Setzi's notes, I followed:


Boom.  A sample check of each page showed the last two bytes were correct for the above checksum routine.  MED9's eeprom checksum works just like ME7.

The interesting thing is my BDM would never flash e2p files that have been modified, during my immo-off quest.  It would always fail the verification.

I used the above method as a test to see if I could fix a file... and sure enough - it flashed!

Now to get this DTC unset...

So far, no luck.  This is the DTC I'm trying to clear:


005642 - Internal Control Module Memory
               P160A - 004 - Check Sum Error
             Freeze Frame:
                    Fault Status: 01100100
                    Fault Priority: 0
                    Fault Frequency: 1
                    Mileage: 0 km
                    Time Indication: 0

             Freeze Frame:
                    RPM: 0 /min
                    Load: 0.0 %
                    Speed: 0.0 km/h
                    Temperature: -40.0°C
                    Temperature: -40.0°C
                    Absolute Pres.: 960.0 mbar
                    Voltage: 12.192 V

Observation:

e2p's that don't flash via BDM either contain invalid checksums or if they are the 4096 byte variety don't have the first 2048 bytes matching the last 2048 bytes.

I got immo off working on my development ECU today...

No checksums are checked when loading an ECU with BDM.

My BDM will not flash e2p's that have been modified unless the checksum for that page is corrected.  It also won't flash an e2p that has a mismatch between the first and second half of the flash.

CMD? or some clone there of?

Clone running 3.1.0.1255

so i ordered my bdm today!! i should get it mid next week. im pumped!
do i need to get the pogo pins, or is there another way to connect? well i suppose direct solder.
oh well cross that bridge when i get there.

hey rarak, you on vortex??
i plan on writing up a guide for others after i get mine all figured out and putting it up there. as opposed to other sites. they seem the most competent out of the vw forums im on, and they might actually appreciate the diy factor.

There is more to it than you think. This ~tool is just a generic BDM there is nothing intelegent about it. Try changing the same byte in what you are calling 'first and second half' of the flash with out touching any sums....

There is more than 1 type of EEPROM in these ECU's and this ~tool can not distinguish between them.

Do you have an explanation for why this occurs?

Based on my experiments if you change any single byte in the e2p, it won't flash unless you update the checksum for that page.  If you replicate that changed byte to the second half of the e2p, it still won't flash.  (the 2048byte e2p's have the first half of the flash mirrored to the second half of the flash with a (pagesum -1) * -1, whereas the 1024 byte e2p's use ((pagesum + pagenumber) -1 ) * -1)

No matter how many times you try to write an uncorrected e2p, it won't flash.  The second you fix the checksum, it flashes.

I can post two example e2p's for you to try if you like.

ok, so i got my bdm today.
now i just need to figure out how to connect to the ecu, is there a way around a jtag header or pogo pins and special stand??

You can buy a BDM fixture, you can build one, you can hold the pogo pin assembly by hand, you can prop something up against it, etc.

tape it down with painters tape?? lol

JTAG pins, a little bit of solder, and some patience go a long way.

Repost from another thread since this might be a more suitable thread for my question.

Can anyone help to extract or point me to MLHFM or perhaps rather the MSHFMTP table from the MED9 RS4 4.2fsi?
MSHFMTP= mass flow from HFM depending on period (for me this indicate the MSHFMTP is for some new HFM6 or 7 sensor)
Though I don't know how the rs4 could not have a MLHFM table since the RS4 4.2fsi still use a Bosch HFM5 sensor as all me7.

Anyhow I have not found any table similar to a 512bytes MLHFM while checking the .bin.

Please help!  (I want to use the RS4 4.2 MAF in a custom file)
Here is a ori file RS4 4.2 fsi.
http://nefariousmotorsports.com/forum/index.php?topic=48

word up.

(http://i795.photobucket.com/albums/yy231/k0mpresd/170141b5.jpg)

so ive read that there might be some pins that might be different then the real bdm, and if connected wrong it will ruin your ability to read/write from bdm.
you guys know anything about this? or was this just the older clones??

I think the issue is the BDM cable was assembled incorrectly in some cases with the pin 1 stripe on the cable flipped in the connector...

so to make sure, check for voltage between gnd pin and +12 pin?

Just a simple noob question. :)

If I want to change the RPM limiter is it enough to change NMAX only or should all the NMAXxxx (e.g. NMAXOG, NMAXDV, NMAXDVG) values be changed? I guess that the answer is all, but just want to make sure.

What happens if NMAX is not changed and the other values are? Let's say that NMAX = 6800RPM and all others 7500RPM.

ok hoping to get into this this weekend, but got some issues first.
my electro-mechanical steering is being...weird.
going out randomly for a few seconds here and there, sometimes once a day, and sometimes not the whole week...? so i have to figure that out first, so i know whether i need to take it to the dealer or not. im thinking its a battery problem, as its been slow turning over since this issued has started, so ill get one this weekend and find out.

but while im waiting, whats the deal with these shear bolts? how do i remove them? i haven't looked at mine yet, but from what ive seen, there are no normal heads for a socket or screw driver? also where can i get these?
thanks for any info

 

nobody??

Shear bolts,

Audi say to heat them up and use mole grips.  I find it works to cut a slot in the  top with a Dremel like tool and use a screw driver.

Rick

ok, well i got the ecu out and open, finally!!! i tested to make sure i didnt damage anything, and its all good. didnt have enough time to solder the header and do a BDM read yet tho. thats tonight's task. but i have been trying to figure out the 50 or so maps for a "stage1" stock hardware tune.

ive looked through the post where rarak showed what he modified, but im still a little unsure.
like for instance, he has
LDRXNZK and i can find it in the abbreviations list in the wiki?
i dont like to make a change unless i know what the effect is. all i can see is max sepc. load/boost during kr...
i know you guys dont like to explain much, and i could go through the trial and error of trying to figure it all out. is there anyone that could point me to a mod file with an original, that would explain it a bit? or anything else you found helpful while learning?
thanks for any info.

i will post later when i get to BDM read, maybe things will make more sense on my file??(probably not)

LDRXNZK - Maximum specified load during Knock

LDRXN(ZK) limits requested load

well i finally got a read of my ecu. but opening it up in winols, it looks a little weird. using the a2l i cant find LDRXN or LDRXNZK? some of the others look messed up too. i know i must have done something wrong here. i used the software that came with the clone bdm, dimsport whatever was the only one i could get to work. it gave me a .dim file. and i also saved a .bin and .e2p.
im thinking i need to read straight from Winols w/bdm, because of some offset or something.
any clue?

Stop using clone tools?  ;D

thank you for the very informative reply....lots of help :-\

load the 2mb .bin file.

if you are in doubt of file send it here i will examine and let you know. 

I wasn't really, but I'll send it to be sure. I was more worried that the a2l wasn't correct for me. its the only one I've found and it came with a 6mb s19 file.

download is das broken. shows 0k for me?

sorry i had it on my phone and tried to upload from there
here it is now


tried to take that bad one down, apparently cannot

correct file is up

file looks just fine :)


you have more than one set of many of the maps. you damos likely does not. 

LDRXN has 3, ldrxnzk has 3

thank you for taking a look.
so does one of the LDRXN or LDRXNZK match up with your damos? my values are all over the place as far as RPM points are not in order??

the damos does not match up the slightest, you will not find one without paying $$ thats even close. 

If you look in this thread there are some screenshots, i believe those screenshots belonged to a H ecu ;)

Otherwise if you dont want to find maps you can pay someone whom already has all this stuff defined 8)

Hi
im having trouble tuning my car.
engine code BWJ and im using maestro 7
1- im only seeing 56 throttle position at 4th gear pull .
2- there is alot of cylinder correction and i want to retard the timing and add more fuel because there is O2 correction .
my main problem is there is no explanation on the web of the maps or how the MED9 works :( i need guidance please .
here is the log http://www.shaqra-email.com/upload/do.php?id=30 (http://www.shaqra-email.com/upload/do.php?id=30)

 ::) ::) ::) ::) ::) ::)

put logs on google i dont know what that is(english only sorry)

sorry about that
https://docs.google.com/open?id=0B47m-75KhGejZWlIQ21YdERNM0E (https://docs.google.com/open?id=0B47m-75KhGejZWlIQ21YdERNM0E)

any help on this ? is it normal ?

after your help guys  :( i did a TBA and now it reads 99%
also now the ECU is activating the right TF table values .
i think my mistake was i didn't say i will give money to anyone who is willing to help ...
btw great forms .

What do you mean by TF values?

If it's pulling timing then you need to either reduce timing, or reduce whatever is causing the timing to be pulled, be that load or too lean fuelling.

Rick

what is the most hp/bhp you guys are getting on stock hardware?? and maybe with small upgrades(air filter, downpipe)??

I do not have 387418 software but it similar to 387479 and damos are the same.
There are lots of wrong of changes.
Limiters to 205 km/h,rpm limiters,wrong changes for warm up maps, for boost maps,for fuel etc...etc
Look at the photo

that was my ori bin. i didn't modify that at all. your software must be different

Yes, you're right...
i am very sorry...

Hi Guys

looking at creating a definition for a tfsi and was looking at the audi a4 tfsi file which has both kfmirl and kfmirls but when looking at 2008 jetta tfsi file I am not seeing kfmirls as well?

Different software versions have different numbers of load and fuelling maps.

Rick

thanks rick, would this be more related to dsg and non dsg med9?

and the opposite with ldrxn looks like in the S3 file their are multiple ldrxnX maps but in the A4 tfsi file there is only ldrxn and ldrxnzk, could someone clarify what the other maps are?

Earlier or later versions differ, but DSG and non DSG also differ.

What maps do you mean by "other maps"?

The other ldrxn looking maps in the screenshot, I assume ldrxn and ldrxnzk are the first 2, but what are the other ones after those 2 for?

The multiple maps for LDRxxx stuff are for variant coding. You'll see the same thing done in several other maps on the A4...spark related stuff mostly. I think maybe LAMFA as well but I'm too lazy to look right now.  :o

yup lamfa is the same but this isnt from the a4 this is from the s3, so the a4 file has 2 IRL maps and the s3 has 1, then for LDR the s3 file has multiple maps and the a4 only has the normal 2, then lamfa on the s3 has multiple maps and the a4 only has 1

2.0tfsi BWE audi a4
How to inrease boost?
I`ve try to change LDRXN, KFMIOP, KFMIRL, KLFDHBH but still have 1 bar of requested boost.

I have a 2.0TFSI in a golf R that's got APR software on it.

Is it feasible for me to tweak the MAF scaling to compensate for bad fuel trims due to a larger MAF housing?  I own a genuine VCDS, but I don't know much about the other tools that folks are using for tuning these ECUs, and I have read some posts that suggests that some tuners rearrange the maps in these ECUs which may make trying to tweak my MAF scaling on  APR's software infeasible.

Sorry for the extreme ignorance, I'm just trying to dip my toe in here and see if it's something that would be worth exploring.  I'm not entirely clueless in my background; I used to do extensive work with megasquirt on Z31s, but the Bosch stuff is a whole new can of worms.

No way you'll be able to edit an APR flash. If you're not satisfied with the tune, starting over is the only option.

That's sort of what I figured.  Thanks for the info :)

so my mpps cable should be here soon, and as soon as the roads clear and dry up a little i will attempt my first flash.
i have a bdm and backup, so its all good if it fudges up. i just wanted the mpps so i dont have to remove the ecu every time i want to try a change (i know i will have A LOT of trial/error, lol)

ive also read elsewhere, that someone has figured out launch control with anti-lag?? i would like to discuss that, if anyone knows anything????

I tried reading my B7 a4 over the weekend with an mpps clone (has worked fine on B5 Me7) with no success it wakes the ecu reads the version and then just stops and gives me an error. I will upload a screenshot when I get home.

my clone mpps v12 works 100%, I even managed to recover from a half flash after I was using my other laptop and it went into hibernation half flash, keyed the car off and back on and mpps reflashed no issue.

Hmm that's good to know, didn't get a chance to mess with the car after work yesterday hopefully I will today.

good to know. im getting v12 one.
soon as i can ill be flashing, and posting tons of q's probably.
are you running a downpipe??

downpipe/full exhaust
s3 intercooler
k04 hybrid

nice, what exactly did you change to accomodate the new exhaust and k04? also, how is it a hybrid?? k04 comp housing and wheel??

Tried again tonight with no luck. I'll get to the were it is saying "waking ecu" and then it will either say "no reply" or "required time delay not expired"

I came across this thread from awhile back
http://www.nefariousmotorsports.com/forum/index.php?topic=299.0
but I'm not too sure how to "correct the key algorithm in your flashing tool"

If anyone can point me in the right direction I would really appreciate it.

Didnt have to change anything to accommodate the exhaust, for the k04 I had to relocate the dumpvalve otherwise both were bolt ons.

k04 compressor housing/turbine with a billet compressor wheel.

(http://i226.photobucket.com/albums/dd202/airtite/IMG00345-20130218-1108_zps14932c63.jpg)

mpps clone does not work with b7 a4 that i have found.  I use magpro2 and it reads/writes it just fine.

nice, didn't know we could just swap a wheel and housing, the turbine side is in the manifold, unless im missing something. you just did the compressor housing and compressor wheel?
i meant how did you accommodate it tune wise.

no you are misunderstanding, its a complete K04 turbo BUT has a bigger compressor wheel than the stock k04. I am still working on the tune.

ohh ok. i get it now

so i got my mpps and made a rough file(only changed boost maps for now) everything felt fine last night and this morning, but on my way home i got what i thouhht at first was the ESP. but the CEL said otherwise. i have a misfire on cyl 1.
I'm pretty sure its just the spark plug. is this normal to have happen after upping the boost a lil bit??

Very common.

ok thanks

so ive heard someone has figured out map switching on med9....anybody know anything? that would be sweet!!

Ok, I have an R8 V10 right here and, even though the car's making quite a lot more power, from 6k rpms on the throttle bodies close to around 60%. No knock, correct AFR.... any ideas guys???

detailed set of logs would be needed to help diagnose, there are a ton of things that could be related to this with a later motronic system.

well new plugs didnt help  :( looks like a new coil is in order.
also im not finding anything on the map switching???

What do you expect to find?  Its proprietary technology of the tuning companies producing tunes with those features?

i was hopeing to find out how to do it on mine, so i could switch maps??
i think it would be a pretty slick little feature.  i would be willing to pay for it, it just seems like it comes with tunes, and i don't want to pay for that, just the switchability.
you part of the do.tuning??

It comes with tunes because it's encrypted and not editable.

I have logs with Vag-Com. What do you need to see??

Hey guys...a bit off topic here but wanted to jump in and ask something...

I keep hearing mention in the thread of an A4 .ols for 2.0T MED9. I'm aware of one for a Jetta 2.0T, but haven't seen this one. Can anyone confirm this is out there or perhaps throw me a bone? I have manually located all the maps I need in my file, but wouldn't mind taking a look at an original .a2l.

I wonder about this too?  Not that i need it, but apparently a freeby is floating around.

Perhaps here? http://nefariousmotorsports.com/forum/index.php?topic=467.msg3369#msg3369
Third file from the top?

Can someone tell me/help with boost maps?
Which map I must find! Car is 2.0tfsi med9.1 Audi tt!
I just want the maps for stage 1, if someone want to tell me what other maps I must modify I will be glad! I find some maps and I think they are correct!

Thank guys for the time and I hope someone to help me!

have you posted up your bin somewhere??

Not yet, because i dont have my pc together!
Lets say that i have a file like this!
Can you please help me with this first? I will post my file tommorow!!!

Thank you again for you time!!!

This is not an original file...
We need the ori from your car...

Sorry for the delay guys, but i had alot of work!
So here is my ori file and eprom file!
I will need some help about identify boost(load) maps and what values i must set!

Thanks for the time guys and i hope someone to give me some help!

Until now i found
1)KFMIRL 1CD10C -> 1CD28A
2)KFMIOR 1CD834 -> 1CD992
3)LDRXN and LDRXNZK but i cant understand why it has 5 maps
Is the first one 1CF4B6 ->1CF4D4 LDRXN and the 4 others are LDRXNZK?
I saw that LDRXNZK has more load than LDRXN is that possible or i undestand something wrong?
4)KFLDHBN
5)KFTARX 1CEB50 -> 1CEC3E (Is that map correct?)
6)KFLDIMX 1CF6D0 -> 1CF7CE (Is that map correct?)
7)KFLDRL 1CF7D0 -> 1CF90E (Is that map correct?)

Do i need any other map for boost(load)?
Now i am searching for torque maps!I leave afr, timing, throttle maps for later!

Thanks for the time and i hope someone to help me a little!

Someone who want to help me?

hopefully i can look tonight to see. i might be able to help, but i am not as experienced as the rest that have posted in this thread.

ive been messing around with just ldrxn, kfmirl, and kfmiop maps and logging, just to get an idea of what happens, and i was about ready to move onto timing because everything was looking good. but on my last log it was pulling timing on all 4 cyl. that was the only bin/flash that i had adjusted kfmiop to correspond with kfmirl??  before i adjusted kfmiop i would have a misfire occasionally, but i just figured it was another coil going out, so i ordered another one. but after adjusting it i dont have a misfire, but timing gets pulled? ive attached the log. this is also the first time ive logged with someone else in the car with me.
is timing pull just a normal thing? or was it from something i changed??
thanks for any insight

Do have you any logs of the fueling?
Yesterday just messing around with the android torque app it looks like 2.0tfsi fueling stays pretty lean under wot I think it was around 13.3.

not for this version of bin. i have it for others, but there was no timing pull for them. at the top of the rpm i was @.73/.68 which seems pretty rich??
i haven't changed any fueling or component protection maps

That's awfully rich.  I set my fueling to .81-.83 with a moderate to aggressive timing profile.  gains are to be had for sure!

do you think its pulling timing because its soo rich??
im just trying to figure out why it happened. could a wrong adjustment to kfmirl or iop be the reason? component protection?

get a log of rpm, load, fueling, rail pressure, timing CF

cant find timing cf in my advanced measuring options. gonna try updating to a newer version of vcds, or is there another logging option i should try?

although im pretty sure its my IOP map, seeing as i raised values that should maybe have been lowered, or not touched at all.  really wish there was a me7 guide with examples, but i guess this testing is part of the fun!

new logs from yesterday.... not as bad at all??? could it be from the extra weight i had with another person in the car??

i know i need to adjust lambda so i dont get high calc. egt's

damn it! just realized i didn't have rail pressure!!

Hello guys,

I need some help!
1)can someone explain me the KFMIOPS map and what are the diffrences with KFMIOP?
Also i need some help with what they mean:
2)KFDPLGU
3)KFPLGUB
4)KLDLUL
5)LDELDRAO
6)DPLPLGD

Thanks for the time guys and i hope someone to help me!
Also if a lot of members want, i will create a new thread with med9.1 maps definitions to understund each map (not translation)!

I could be completely wrong but I think the IRL/IOP/S maps are used when in S mode on the DSG boxes

I dont have dsg, so i think is not that.

the maps for dsg might still be there tho

If I am correct the S is for stratified injection

Why nobody want to help me? ??? ??? ???

cuz i don't know for sure. the S version doesn't seem to make a difference for me.

and those def should be in the WIKI...

2)KFDPLGU = Delta pressure deviation base boost pressure for altitude
3)KFPLGUB = Basic boost pressure for the base altitude (ambient pressure)
4)KLDLUL   = Negative deviation threshold for overcharging errors
5)LDELDRAO = Upper limit for low-pass filtered boost control deviation
6)DPLPLGD = Distance charge target pressure to base boost pressure for diagnosis

So originally I had a cloned version of MPPS to try and read my B7 with I couldn't get it to connect to the ecu for the life of me (always was getting an error when it came to the security login it seemed like).

I know picked up a Genuine MPPS cable from a buddy of mine I am able to read the file off of my ECU but it isn't recognized in Winols as MED9 (for checksums) also it seems to be a very small file compared to any other file I have read of a car.

Attached is the latest readout from the car. Any input would be appreciated.

Should be 2MB...it probably just read out the dataset and not any code.  :-\

edit: Just looked over it...doesn't look like it is the dataset either. Not sure what you got but I don't think its a useful read.

That's what I thought but I tried checking of data only read and full read ???

You should really buy a BDM and get a useful copy of the flash and eeprom before you do any OBD flashing.

I just actually got a BDM Clone in the mail didn't get it all setup yet though.

has it been flashed before by one of the big companies that protect their stuff??

anyone know if that would explain this useless file??

I'm unable to check file on my phone , but have you opened it in an asccii editor and looked for NOREAD tag?

... Or something like "file has been encrypted"

seems like a mpps readout with noread tag found eh?

I think I found out my issue the MPPS cable I was given to use is a Slave cable which to my understanding the file is encrypted unless AMT's virtual master software is used to decrypt it

To my understanding the car hasn't been flashed or chipped before.

Thanks for all the input! 

dont think mpps cable work as master/slave setups

Yes, they do. Slave/Master/Virtual master

weird my version 3 and my version 12 cables never made any reference to slave/master or anything...

Obviously he has genuine hardware/software if he has a slave cable, didnt think cloners made slaves.

Yes the genuine cables allow you to get get slave/master/ and virtual master.

The slave cable is married to a master.

I also have a mpps clone but I cannot get it to connect to my B7 A4 I get a security lockout error each time.

my mpps clone manged to connect to a b7 a4 and read the file but when I tried to write it started wrote one block then froze!!! I had to get a buddy with a cmd cable to come and write the file which worked 100%

hmm yea only genuine tools seem to work via OBD on B7 A4 that i have tested, i tried 2 mpps clones, both failed to write

magic writes it just fine :), as well as my alientech :)

may be a dumb question: If I modify a MED9 with good ME7 knowledge and maps in mind: is there any torque level limiter in MED9.1 Audi EA113 TFSI around 300 NM  ??? ???

Yes, there are extra limiters.  Is the car DSG?

no, it is manual.
But am I right, there are no TL besides the ones that are MI (99,6% max) based?
I guess I messed it up with stupid kfmirl/kmiop combinations. It's hard to see it with vcds if you are used to me7logger ;)

btw: do I find a summary of useful VAG MWB?

is the lamfa axis the same as me7?? as in .5-1%??
trying to lean this out, but nothing seems to change

No, it's normal.

in my 115H file i have a 6x15 map with x-axis of 55, 60,80,90,98,100 that sound right??? in one with an a2l x-axis is 0.2136, 80.7071, 160.4803, 80.8261 ,41.0097, 88.6789 which doesn NOT seem right to me. just want to be clear. this may have nothing to do with my actual problem tho

also noticed in the FR it says all values in LAMFA should be 1??? mine are not...got me doubting my maps now

55 to 100 is right.

The Axis in a2l are often wrong.

ok, well im still too rich. ive adjusted LAMFA and KFLBTS, and disabled DLAMOB i think? (all to 0?)
im only slightly leaner than before, like from 0.69 to .70
am i missing something??

there are more than one lamfa, kflbts, etc in some files.  take a second look maybe

ya, turns out I had my kflbtslbko map where 2nd kflbts is. fixed that, and located kffdlbts now. although im not sure if either of those will matter. Im gonna try and change kflbtslbko map and see if that has any effect tonight. 
still not sure if I have dlamob correctly defined. I spent hours trying to figure that one out   :-[

You need ordinary KFLBTS map and *LBKO maps, because at charge flap factor of 0.5 it switches the enrichment maps.
In later files you have 3 variants of each map. (selected by coding for manual trans and DSG)

HTH.

Finally Pretty sure I got my full Bin off my ecu

2005.5 B7 2.0t FSI 6 Speed Quattro

8E0907115C

If someone can help me out with a definition or damos that would be awesome!

you are correct sir!! changed those and my afr is in line!!

no??
who has removed their flappers??? if you did how did you correct cold start issues?

Off the top of my head its done via a torque table and it closes from 5400 RPM. Took a while to work it all out but its worth it in the end.

Could anybody please take a look at this KFMIRL from a MED9 "pro tuner" and tell me if it makes any sense to set the requested torque this high? The car still has a K03 turbo BTW.

No.

I doubt the tuner is a pro, but he might think he is.

335???  I was thinking 191 was the limit there??

Gotta be one of the Greek tuners right?

16 bit values. There is no 191 limit, this is not ME7.

Bingo! ;)

What the fuck is wrong with them.

One of them was on the other day, hopefully he notices the thread and comments. They must all be friends, because I've seen 2 of them, 2 different companies both doing this.

Looks like they also do KFMIOP in the same way (change most of the last column to 100% and leave everything else stock).

Could be nice if one of them would comment here? They might have a theory to support what looks nuts.



Another question: How do you guys log MED9? Are there no alternatives to VCDS which is quite limited compared to the ME7 logging tools.

Yup I also paid for a tune (looks like he is on here as well) there are quite a few funnies that didnt quite make sense to me one being maf limit table just being put to 1250kgh across the whole table..... although I did manage to learn quite a bit about how to tune for the aftermarket HPFP from his tune so I wont say it was a complete waste.

re the VCDS logging thing been there done that at the moment we are stuck with its limited capability until someone can write a me7logger equivalent.

Scary shit coming from those who invented motronic and motronic tuning, and who have the fastest TFSIs evar.

I guess you are one of them.........

the greeks invented motronic? they own bosch?

I just bought a clone mpps v13 cable. The thing connects to my ecu but everytime i try to read it gives me an error saying out of range? Any ideas? Also this is for a 2012 golf R with an MED9.1

not supported, protocol is different than other med9.  you need a genuine tool for those, or BDM

Damn thats annoying. Any ideas where i can buy a genuine tool in the us?

there is also the BDM, which everyone says is a good idea to have anyway. clones are pretty cheap too

I had a similar issue and had to go with a BDM clone

there are technically no tool makers in the usa.

you must buy tools overseas like your mpps clone tool.

a newer or genuine mpps tool will likely work.

You can also switch your software to another version(ROW file) and MPPS should work.

You can buy a slave powergate and key(cost about 550 USD) and do your own flashing on your car with this, and it works on us spec golfr r's.

Thanks for the help. I was just wondering if there was a particular company that resales them in the states.

Will the powergate allow me to read and write ecus in the golf r? Thats all I plan on doing. That seems like a fair price.

Also are all med9.1s the same? Are the med9.1s in passats and a4s the same as in the golf r?

I just bought a pair of MPPS cables (true master and slave).

I just wanted to share that. No more clones for this guy.

the hardware is the same for all ecu's, but the software contained vastly differs between all of them.

C2 motorsports is the alientech US distributor, contact them for one if you would like.  It will be keyed to your car though.

What did they cost you?

Thanks for that. So i can only flash one car at a time with the slave I assume? I would need a master to do multiple cars?

yes

How do you guys change KFMIOP on MED9.1?

Does all the stuff from ME7 apply here as well?

So is the recommended way is to rescale the axis (including changing the maps that share the axis)?

The slave will only read files that can be decrypted by the master it is assigned to. I had a genuine MPPS Slave cable but it was useless to me since the file it reads out is an .s903 and if I go to flash a bin it says the file is expired unless it is another .s903 exported from MPPS that the master cable is assigned to.

That would be the point of the slave. It's locked to the master. What did you do with it?

Gave it back to my buddy that I borrowed it from.

short questions, as it's quite hard to use the search function:

how far does ingnition retard (or even shut off??) when DSK shifts and med9 gets CAN message "Zuendwinkelrücknahme"?

Do you think a lighter single mass fly wheel can help shifting WOT? either improving shift times with DSG or manual gearbox with NLS implemented? It will help matching revs faster but clutch switch must be even more precise to sync NLS without revving up?

according to latest possible ignition angle by gear box (Map f(n,rl)) this is only 5-10 degrees later than normal, what exactly causes the popping when DSG shifts? can anyone provide a log with good sampling frequency?

Anyone? Is it recommended to rescale KFMIOP axis and afterwards alter KFZWOP/2 that share the same axis? Or do you leave these parts unchanged?

I´d do it like me7

ive tried it bother ways, so far.
my tuning process was kinda all over the place, while i was learning in the beginning.
i tried not re-scaled with just using the me7 wizard for IOP and IRL maps, then i tried re-scaling the axis on both, and now im back to a modified IRL and stock IOP with stock axis.
after i changed axis i noticed it wasnt requesting as much load, so i went back.
i will be experimenting again here with the axis on both maps soon.

its just fun for me and a learning experience, so i don't mind figuring out the best way.

Thanks for your input!

Will be looking forward to your new experiments, so please post your findings here. :)

When you changed the axis in IOP did you also change the values in the KFZWOP/2 maps accordingly or did you just leave these as stock?

i dont think so, i cant really remember.(it was a while ago)
i will try changing those axis next time i reflash

so ive noticed a pretty steep decrease in power when outside temps are higher, like around 80deg F or higher.
i assumed this was normal until it cooled down and i could feel how much faster my car is with cooler outside temps.
do you guys think this is software related?

That depends whether your load request is down

spec vs actual log with vcds?

Yes, and look at spec corrected also.

Good day everyone.. I had a neighbor kid approach me a few months ago, and he was explaining to me that, he was able to flash my ECU. We'll needless to say, my Audi will not start and the millage went from 49,000 miles to "SAFE". He had no idea what he had done and I can tune a carb or set timing with a distributer. So that really puts me out of fixing my ECU. My car is a 2008 Audi A4 S-Line 2.0L Turbo W/ 7 speed auto fwd. I had an extra laptop laying around and he used it to perform the flash.
So here is what he used: MPPS V.5 china and a bin file he downloaded from the internet. I have done "a lot" of research on flashing in the past few months, and screwing with a cars .bin file when you have no idea what you are doing, will screw you big time!! I have his cable and the original ECU .bin file.
Can someone please take a look at my cars bin file, and please, please, please remove my immo! From what I have reed, this is the problem. My dash pin is not matching the ecu immo pin code. "my ecu is flashed with someone else's ECU .bin file!" I think it is a VW Caddy .bin file???
My cars ECU Info:
Soft # 1037389075
Hardware # 0261S02521
MED9.1 Software # 8E1910115G
2.0l R4/4V TFSI

Thank you, very much for your time and please, any help is greatly appreciated. "I can follow directions" so if you do not want to fix it for me, please send me directions on fixing my problem.
Thank You, Mike R.

they're fine, is that my only option? I also have an intercooler I've been meaning to install to help some too, just haven't had time to make piping and figure out connections

checksum error??

Checksumm corected:

it would be nice to know if that was the problem. i hate when someone asks for help then, never reports on if it worked

Greeks are here and they are watching you. Unfortunately for this excellent forum, sometimes someones says his wrong opinion of "how to tune this map" and then ALL the forum members marry with this opinion and they all believe that this wrong opinion is the correct path of tuning...

I will give you one example with KFMIRL map posted in page 23 of this thread. You uploaded a map which has settings of 335% at top RPM, then you say that
this value is over the "correct value"
this map has 191% limit on ME7 etc
etc

Have you ever seen any other ECU file than VAG ME7 or VAG MED9?
e.x. on Fiat/Abarth - ME7
Abarth 1.4Tjet with 155hp is set from factory the KFMIRL @ 289%
Abarth esse esse with 180hp is set from factory the KFMIRL flat 250% at top line, also KFMIOP from factory set 100% at top line

Opel 1.6T - ME7
KFMIRL from factory starts from 225% from low RPM and raises to 256% at high RPM

VAG 1.4TSi - MED9 (Golf 5 GT 170hp)
factory settings at KFMIRL 264%


So, in conclusion, you have to wonder why Bosch sets that high the KFMIRL, continue with reading the special Motronic docs. Do not stuck in the LOW LOAD factory engines like 20vt or TFSi that from factory work in load load (0.5bar or 0.8bar or 1bar)
Search and see other applications like Abarth 1.4T esse esse which runs from factory at 1.6bar/1.7bar, or Opel Corsa OPC 1.6T which runs from factory 1.4bar even though the VAG 1.4TSi which runs on the compressor area 1.3-1.5bar boost.

Search and learn WHY Bosch and Abarth decide to run 100% optimal torque and 250% KFMIRL on factory settings, read docs and you MAY understand.

Setting MAF max limit to 1250Kg/h? It is not wrong at all but 100% correct if you want MAX MAF limit to be deactivated. It depends on how the tuner wants his file to work and how many safety features wants to be running

Don't blame Greeks. And yes, we all know each other and the most of us we are friends and helping each other and note that we are in the same tiny Greek market!


So, I don't want to see more negative comments about Greeks

Kind Regards,
Fotis@Revlimit - Greek tuner...

Fotis... Nice uppercut  :D

(http://images3.wikia.nocookie.net/__cb20110909055051/marvelvscapcom/images/2/2b/Ryu-shoryuken-xm.gif)

I really need to visit the Acropolis to understand our Gods!

Then I shall run 100% IOP at 300% IRL and 103 BTS on the chuck line!

?????
I bet that you have not any idea how a motronic works!

Yes Sir, I be leave so! My dash says SAFE in my millage. It will start up, but dies right away..
it is still dead in the garage!

Thank you for asking!

Thank you very much.. I will try it and see if my car will move after 5 months!!

I'm pretty sure the MPPS would correct the cs for you. I think you have another problem.

SAFE in dash = immo issue

6c00. Just saying ::)

yeap, or eeprom!

A silly question:

In case I want to use the larger 0261500037 (S3/TTS/R) in a stock 200hp 2.0 TFSI setup, which maps other than (KRKTE) needs to be scaled?

The difference in the flow between the original and the upgrade injectors is 12.7% (1080 vs 1217cc/min).

The reason I plan to do this is because one of the injectors has failed and I am planning to upgrade the engine later anyway.

you need to work your file for your car, swapping to a R/tts/ed30 file will be hell if you are not extremely familiar, i advise against trying that(not that it cannot be done)

I am going to modify the existing, original file indeed.
So what other maps besides KRKTE need to be scaled in order to use the larger injectors?

Thanks

i think this was covered in a thread about calibrating for rs4 injectors, or at least i would think the same process would be used

Hi Fotis

Great that you chimed in!

I am by no means an expert in ECU tuning and still have a lot to learn(!), so I am just sticking to mostly what I read online and the small parts of the Bosch FR that I understand. That is also why I posted the questions so someone like you could comment - but obviously everybody does not agree here. Guess that is a good basis for a great discussion. :)

You have a lot of great examples of small displacement engines that runs high boost from the factory and the KFMIRL's are set quite high. But as I see it isn't that comparing apples to oranges? The 2L TFSI's are equipped with a rather small K03 turbo, so wouldn't asking for 335% load be way too much? The LDRXN is by the way in this particular tune (that is not made by you, if anyone should think so) "FF'ed", so that will not cap off the load.

In regards to 100% optimal torque I was wondering why the axis was not changed in the map as it only goes to 150% load but KFMIRL goes all the way to 335%. I was not questioning the 100% value.

Hope that you have some valuable comments, so I might learn something.

In 2.0TFSi K03s like BWA or AXX etc:

KFMIRL at 335% is away far from reality. It is set too high. Wrong
KFMIOP at 100% @ 150%.... lol... Serious knowledge of Motronic logic is missed here, you can see this style in amateurs files!
LRDXN FFed.... hehe
I bet he tunes with Race EVO or ECM which both say:
KFMIRL = Specific airflow quantity
KFMIOP = Torque limiter
LRDXNs = boost limiters

He probably doesn't have any knowledge on Motronics!


About the Abarth esse esse example I did
Factory boost = 1.65bar @ 3100rpm --> Relative Motronic load 220%
KFMIRL factory settings = 250%
KFMIOP factory setting = 100% @ 240%

Some of you who has understand how torque model of latest Motronics works, will understand well also why Abarth/Bosch decided to set the Bosch ME7.9.10 ecu of this tiny Turbo 1368cc engine like this in factory factory settings....

For anyone who interested there are 3 different softwares for the Tjet engine
factory calibrated for 120hp, known as TJet 120hp
factory calibrated for 150hp, known as Abarth 150hp/Bravo 150hp/Mito 150hp
factory calibrated for 180hp, known as Abarth SS 180hp

If you know where to look, you can compare HOW FACTORY CALIBRATES THE MOTRONIC FOR HIGHER POWER/LOAD/BOOST LEVELS

I am not here to give you the fish in your mouth, I am here to guide you how to fish....

For any further info, without direct answers, I am here!

cheers,
Fotis

Hi
I have a VW Passat b6 2.0 tfsi ECU Med 9
I removed the catalyst and I was highlighted error. I want to remove this error and the second lambda.
Could you look at my files when you have some free time.
I'm on the right track?
Thank you!

No, you will get no where here by asking for things to be done for you, when you show no willingness to help your self by reading.

I'm sorry. I asked the wrong question.
With the help of this forum (Thank you for all this) I understand that you need to change the values
CDKAT
CWDLSAHK
CDHSH
CDHSHE
CDLATV
CDLASH
CDLSH
CDLSHV
CWKONLS
CLRHK
CLRKA
With DAMOS I changed those values.
And you, the experience of the guys wanted to ask the right I have changed.
Yes or no, any clue what else to do.
Thank you! regards

thank you for the fix! i know it has been a few months, but i was robbed and all my good tools were stolen from my garage... "battery charger" etc etc..
I built a bench harness and I should get the flash done sometime this weekend!

Thank you all for your hard work and i will report any problems!!!

Have I messed my axises for KFMIRL /S or does it go from 3-93%?

KFMIRL = 0x1CBA8E (Y = 0x1CBA56, X = 0x1CBA76)
KFMIRLS = 0x1CBC4A (Y = 0x1CBC12, X = 0x1CBC32)

Also any reason why the "ME7 Tuner Wizzard" should not be used for KFMIRL / KFMIOP (with corrected min - max range)?

The original bin for the post above.

Few more things.

In case where the lambda (specified & actual) do not follow LAMFA, is it usually because the EGT threshold (KFLBTS) has been tripped and the ECU switches to KFLBTS (instead of LAMFA) for fuelling?

The stock LAMFA map looks silly anyways, the values never go under 0.9063 (which would indicate that the KFLBTS used pretty much all the time).

The lambda values do not perfectly follow either of the LAMFA or KFLBTS maps, yet it is quite close to the latter one.
What about "KFLBTSLBKO", how and when does it interact with the previously mentioned maps?

Currently I am running way too lean in high torque areas and way too rich in the peak power areas.
The ECU however does not pull back the timing in the lean areas, the maximum timing pull between 2500-5500rpm is -3 degrees.

Could someone please check if I even have the correct offsets (for the file posted above)?

LAMFA = 0x1D4738 (Y = 0x1D471C, X = 0x1D472C)
KFLBTS = 0x1D29B2 (Y = 0x1D2C9C, X = 0x1D2CAC)
KFLBTSLBKO = 0x1D2A72 (Y = 1D2C9C, X = 0x1D2CAC)

Any help is highly appreciated :)

I could really use some help here.

Now the lambda is back in control and pretty much right where it should be.
Around 12 AFR for the maximum torque and 11 AFR for the maximum rpm to keep the EGTs reasonable.
I adjusted both LAMFA and KFLBTS, right or wrong it works anyway.

Now there is another issue.

Since I want the peak boost to be around 1.3 bar I had to increase the load requested by the KFMIRL.
The axises were not rescaled, only the values.

The changes to KFMIRL were properly reflected in KFMIOP also, it is mathematically correct.

After changing the KFMIRL and KFMIOP the car pulls very smoothly and steadily, much better than before.

The issue which appeared after these changes is that the WGDC is now all over the place.
After the initial boost spike the WGDC does no longer follow KFLDIMX or KFLDRL.
Changing the values in either table in either way does not make any major difference.

The WGDC drops down to 44% at higher RPM and the requested boost cannot therefore be met.
In this specific RPM / boost area the requested WGDC (KFLDIMX) is 50-80% (I've tried them all).

So what kind of a mess have I made?
Even the smallest crumbs of information are highly appreciated :)

Attached a log from one of the pulls and the new KFMIRL / KFMIOP maps.
I have smoothed the LDRXN afterwards to get rid of the boost spike at that region.
Currently it results around 0.1bar overboost at 2560rpm, yet it made absolutely no difference in the final result.

Just double checking, eventhou the software has KFMIRLS and KFMIOPS maps there is no need to change them in cars with a manual gearbox (DSG only)?

How much boost is safe for a K03 through the RPM range (car has 3" DP, full catback and APR HPFP)?

I could really use a little help to get my LDRXN specified correct.

If possible I would love to see examples of well functioning LDRXN's for K03's!

Any comments to my first go here?

I found the compressor map for the K03 and tried making the LDRXN based on that and just some basic information about how much APR, Revo and other companies boost.

The K03 starts to wake at 2000rpm (delivers around 0.28bar) and is fully awake at 2800rpm (around 1.4bar).
Since the boost delivery is very aggressive (at 2000-3000rpm) you want to compensate that by adjusting the WGDC and LDRXN slighty before the turbo is fully awake, to prevent excess spiking.

Thanks man!

So I should lower LDRXN a bit between 2500-3000RPM and correct KFLDIMX to prevent huge boost spikes?

The stock LDRXN is already very aggressive between 1000-2000rpm for the turbo capabilities.
It might be easier to test how the boost behaves on the modified LDXRN and smooth the boost spike afterwards by lowering the WGDC around 200-500rpm prior the rpm where the spiking occurs.

Solved the issue with WGDC (torque intervention).

It seems that making KFMIRL & KFMIOP to match each other is not enough.
Unless the KFMIOP axis is scaled to match the load requested by KFMIRL you will get torque intervention.

Now that the KFMIOP axis matches the highest load requested by KFMIRL the WGDC follows KFLDIMX perfectly.

I guess MED9.x is still too profitable for anyone to give out any information...

This didnt help me with my k04 setup

Little bump to this thread..

I was reading about MPPS being unstable over OBD on these ECU's. I have a Kess V2, will that be stable enough on these ECU's? I get really paranoid with new ECU's I'm not used to doing even with a good tool haha.

Thanks in advance..

From my experience on this ECU I was able to reflash even when I flashed a bad file.

With bad file on the ECU the car would do nothing and the radiator fans would come on.

I'm no expert though, just an enthusiast.

I have never bricked a med9 with original MPPS.

Clone Kess is flakey also.  Original is fine.

Yeh I got a genuine Master so all should be fine then. :)

same in my experience, also just an enthusiast

I've just had to rescue one that corrupted on OBD flash, so it does happen.

Could you still reflash over OBD or did you need to BDM?

I failed a flash with original MPPS, it just reconnected and started over, fans at full speed-lol.

Always do a FULL read first, make sure to save that immo data.

That's exactly what I experienced, full speed fans and strange ECU ID but I could write a known working file to the ECU with no issue.

By FULL read I assume you mean BDM?

he means 2mb file which is OBD readable or BMD

BDM needed, immo data was corrupted.

Yes, full flash. Chances are you won't corrupt the eeprom, so as long as you have the immo information stored at 6C00, you should be good to recover via BDM if it comes down to it.

Thanks all again for your information.

So if I can see data at 6c00, even though I read over obd then I have a full file?

Or will I still be missing part of e2 and processor data?

Either way I guess the IMMO data is the most important should anything bad happen?

You won't get the e2p without BDM.

If 6C00 contains FF's, you only got the calibration data. If it has actual data, you can always recover with a BDM if necessary. It's wise to get a full BDM backup so you have the e2p as well, but probably not needed for most standard recoveries.

In short, getting the flash portion of the immobilizer data is usually good enough.

Ok cool thanks :)

Definitely data present at 6C00 it's not white space.

I did do a BDM but I used a cheap Chinese pogo pin jig which has the incorrect pin configuration for med as 2 of the pins are not connected that are required for med. So I could only grab main data area and e2p but could not grab the processor data.

I guess I could just solder to it to get 100% safe by also grabbing the processor data.

If you can read one memory, you can read all. Processor data is in flash. It has nothing to do with your pins on the BDM.

But what about Virtual eeprom?  Is it safety to write old eeprom in that case? Here is the link about it:

http://www.evc.de/en/service/q1608.asp

I have never had a problem with MED9/17 (thanks God  :) ), but I had a little problem with ME7. It was DTC "Programming wasnt complete" or smth like that after READING!!! Then I wrote the file in boot and nothing changed. Then I wrote via OBD and the engine started.

I'm just interesting does MED9 has the same problem if smth goes wrong via OBD?

How to disassemble the ME9.1 firmware in IDA, any ideas? This might help to locate tables/define variables. Is there plugin supporting the CPU? It is MPC562 from MPC500 family as far as I know.

I recommend you read a few more threads on this forum. There are bits of information dotted around.

Could someone share information on which maps that should be changed when upgrading the HPFP? I have got the maps for the rail pressure defined but needs help with the maps that should be changed to reflect the new piston size?

Any help would be great (also just a hint to the correct page in the FR).

https://drive.google.com/file/d/0B6K6_lc2XVKbdFRKRUFPTEFDaFU/edit?usp=sharing

Found the page in the FR myself, if anybody else should be looking for that sometime: 1721 and forward.

Is it correct that only VHDP should be changed? If so I would love to know the piston size of an APR pump! :)

Thanks! But I am quite sure that all these maps only have something to do with the pressure and not the calibration for an aftermarket HPFP? ;)

second to last one... ;D

Does anyone know what causes the engine go limp when cruise control is activated?

Everything else is working perfectly fine, however when cruise is activated the engine will soon enter in limp mode and throw code P1335 (Engine Torque Monitor 2: Control Limit Exceeded).

The cruise is working fine until the load is increased (up hill or increased speed).

KFMIOP/IRL and KFZW maps are rescaled and work fine.
Cruise is the only thing that is not working.

Any maps I am missing completely?

It is a A3 Quattro with manual gearbox (AXX 2.0 TFSI).

hello everyone.  I'm starting to peruse a Golf R file (K0mpressed posted it in originals).  I just bought a Golf R, so i'm starting work on a definition file for it.

I've found LDRXN/LDRXNZK maps, but as discussed in this thread earlier, there are 6 version of each map!  They all contain the same data.  Has anyone discovered what this is for?  It's not gear-by-gear load control, is it?  

I'm sad to say i haven't even hooked VCDS up to the car yet, so i don't know if this is hte same file as my car.  I'm really just in learning stage right now.  This COULD be a DSG file for all i know...

Anyway, just trying to figure out why there are 6 of each.  Also, does LDRXNZK still come after LDRXN in the MED9.1?  The values in the first 6 tables are ever so slightly higher.

Yes it's for dsg confirmed on page 3 of this thread.

I did see that, but it was kind of vaguely confirmed that's the maps "are for dsg."  What does that mean? How are they related to the transmission? People seem to also confirm that changing the first map is all that's needed. I guess it doesn't matter since I have a manual, but I'm really just curious.

Thsnks again for any help.

Im pretty sure its been covered before but here it is again.


multiple maps found in med9 VAG ecu's are for varldef settings, each ecu has ability to support multiple platform configurations, saying for "dsg" alone is not sufficient, it could be for tiptronic, MT, DSG, CVT, etc...  As well as FWD, AWD, etc....

also stating using the first one only is sufficient may be incorrect dependent upon platform configuration at that point.

change them all in doubt, or find out which your car uses specifically :)  consult the FDEF for this for your specific vehicle.

Thanks for the FR + 1 :)  Believe it or not some functions are in my ME7.01 Volvo file!

This thread is truly awesome.  I've read it a few times and learn something new every time!.

One more question -- does MED9.1 store the vehicle mileage, or is it still ONLY in the cluster?  I believe MED17 started storing mileage in ECU, but i'm not sure about MED9.1

Reason i ask is I'd like to clone my ECU, but vehicle is still under warranty.  If i put my original ECU back in for warranty work, I need to know if there will be a mileage discrepancy between cluster and ECU.

Thanks for all this useful info!

i believe cluster + ecu + dsg(if equipped)

I am trying to make some base ignition maps for my tune and could use a little input from you guys that has worked with and logged the small 2.0 TFSI (in this case it is a BWA with stock K03, full TB exhaust, HPFP and intake). It would be awesome if you could just give some hints about how much the maps usually can be advanced over stock.

Here is what I did:
130%: Same as org. 125% minus .75 degree
150%: Same as org. 155% plus .75 degree
170%: Same as org. 170%
190%: Extrapolated from 150% and 170%

So basically stock-like.

In the attached image org in the top and mod in the bottom:

if you post irl and iop that would help

i think most on here tune on a dyno. or at least have tuned enough on a dyno to have proven tuned maps.

i did the same as you tho, and its been smooth and no timing pull, although i think i even went with less timing then that.  will start bringing it up here carefully with tons of logging

Thanks! It is exactly those guys that I was hoping that would drop a comment like "it can easily be advanced ~x degrees from x-x load between x-x rpm, and then you can start logging". ;-)

Thanks for looking! Not to be rude or anything, but I do not understand what you would need those for?  :-\

ya, but they are'nt usually too quick to give any info out that cost them $$ to get!! i hope they prove me wrong tho!!

Anybody tuned an R8 yet?

Maybe added SC or some turbos? :)

I have a stock R8 i want to start on, but wanted to see if anybody else had done one.

The dual ECU thing looks like it is going to be a pain too.

In case you are curious (especially you, Rarak :) )
http://nefariousmotorsports.com/forum/index.php?topic=5685.0title=

Yep

That file is in-complete and out of date.

Dual ECU is no problem with real tools

Nye, I'll send you an MPPS slave as soon as I can.

Meaning what?

I think he means you missed 2nd ecu with reading :)

Suggest BDM backup of BOTH before proceeding any further Nyet for safety's sake (and moneys sake)

I read out both with MPPS, and they were identical.

Master and slave flashable areas are identical. This file is not complete(a good percentage of it is missing) I suggest that it is not flashed with the tool that read it, otherwise you'll get your self into a situation that poor tools/knowledge can not fix. This file is out of date, there is a factory update for it.

I'm definitely one of those people. I don't know anything about MED9.1 but I am willing to learn. I have deleted the thread, and I am open to suggestions.


So bring the car to audi and ask for an update?

yea you find differences in a spot on the master and slave ecu, bdm will show you this, def get a bdm read of both ecu's to move further.

as for update? im not sure personally, matchew says an update is available, might as well try and score it first if possible?

I have a K03 TFSI (BWA) engine that has knock retard even at low loads (actually it is worst at ~50% throttle or so). In the beginning I thought it was tune related but even with the original file the car is pulling way to much timing.

Car has quite new plugs (BKR7EIX) and brand new ignition coils (I changed them just to make sure that the old ones were not causing the issue).

What are usually the main reasons for knock retard on these engines? Could it be because of vacuum leaks? Because I hear a hissing noise all the time, that totally dissappears when fully engaging the brake pedal.

Most likely carbon buildup on the intake manifold flappers and intake valves.

Thought about that too and you are probably right. I will have it checked then.

I thought that would only cause misfire at idle and cold star?? what about camshaft position sensor?

Had the engine checked for vacuum leaks, compression etc. yesterday. All fine.

My guess now is that it is the BSH aftermarket intake that is causing a little trouble. Have any of you other guys any experience with aftermarket intakes on these engines without modifying e.g. KFKHFM (mine is still stock)? Would it make more sense to set the whole map to 1's and start from scratch?

i have an injen intake (only because it was super cheap brand new) and i havent had to adjust for it. i get 1.4% and no more then 3% for trims when i check. that doesnt mean its perfect tho. i suspect some engine speeds/load arent prefect tho, but im guessing im not in those ranges enough for it to mess with trims. some day i do plan to really try and dial it in tho

Hi,

Someone have software or know how to calculate MSHFMU for bigger intake ??

Thank oyu

i have a question regarding med9...

in most of the tunes i saw they change "ldorxnhdr" - Maximalfuellung LDR bei E_hdr

any ideas why? in my opinion i wouldnt touch that map ...

Your assumption is correct. I've never bothered touching it and it's never made a difference.

thx man ... :)

hi
i want to off second o2 sensor. sensor still in exhaust, no cat so i have check engine sometimes... CDKATSP change to 0 should work?

i did
CDKATSP
CDKVS
CDLSH

all set to 0 to get rid of my CEL

not sure if its still messing with fueling or not tho. everything seems good

thank you. in my 1k0907115a, right adresses?:
CDKATSP: 1da17b
CDKVS: 1da17c
CDLSH: 1da187

(05' Golf Mk5 TFSI DSG)

seems correct at a glance

Why are you modifying KVS and LSH?

I don't recall why I did(it was a long time ago) maybe the s4wiki? I was planning to remove the sensor and everything, but I haven't yet

I'm going to go ahead and say return those to stock-lol.

lol any particular reason? I mean I will, just courious.
norbi,
so maybe start with just CDKATSP and see

Yes, the s4wiki still refers to CDLSH! Not that I have any clue at this point whether or not it is accurate... all the stuff masterj was working on got so confusing I gave up trying to decipher it all.

CDLSH is needed to remove the sensor completely. Not for catalyst diagnosis.

If all med9.1 hardware is the same, what issues other than immobilizer might one run into if flashing a similar, but not "factory correct" software from a car with nearly identical hardware? Say, BPY GTI software on a BPY GLI?

None of the tools you'd use can write the code area, so don't worry about screwing up the immobilizer. HOWEVER, all MED9 files are very application specific, so I would expect a bunch of fault codes.

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

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.

Read the full flash, yes. Write it, no.

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.

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.

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.

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 :P

D'oh

Gonna be pretty hard to tune w/o them :(

I'd probably start with tuning Q2 though.

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.

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...

The difference between 6 and 7 psi is not minimal if that difference is achieved by altering preload rather than a different spring.

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!?  ::)

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.


 

PIDs are well understood, and Bosch's PIDs aren't that terrible.


Depends on the slope and integral of lde at the point in question (which, incidentally, ECUxPlot will plot for you) :P

Seriously, you're going to have to do some research on your own, there is a TON of literature on PIDs.
 

Looks to me like you switch to steady state around 3200 and I max is too high at this point. Then either Q0 or Q1 is too aggressive and oscillation begins.

I would guess that it is Q1 that is too aggressive because it appears that I max drops and the oscillation immediately ends.

Keep in mind that Q0 is gainscheduled out almost immediately when lde gets small (at least in ME7.1), so likely most changes will be in Q2 or Q1

Generally, I leave Q1 alone; if DRL is calibrated right, it shouldn't need much adjustment.

Q2 is usually the term that needs the most attention.

there's a thread on his to log these variables somewhere, but its a big pain in the dick. I believe basano even made a guide, but you need to use IDApro and I have know idea what I'm doing with it. ymmv

I'll have a better look at those Basano writings.
Ability to log the variables would make a massive difference.

The trouble is that I cannot really find the thing that trips the oscillations.
There are massive variations in the output duty between the different rpms eventhou the commanded P/I/D and duty are identical.
At some points the actual duty follows KFLDIMX (through KFLDRL) perfectly, sometimes it is off by 20% in a "stable state".

I didn't even notice that the F23T has an enlarged wastegate flap compared to K04  :-\
That alone will make a massive difference to the PID programming requirements.

Q0 isn't sheduled out by design, Q2 is and his Q2 looks near ideal IMO.

I would start by looking hard at KFLDIMX, LDDIMXN, and LDDIMNN.

Start with LDRL tuning, then LDIMX/LDDI etc (like phila says), and finally Q1/Q2.

IIRC didnt airtite tune one of these hybrids a while ago?? he started with s3 pid maps i believe. AND without the basano logging hack...

New project ahead, could make a new thread if needed, but it seems like most of the MED9.1 people are in here.

I've got a 2008 VW GTI Mk 5. Have read out the ECU from my car, and learned that it has 1K0907115S VW software ID (ECU ID 8P0907115B).

Started mapping from other reference versions, since there is no map for the 115S, mostly from what majorahole posted last month (http://nefariousmotorsports.com/forum/index.php?topic=6882.0) of his 115H, and this one (http://nefariousmotorsports.com/forum/index.php?topic=1085.msg43772#msg43772) with matching image / complete map.

Hoping that someone could take a look at what I've got so far and give some confirmation I'm not missing something with this activity. Especially LAMFA, why does it get richer then leaner at 80% then get richer again (pic attached)?

And I'm also curious if anyone around has addresses for this ECU version, or a suggestion on how I can find the smaller maps that I can't search for by cross-referencing other maps... namely:
NMAX
VMAXNB
KLMIMAX
NMAXGA
KFFRTMKI

Will log from stock ECU soon, definitely before flashing any updates.

Ignore the LAMFA and use KFLBTS & KFLBTSLBKO maps to to adjust the fuelling.

I've had better results with LAMFA and keeping it out of bts. so that bts will still be a safety measure if needed, not the target

Thanks for the input. I transferred KFLBTS and KFLBTSLBKO, will have to figure out which direction to go. I was additionally able to find the smaller values once I learned to use the built in searching features. Not too hard to spot, since so much around those addresses was matching.

I also removed/readded LAMFA and the weirdness went away, must have grabbed a wrong axis accidentally (it was one of the first ones I found, so not surprising).

Now that I've got the maps figured out, I am going to re-read info on these fueling maps and figure out what I where I want to put initial values. I'm still waiting for my CAN cable to arrive to log data, I want to get a stock reading first.

After copying all of the differing PID related maps (not just the KFLDRL, KFLDIMX & KFLDRQ1-3) from S3 binary the small oscillations are mostly gone.
The KFLDIMX/KFLDRL behavior changed completely after that and the actual duty is even further away from the one KFLDIMX/KFLDRL commands.

I still need to improve the response time the ECU takes to stabilize the duty after disturbance (initial boost spike).
Also there seems to be some more undershoot (droop) at the higher revs.

Increasing the "D" (KFLDRQ2) should cover the response time and increasing the "P" (KFLDRQ1) should fix the droop, correct?

Q0 is P
Q1 is I not P
Q2 is D

Generally, droop is better addressed in DRL or IMX

I don't think this has come up yet on this thread. If it has, forgive me.

One of the easiest ways currently to request more boost on MED9.1 over the hard 2550mbar absolute pressure limit is to install a higher reading MAP sensor but scale it incorrectly, so that 2.55 bar is calibrated at the (actual) maximum absolute pressure you'll want to see from the sensor when under boost. My question is how will this *not* affect specified load calculation? It seems like you would need to request less load in the ECU to achieve the same actual engine output when scaling boost by this method. Is this true or do I not understand correctly?

that is correct

Great, I look forward to trying it out.

Any idea why it is still impossible to read over 2550mbar actual boost with 3 bar map sensor?
DSVDRGRAD & DSVDROFS are set to correct values, yet VCDS still reads 2550mbar max during spikes.
Any other maps besides those two?

you need to look at the assembly and FR.  pvdr_w should give you what you need ;)

So is the variable VCDS is reading still 8-bit (i.e 255 factor 10)?
That would mean the 3 bar map is only needed for ECUs internal calculations and useless for logging without tampering with the RAM variables.

That's why you need ASM.  VCDS is probably still reading pvdkds_w or something.

In ME9 pvdr_w get converted to pvd_w then onwards (doubled) to the 2550 limited vars.

There's notes on here to get the blocks to measure what you want I think.

Another idea is can you log the sensor voltage?  If so you can work out the boost value fairly easily.

Just edit your VCDS measuring block lookup for reference pvdr_w.


GolfR will have this setup stock, so use that to reference.

This is only for ACTUAL boost in vcds.  ASM required to make REQUEST read higher.

Not sure about MED9, but in ME7 both 8 and 16 bit ps variables are limited to 2550 mbar.

http://nefariousmotorsports.com/forum/index.php?topic=3027.0

worded that wrong, asm required to request higher than 2550 and also display higher than 2550 in vcds :)
MED9 does have the same limits as ME7 in that respect.

This forum is extremely helpful and full of great guidance. I'm stuck with a few MED9 queries which I'll post up shortly as I am trying to understand it over ME7  :-\

Would reading an ori/mod file from one MED9 ECU via OBD and flashing to another have any immo/vin conflict?

The version in discussion is 1K0907115H with HW and SW numbers being exactly the same. Reason for this is to compare two vehicles to eachother, with 65 000km difference on the engines

No OBD writing modifies the boot sector of the file, which is where the immobilizer data is stored, so as long as you are doing it via OBD, you're good to go!

Thanks for that

1. So I simply read the mod file from my car and flash it onto the other? You say it modifies the boot sector where immo data is stored, how would this work on another car then?
2. Manual or DSG makes no difference?

I said OBD does NOT modify the boot sector.

No OBD writing modifies...

Not

No, OBD writing modifies

Ah :) Thank you

Any difference between manual and DSG on the ECU file?

Depends on the file.

With KFFDLBTS set 0 and KFLBTS set 1 across the board, is ALL protective fueling and related intervention disabled? TABGTS / TAVVKBTS are not defined or obvious in my binary so are unavailable for modification until I can disassemble and analyze the file.

I'm fueling through LAMFA and have good EGT at idle / cruise / WOT with manual probe, but unable to boost over 18 max / 12 redline--the ECU never requests more than these levels even though KFLDHBN, LDRXN, IOP, IRL allow it and timing is adjusted for no pull at WOT. The hardware / N79 is leak-free. The downpipe is 3" catless. My PID / WG maps are dialed in well with stock-like actual / specified boost behavior.

From what I've read this boost restriction could be due to (BTS?) intervening for high calculated EGT. Does this sound like it could be the case?

ok. some more info perhaps? Flashed to other vehicle and perfect. now just wonder

To answer my own question about disabling BTS: the method in my post on the last page works, BUT LAMFA (or other method of requesting lambda) needs careful tuning especially in mid-high RPMs, part throttle to keep EGT down. EGT under WOT without BTS is not a problem if your last LAMFA row is sensible. I tested several runs to redline in 5th with EGT staying under 1700 Fahrenheit. Unfortunately not able to tap out 6th due to traffic but I suspect similar results since my EGT actually begins falling after about 5800 RPM due to slight additional enrichment I've programmed.

My load limit issue still exists and it looks like I'm being restricted to about 85% of my LDRXN curve at all WOT specified loads of 185-190+. It's not an IAT, EGT, or boost regulation / deviation issue. Who would like to guess the most likely culprit while I hunt it down?

I've been having that issue too, and I've just been living with it since I couldn't seem to find anyone else with it. I just figured that's how it is! plus I only have intake and 3" downpipe, so I'm not trying to squeeze everything out of it yet, so its not super annoying yet

LDPBN and KFLDHBN raised up enough that they arent interfering?  Or maybe they arent high enough for it to reach your req load?

I'll have too look to make 100% sure but I think those were the first things checked, for me at least

I don't know how kflbts became a potential culprit in restricting load requests. It's made for component protection enrichment.

If ldpbn and kfldhbn are checked off, there's no issues with the irl/iop relationship then the next likely culprit is kflmdmx (sp?). It may be restricting total airflow.

Are you referring to the wastegate duty limit map? I'll scrutinize it after testing / ruling out some load-request changes suggested by smelly240.

Here is a full list of all hardware changes to my 2007 BPY FSI 6MT 1K0907115H that may be nonstandard, just in case:

--No MAF sensor (nothing done in software)
--RFD with motor removed, disconnected (nothing done in software)
--Rear, post-cat O2 physically removed (some software mods for emissions but still throws open circuit fault for the heater)
--BOV (does not cause any error codes due to MAF removal)
--Vent to air PCV
--Total evap removal
--ESP inertial sensor removed to perma-disable ESP / TCS
--Airbag module removed

It's not boost control, it's KFMLDMX. It's a diagnostic limit for airflow.

I maxed the entire table for KFMLDMX @ 3200 KG/H which is nearly 1,000 g/s airflow. MAF reading in VCDS is 300-something with MAF unplugged.

Testing shortly.

Never max KFMLDMX. It's signed......

I just put mine up to where I know is just out of reach.

I did originally FFFF and wound up with a small negative number, lol. Then entered 3,600 in the scaled value box and found 3,200 is the max positive value KFMLDMX will accept.

Anyway, drove the car around with the modified KFMLDMX and it is running smoothly with EGT back to quite reasonable levels as BTS is also re-enabled, and edited for more reasonable mixtures at high load.

Unfortunately, the boost restriction remains. Same boost profile as before, with about 17-18 psi max and <10psi after 6K. Also revised LDRXN and IOP / IRL according to advice from smelly240, and those revisions had no effect either. LDPBN is set at 2.5 bar all the way above 3K and KFLDHBN is set 2.5 bar up to 60*C intake temperature. I always include intake air temp in logs if there's room and it's usually been below 45*C in this cool weather.

iirc isn't one of those the pressure ratio??

@majorahole send the file in a PM and I'll let you know what it is.

7fff is the largest 16bit signed value.

I have it labeled in my file, I just don't have it open in front of me to see which is which. thanks tho!

I didn't mean show you where a map was. I'd look at the file, find why it's not doing what you want it to do and tell you what needs to be changed as a nice gesture. It'd take 5 minutes. No big deal if you don't want to. I'm not doing it because I need IP, I have my own stuff.

Here's mine:

Its about 4AM here so if I am of no help I apologize...  The dog kicked me outta bed and cant find anything on tv.  At a glance...

KFLDHBN is set to 22psi up until 3000rpm and then to only do 1.1bar 5000rpm and up and only .6bar at 6000

Also - your LDRXN is not smooth and doesnt match what you've done with KFLDHBN.  Where LDRXN is increased (4000rpm and up) - KFLDHBN is limiting boost to about 18psi and dropping immediately. 

It looks like you defined the axises for KFLDHBN backwards. This is probably the source of the issues.

I can't really look at it in more in-depth until tomorrow. You can remove it from the website if you'd like to, I have it.

Are you experiencing this?

(http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=1068.0;attach=12723;image)

Eventually, after much hair-pulling (and help) I managed to get this

(http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=1068.0;attach=12725;image)

To cut a long story (http://nefariousmotorsports.com/forum/index.php?topic=5525.msg56080#msg56080) short, what worked for me was twofold (over and above the advice on KFLDHBN and all the rest)

1)   Fuelling. If I went over 10ms I got intervention. So indirectly, if BTS demands more fuel, it may tip you over 10ms and then the limitation starts. I can list what I changed map-wise to bump up the rail pressure if it'll help?
2)   KFMDBGRK (Torque limiting clutch for protection)

This should make it a bit clearer

(http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=1068.0;attach=12729;image)

Very interesting! Will report back after I take a much closer look at KFLDHBN and its axis!

Basano: I haven't yet gotten to logging those variables like you have. I do know my injection time is staying below 10ms so far.


Edit: Changed the axes, smoothed out LDRXN, had to go drive the car immediately after flashing. Once the motor warmed up and we boosted the difference was immediately seen. Thanks to BDIX and smelly240 I saw 20PSI from 4-5K. Boost still tapers to around 10 at redline...maybe due to timing pull or part of KFLDHBN remaining squirrely?

does req boost go down?  And did you make ldrxn look more like this?

Something tells me your kfldhbn adress is wrong - I think you might be missing the last column - since it was set to 9.5psig and boost is falling.

sent you a pm with a link

just looking, and my axis' were swapped too! couldnt easily tell, compared it to defined bin, and went to try and past into it, and it kept going where i didnt want it. then i figured it out! i feel retarded!!
gonna flash again when i get my car back from body shop, ill post my results also

Well, my KFLDHBN was defined from your map pack ;D

I'll take a closer look after I finish waking up. We will have 1+bar at redline!

whoops lol, that explains it! im gonna have to update that! sorry man!!

Bearing in mind I have completely stock hardware, these are the HPFP maps I changed (rightly or wrongly):

KLPROV    0x1D20D2   (stock 12.0, mine 13.0)
PGBDVHDO    0x1D8D40   (stock 11.8, mine 12.8 )
PRNL1       0x1D8EDC   (stock 12.0, mine 13.0)
KFPRSOLHKS   0x1D8FE4   (bottom two rows, middle to end, stock 11.0, mine 12.0 – 12.5)
KFPRSOLHMM   0x1D9064   (bottom two rows, middle to end, stock 11.0, mine 12.0 – 12.5)
KFPRSOLHOM   0x1D90E4   (bottom two rows, middle to end, stock 11.0, mine 12.0 – 12.5)
KFPRSOLKH   0x1D9164   (bottom two rows, middle to end, stock 11.0, mine 12.0 – 12.5)
KFPRSOLSCH   0x1D9264   (bottom two rows, middle to end, stock 11.0, mine 12.0 – 12.5)
KLLFPRSG   0x1D92F2   (axis and last entry, stock 11.0/0.45, mine 12.5/0.495)
KLPRMAX   0x1D9305   (last two entries, stock 11.0, mine 12.0 – 12.5)
KLTFPRSO   0x1D932A   (rightmost entry, stock 6553, mine 9829)
VHDP      0x1D935C   (stock 251.0, mine 377.0)

The biggest headache I had was inconsistent specified rail pressure. I was aiming for 12.5, but sometimes I’d only get 11.0 or 9.0. Actual rail pressure would faithfully track this and I’d end up with injection time maxing out since it tried to compensate for the lower pressure with longer opening times. Then I’d get intervention due to the injection time… It was really frustrating since I couldn’t pin it down.

I tried lots of things but eventually the cure for me was VHDP. Originally I left this alone since my hardware is totally stock and rightly or wrongly I assumed this should match the volume of the pump. Eventually after a lot of logging and drawing lots of pictures, I discovered VHDP is acting like a rate limiter (by design or due to my other changes I don't know). I increased it and never looked back. Specified rail pressure on my stock hardware is now always 12.5. Actual rail pressure is another story! I really need a hardware upgrade though since I have that midrange dip. :)

Some good resources here on the whole subject:

http://nefariousmotorsports.com/forum/index.php?topic=4996.0title=

i think vhdp should be closer to 300.  It works for me anyways.  Are you guys editing RQUAHDPK?

When using a larger aftermarket pump yes.

Hp Rail pressure of 11.0, 12.5?
Don't you mean rail pressure of 110bar, 125bar

Intank pumps now have a mechanical pressure relief valve on the med17 engines I'll get a picture of it as got a pump out atm on the bench

the map shows it as MPa and 12.5MPa =125bar

they both have upgraded hpfp.

Hello guys,

Sorry to interrupt, I´ve struggling finding VMAX for this Seat Leon file, I´ve compared it with my VAG damos and a whole block seems to be "missing" (BGVMAX) wich should be around 1DE67C. I´ve found VMXHSPKH at 1D4406h wich applied the factor (0.007813) gives 250Km/h as limiter. I went up to 350Km/h on that one and for some reason it´s still limiting at 230Km/h (car is doing 315Hp with meth so we should be around 280Km/h from previous experiencie with Jetta-Vento)... I´ve dedicated quite a bit of time to this so I´m asking you guys as a last resort. Any help will be appreciated.
BTW If usefull I can upload the .KP just let me know.

Best Regards,
Diego.

Try 1D4406 with 0,007813 as factor Vmax on 250. Let me know if it works.

YUP I´ve tried that, second line of my first post... thanks anyway mate!

Cheers.

Bit of an update on my situation:

Turns out the car is running out of injection time and pulling load from the mid-4000s on up. Running logs on a new LPFP filter now and will see if that helps out. My actual rail always goes down when the injection time maxes out, so I assume that is the cause and something is making the pump choke for fuel. Actual rail tracks specified rail very well except for these pressure-dip incidents. I have a RS4 relief valve and am currently commanding only 129 bar so the relief valve is probably not the issue.

Also, an advisement for anyone who enables overrun according to the methods recently discussed on this site: I increased overrun injection time to 2 seconds in the relevant maps and set latest firing angle under lightest load to -40. Now, the in-k04-manifold-runner EGT gauge now goes super high when foot is off the throttle. Easily over 1700f when very slightly pushing the car, which I didn't after seeing this EGT behavior. Although the idea of fuel on overrun to cool the cylinders is sound, this fuel is heating the HELL out of the exhaust manifold and turbine with the settings discussed in the overrun thread. Not ideal for a street car and potentially dangerous if driven hard.

Yes, it does heat it - fuel used as a coolant only works with a rich mixture and suitably advanced timing, otherwise you are burning it in the manifold!

Rick

I see. After thinking about it, the stock overrun of 1/4 - 1/3 of a second is probably just to please the "optional" catalyst. I'll try disabling it and that should remove the brief EGT spike when coming off throttle.

So, I possibly removed the flapper from software and my motor is disconnected. Here is what I did to remove the flapper:

CWALBK 0
CWBGLBK 0
CWLBK 0

Looked for a CDKLBKP map as mentioned in "2.0 TFSI Manifold Flap delete & RS4 Injectors" but it's not in my reference DAMOS. Am I on the right track for removing the flaps?

Still hitting 10ms injection time around 4600 RPM and pulling load from about 4800 RPM regardless of injection time which stays below 10ms from that point on. This is with only about 1.4 bar boost and target .826 lambda! Actual rail pressure now always stays within a few bar of 129, my target. Stock injectors + IE HPFP (9.8mm piston) + RS4 PRV. Is the lack of fueling / requested load due to some injection angle maps or variable cam maps I may need to modify due to being MAFless / RFD / no 2nd O2?

can you post a log?  I wanna see actual lambda.

I dont see how your setup could be needing that much fuel - its not adding up in my brain

Hey Guys,

Sorry to interrupt yet again.
Just to upload the mappack I´ve been working on for that Seat Leon file I uploaded a few posts ago.
You´re welcomed to pinpoint any mods or improvements you think necessary...
BTW: I haven´t solved the VMAX limitation...

BR
Diego.

**Fuel cuts in log visible on pulls starting at rows 1650 & 2700.**

I got a couple hard cuts earlier, while not logging, just driving.

Logged later after restoring stock overrun settings, and LDRXN reduced 185 until 5,500 where it's raised to 190 to redline. You can see from the file attached that actual lambda tracks specified pretty well although not with great precision. Why is it so jumpy? Poor HP fueling calibration?

Looking at the parts of the log with high load / injection times, it becomes apparent that the car is getting serious fuel cuts upper 4,000 RPM range. I have not had any HARD fuel cuts whatsoever while tuning this car up until earlier today. Yesterday I replaced my fuel filter and then logged the car for about 30 or 45 minutes on the road that but didn't experience any hard fuel cuts.

HPFP settings:

Rail pressures, limiter: 129 bar currently (RS4 relief valve)
VHDP: 377 (50% over stock,but is it correct for 9.8mm piston?)
RQUAHDPK: 24 mm^2 (my IE HPFP is 9.8mm piston, not 9.5 like APR pump. How to check the value for 9.8mm piston?)

I'm a little confused about calculating RQUAHDPK and consequently VHDP because a 9.8mm diameter piston does not have an area even close to 24mm^2, a value 50% over stock and probably close for this calibration if not exact.

Also, nowhere in the LAMFA or BTS do I specify an AFR richer than .8, however, in the log the ecu is seen to REQUEST AFR in the .7s.

Is it possible my LPFP / LPFP controller is a problem here, and unable to keep up at higher flows? I was tapping out 5th gear on a regular basis before today without having hard fuel cuts, just load pulled into the 150s by redline.

If the LPFP controller is overheating that will shut it down - @ 4800 you're only at 6.8ms on inj timing then jumps to 14 when it cuts.  Does it do it in 4th gear also?

Yeah, it did it at least once in 4th, but it wasn't shutting down hard like that before today and it wasn't doing it consistently today.

First off, many thanks for this thread!
I am now confident that after buying yet another cable, I can start toying around with my wife's new B7 A4 with a 2.0T FSI.
Unfortunately I don't have the budget for real tooling so clones are going to have to be my choice for the time being.
As I understand it an MPPS cable may or may not be able to perform a full read of my MED9.1 ECU over OBD.
Anybody that has had success with fully reading on the B7 platform can you please post up what cable/version you used?
I also understand that reading and writing via BDM is a viable option for pretty much guaranteed results. I am not too keen on opening this ECU up at the moment, but if the success percentage rises to like 95% for BDM vs say 60% for MPPS (just guestimations based on feedback throughout this thread) then I will crack that sucker open.
Any recommendations for BDM clones that won't require reinventing the wheel to get up and running?

One last quick question. Is the immo pin situation similar to ME7 where it can be deciphered from the eeprom data? My main objective at the moment it to retrieve the PIN so that I can handle any immo hurdles that come my way. Tuning and mods are definitely later as my understanding of the differences between MED9 and ME7 increases.

Thanks all for any assistance you can provide me in helping myself, and eventually others.

mpps 13.02 clone doesnt work on 2007/2008 115G...  Kess works though

bdm also works - opening those things up takes a lil while...  bone tools, butter knives and heat gun :D

my v12 clone works on my 2007 115h

It wont work on a 07-08 A4 with 115g though...  I've tried...  A lot.

I see v12 and v13.02 all over ebay. I see a v16 on Amazon although everywhere else lists v13.02 as the latest version.
I know they are all cheepo china copies, but is there really a significant difference between them?

It seems like all the BDM clones are the same unit as well. Anything to look for in these or just go for the cheapest option and hope it works?

Any way to use a cloned vag-tacho cable with mpps software and have it do the same thing? Or is there something special in the hardware that requires me to buy a cable?

the chinese mpps v12/v13 doesnt work on b7 a4 - even though its listed that they do...  Kess v2 works - I've been told but cannot verify myself that euro clone mmps v16 works though.  Chinese BDM does work.  I just use that as backup in case.

The fellas that told you it works on their cars dont have audis ;)

ya mines vw

Your HPFP calibrations are correct:

RQUAHDPK = Piston radius ^2 or square of RQUAHDPK == piston radius >> 24.01 for Autotech HPFP (9.8mm piston)

You should make it slightly leaner, around 0.83 would be optimal.

Even with Autotech you will fall short of fuel below 5krpm.

I also suggest that you request the maximum rail pressure from 4000rpm and lower below that (e.g. 5 bars).

With those loads your LPFP shouldn´t be a problem.
With 330hp my stock LPFP has 77% duty.

Could someone tell me the map names needed to adjust the rev limiter?

I´ve tried all limiters listed in MED9 FR and they have no effect what so ever.
No matter if I set them to zero.

Need to raise the limiter from 6800rpm to prevent the boost spike when the TB closes.

Check this out, it has the correct limiter. There are several for varying conditions but one general revlimiter. I forget what it's called but should be obvious when you see the map names / descriptions.

http://nefariousmotorsports.com/forum/index.php?topic=6882.0title=

majorahole also posted a binary in original ECU defs to go along with this file if that makes things easier.

Already tried all of those.
I doubt those adjustemnts are working unless NMAX is adjusted.
He doesn´t have it even defined.

I changed it and watched the results with my own eyes on my own car using his map pack. Dunno what to tell you.

I am not the only one with the same issue on this ECU version.
As far as I know, no one has managed to raise the rev limiter on it (8P0907115).
Also the other "error" limiters (oil temp, speed signal etc) seem to be configured differently on this ECU.

I would need to find proven a binary with a raised limiter so I could compare it against mine in IDA.
Unfortunately these are hard to find.

Sorry, no experience with that ECU version :(

I think I got it now.
Removed all of the current NMAX definitions, redefined the variable and verified them with IDA.
I think I have previously missed NMAXTO which seem to be a requirement.

Previously I thought NMAXTO should be only used for excess oil temps but apparently at least the lowest temperature column needs to be changed for the new limiter.

LOL but no one has managed to raise the rev limiter :D

I haven't even tried to raise my rev limit yet with my map pack. No need to as I run out of steam before the stock limiter. I will try and see if I can find more limiters tho, for anyone who does want to raise theirs

So yeah, changed following maps:

NMAX
NMAXF (raised by the same amount as the limiter)
NMAXDZ (probably not needed, but wasn´t sure)
NMAXOGGA
NMAXTO

Now the limiter is working and the boost spike is gone ;)

Congratulations! That makes you the first to raise the rev limiter on this ecu? Have you considered writing a wiki about it?

Thanks for the ball busting  ;D

Can someone point me to a mappack for a mk5/s3 with k04-064 turbo? I need the boost pid to copy over to my me7.

regards

Back to the subject.

All of the ME9 ECUs read pvdr_w through measuring blocks, don´t they?
I checked both my original binary and Golf R (1K8907115F) binary and they both have the same variables in measuring block 115 (plsol & pvdr_w).

When I checked the address for measuring block variable 77 / 4Dh with IDA, both of the binaries have identical function.
The value range is specified to min 12h (18) and max FAh (250) in both cases, just as the measuring block description in FR says for pvdr_w.

Also when checking the DSVDGRAD & DSVDOFFS functions they too are identical between the binaries.
According to FR both of these maps access pvdr_w so I could get the DRAM variable address from there.

However would making a custom function to read the raw pvdr_w change anything if it is limited to 250 max anyway?

ok im having the issue also with my hpfp not hitting my limit set at 120bar. it will sometimes, but not every time i go wot. sometimes it will after i shift. im stock hpfp and prv. going to replace the fuel filter as i haven't since I've owned the car, and cuz my low side pressure drops pretty quickly after i turn off the engine/or as i saw last night priming the pump with the key. it will go under 3bar in less than 5min, which im pretty sure is not good. hoping this will help

well by making some changes posted by basano, it will now request 120bar!!
but sometimes it will make it fine for the whole pull, and then other times it will have the dip in pressure, which is kind of what i figured would happen, but sometime i get the full 120bar, makes me think there might be something else going on here

The dip is most likely the pump struggeling to deliver enough fuel if it is a stock pump. Does it usually happen in the low/midrange?

oh ya, thats def it. its between 3200-4400rpm.  i was thinking that my lpfp wasn't delivering enough, but after fuel filter change its working like its supposed to. dont really want to pay for the hpfp upgrade, but might have to if i want to be able to push it in the mid range. or get some rs4 injectors if i can find them cheaper then the pump upgrade

Injectors will not help. The HPFP will still be the bottleneck no matter what injectors you use. ;)

oh gayboobs

know of any great deals on a hpfp upgrade pin kit?

Would THIS (https://jhmotorsports.com/shop/catalog/jhm-high-pressure-mechanical-fuel-pump-upgrade-kit-hpfp-for-audi-and-vw-20t-fsi-p-2653.html) kit from JHM fit your car?

yes it would! thanks! seems like the best deal i can find so far.

Anyone have CANBUS log to read the immo data vía OBD?

Hi mates, I want to react on your post. I have recently done a tune on a mkV gti, and I have a matter with fuel pressure. With low boost I have a pressure drop of (10bar) between 5200 to 5700 rpm. And With High Boost I have 50bar drop between 4500 to 5800 rpm. Do you have any idea? Do you think that hpfp is going out? Our can it be a problem with the fuel circuit?

Cordially.

You certainly do not have a pressure drop of 10bar on the low pressure side! ;) Low pressure is < 10 bar.

What setup is the car running?

Is the drop you mention requested - actual?

he meant with low boost, not on the low pressure fuel system

My bad not paying attention.

Without further information my guess is that the stock pump is just maxed out.

ya. seems kinda late in the revs, but probably

Yes the pressure drop was on HPFP side by low turbo boost pressure. Thanks for the correction. The car only have decat fitted, with cts turbo intake. The car is running with a moded file. I am guessing that HPFP is over too. The matter is that I have not increase fuel pressure more than stock (110 bar). Do you think that with a S3 HPFP we will solve this problem?

Best Regards

The S3 pump is identical to all other HPFP's. They actually all use the same Hitachi pump. Only option is to upgrade it with some aftermarket parts or buy a complete upgrade pump.

thinking about this, then what's the point of s3 or rs4 injectors, if they won't flow any more fuel at the same injection time??

IMHO for the same pressure as they are larger, they allow a biggest flow of fuel (IF HPFP is able to keep high pressure in despite of this flow request bigger).

They do flow more at the same injection time. The limitation is in how much fuel the HPFP can supply, especially in lower RPM. In the higher RPM range even the stock pump can supply enough fuel to much larger turbos than stock.

ahhh I get it, if they flow more its harder to keep pressure up

Hi !
On many MKV GTI, there were problems of intake camshaft with models from 2006 to 2008. Check first the camshaft revision you have following this DIY: http://forums.vwvortex.com/showthread.php?3754451-How-to-check-which-cam-revision-you-have-DIY

Then if it's the good rev (B) you may look your fuel filter and then the HPFP  ;)
I had the same problem on my '06 MKV, I decided to change the HPFP camfallower, the HPFP and the fuel filter. I still have this 40-60bar drop with a tuned file and 10bar drop with original file. I have to change the camshaft :( :-\

So I have a question for the tuning gods here...

I have a k04 on my b7 a4, along with all supporting mods and then some (I'll put the list at the bottom).  Car is a tiptronic, quattro. 

Issue I'm having is there is a lot of timing pull, regardless of fuel used, and on both of the K04 tunes I have from my tuner.  The only thing that stands out on the logs is actual load is always higher than specified.  I logged mvb 206 and the values are off there as well between spec'd and actual, along with the scaling/compensation (what I was told that column is) showing at 1.19.  Replaced MAF, plugs, fuel and air filters, and did a carbon clean and made the MAF numbers higher, and the low power issue worse.  Today it went into some sort of limp mode and pulled out -12 even at idle on all cylinders, as well as pulling overall timing too.

My question to you guys is what could be the cause of this in the tune?  On the stock file, the car runs fine and fuel trims are 1.3 and 2.8.  On the tune, the trims are 4 and 17%. On the custom revision for me the trims are -0.3 and 7%

I have attached the logs of when the car is running in normal mode and when it's in limp, as well as a comparison log of the 2 files (prior to carbon clean, so the MAF is reading 10 g/s lower or so up top).

Any insight would be greatly appreciated.


K04, turbo muffler machined off, S3 injectors, Autotech HPFP, RS4 LPFP controller, RS4 PRV, R8 coilpacks, PFR8S8EG plugs gapped to .028, ER Dual SMIC, BSH PCV delete, full 3" exhaust, S3 DV relocate to before TB, 034 silicone hoses for intercoolers and turbo inlet, stock airbox with S4 filter and 3.2 duct.

I want to know to someone have already face to a power loss on 5/6 gear on a 200 tfsi engine? I am currently learning TFSI tune on a mkv GTI. I have lot of couple on low gear (1/2/3/4) but 5/6 it seem's like I have a power loss. I think that maybe the turbochargers is a low one and I ask for too much pressure at high rev (1.2 bar boost at 5000 rpm). At high rev turbo have much harm to keep pressure (1.1 bar reach not more). I am going to seek if IC hose isn't the matter.

Do someone have already experience this? Maybe my tune is wrong. I can provide my file if needed.

Current Modification on the car
Full 70mm exhaust with decat
CTS turbo Intake.



Best Regards . AngelPowy

Hi to all members!
Someone can explain me how to avoid dsg torque limitation on a VW Golf 5 GTI MED9.1, without raise torque limiter in the dsg TCU?
Is it possible to operate in the ECU software so dsg TCU can't see too much torque?

Anyone here with experience in altering the ASR maps on MED9?

When I am accelerating in 1st and 2nd or whenever the wheels spin the ASR are interventing way to much, so it feels like the throttle is on, off, on, off...

Is it possible to make this more smooth?

did you correlate IRL/IOP correctly??

Even if he did, there could still be ASR... I don't know anything about MED9 cars, but don't they all have ASR disable buttons in the cabin?

he said to smooth it out. I noticed it being more harsh when I didn't have those done very well

I am quite confident that IOP and IRL are okay (see below)?

I can turn it off using the button yes, but that just makes the wheels spin too much. 8) Was hoping to be able to actually use it to improve the acceleration, but that might just be me dreaming.

That is best done in the ESP controller (no, i don't know how that works) but if MED9 is anything like ME7, look at the ME7 tuning section on ASR.

MED9 is much like ME7 in many areas, so it might also be comparable in the ASR. I will take a look there. Thanks!

Another question: Have any of you ever come across a full pinout of MED9? I am askine because a friend are installing a so called WOT box.

You've already seen the install pdfs of N2MB's website?