NefMoto

This needs too happen! So many people are asking so many questions on 2.0t that there needs too be a stage 1 build!
I have a totally stock 2008 audi a3, that I've serviced everything except pcv which is getting deleted. Can we please start this thread now? Someone tried too start one but someone stated they are they same as me7. They are not the same!! Fueling is way different. Nyet what do I need too do to get this started?

i think its cuz the fueling has been covered for the med9 on here, and a lot of the rest is similar.
i believe i was the one that wanted that community thread before

So start one and post logs and bins. Nothing is stopping you or anyone else.

Yes!!
Problem, we can't use me7logger and I know you hate vcds logs. What can we do for logging? Just go with vcds or has someone made a logger for med9?

VCDS is easily good enough on these.
If there is some variable that you are missing, it is easily possible to add it to measuring blocks...
I wrote a VCDS label generator from .bin for MED9 some time ago for my own use, that processes the measuring block table and dumps a label file with the correct variable names instead of VCDS names.

I think I remember reading it. I'll post my bin and kp file too atleast show you what I'm working with. I'll start logging Monday than, I'll log the car stock so well know what stock should look like. Anything in perticular you want me too log?

Ok going to ask the big question with these cars, what is the condition of your HPFP?
Def log fuel pressure.
The PCV system is touchy on these, but for real stock logs should we not use a car with
working pcv (dont get me wrong I would run a block off and a catch can all day long) but
for science I think working pcv would be better.
Which DV do you have 08 could go either way, If its the rubber one it will most likely not make
it though this.

This is what I usually change for a stage 1 .


(KFMLDMX)Max Load for diagnosis;"KFMLDMX";"9x8"
(NMAX) RPM Limit;"NMAX";"1x1"
(KFMIRL)map for calculation of nominal charge;"KFMIRL";"12x16"
(KFMIRLS)map for calculation of nominal charge;"KFMIRLS";"12x16"
(KFPLGUB)Base boost pressure for Base of Ambient;"KFPLGUB";"8x8"
(KFVPDKLD)Maximum allowable pressure ratio for DK LDRA diagnosis;"KFVPDKLD";"12x10"
(KLDLUL)Threshold negative deviation of boost pressure for detecting overcharge pressure;"KLDLUL";"8x1"
(KFFLLDE)Factor for slow LDR intervention on rlmax via KR;"KFFLLDE";"8x8"
(KFTARX)IAT correction for maximum specified load;"KFTARX";"10x12"
(KFTARXB) Underlying IAT Compensation for Maximum Specified Load;"KFTARXB";"10x12"
(NMAX) RPM Limit;"NMAX";"1x1"
(KFMIRL)map for calculation of nominal charge;"KFMIRL";"12x16"
(KFMIRLS)map for calculation of nominal charge;"KFMIRLS";"12x16"
(KFPLGUB)Base boost pressure for Base of Ambient;"KFPLGUB";"8x8"
(KFVPDKLD)Maximum allowable pressure ratio for DK LDRA diagnosis;"KFVPDKLD";"12x10"
(KFFSLDE)Factor for rapid LDR intervention;"KFFSLDE";"8x8"
(KLDLUL)Threshold negative deviation of boost pressure for detecting overcharge pressure;"KLDLUL";"8x1"
(LDELDRAO)Upper limit for low-pass filtered LDR deviation;"LDELDRAO";"1x1"
(KFTARX)IAT correction for maximum specified load;"KFTARX";"10x12"
(DLUL)delta-load for overload protection-reset;"DLUL";"1x1"
(TDLDEUK)Time threshold for filtering of LDR deviation;"TDLDEUK";"1x1"
(TDLDRA2Time threshold for Day LDR - deviation (B_mxldra);"TDLDRA2";"1x1"
(TDLKVDKH)Time delay for deleting error code for leak in front of thorttle body;"TDLKVDKH";"1x1"
(TDLKVDKL)Time delay set by E_lkvdk in charge mode;"TDLKVDKL";"1x1"
(TDLKVDKLL)Time delay set by the suction E_lkvdk lower threshold;"TDLKVDKLL";"1x1"
(TDLKVDKS)Time delay set by the suction E_lkvdk;"TDLKVDKS";"1x1"
(TDLKVDKST)Time delay set to launch at the end of E_lkvdk;"TDLKVDKST";"1x1"
(TDLKVDKT)Time delay set by E_lkvdk in charge mode from idle speed  = true;"TDLKVDKT";"1x1"
(TULV1)delay overcharge cutoff, ti fade out step 1;"TULV1";"1x1"
(TULV3)Delay time for reset overload error;"TULV3";"1x1"
(KFFLLDE)Factor for slow LDR intervention on rlmax via KR;"KFFLLDE";"8x8"
(KFFWLLDE)Weighing Factor for LDR intervention on rlmax via KR;"KFFWLLDE";"8x8"
(KFTARXB) Underlying IAT Compensation for Maximum Specified Load;"KFTARXB";"10x12"
(KFTARXZK)IAT Compensation for Maximum Specified Load during knock;"KFTARXZK";"10x12"
(LDORXNHDR)maximum filling LDR at rail pressure control(error);"LDORXNHDR";"8x1"
(LDORXN)maximum filling LDR at E_ldo (overcharge error);"LDORXN";"8x1"
LDR p-Limit At zu high Engine temperature;"LDPBN";"8x1"
(KFFKRXTM)Factor to correct for rlmax at high engine temperature;"KFFKRXTM";"4x4"
(KFLDHBN) Boost Pressure Limit(Max. Pressure Ratio);"KFLDHBN";"8x8"
(LDRXN)maximum specified load/boost;"LDRXN";"16x1"
(LDRXNZK) maximum specified load/boost during knock;"LDRXNZK";"16x1"
(KFLDRL)Map for linearisation boost pressure =f(TV);"KFLDRL";"10x16"
(KFLBTS)Nominal Lambda for component protection;"KFLBTS";"12x16"
(LAMFA)Desired Lambda;"LAMFA";"6x15"
(VMAXESP)Maximum permissible speed if ESP fails;"VMAXESP";"1x1"
(VMAXNB)Maximum allowable vehicle speed in normal operation;"VMAXNB";"1x1"
(NMAXDVG)Speed limit for automatic transmission error signal;"NMAXDVG";"8x1"
(NMAXGA)Maximum permitted engine speed (stationary);"NMAXGA";"8x1"
(NMAXNL)Max engine speed for failure of speed Transmitter;"NMAXNL";"1x1"
(NMAXOGGA)Maximum permitted engine speed (short-term rise);"NMAXOGGA";"8x1"
(NMAXTO)Speed Limit at high oil temperature;"NMAXTO";"4x1"
Characteristic Maximum Limit Rail pressure Setpoint;"KLPRMAX";"6x1"
code word: catalyst diagnosis in OBDII-mode (reverse: European mode);"CDKATSP";"1x1"
(KFMLDMX)Max Load for diagnosis;"KFMLDMX";"9x8"
Timing map;"KFZW";"12x16"
Timing map Variant 2;"KFZW2";"12x16"
Setpoint Rail pressure in Operating mode Homogeneously-Knock prevention;"KFPRSOLHKS";"8x8"
Setpoint Rail pressure im Homogeneous mode;"KFPRSOLHOM";"8x8"
Setpoint Rail pressure im Shifts;"KFPRSOLSCH";"8x8"
Klopferkennungsfaktorkennfeld cylinder counter 0;"KFKE0";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 1;"KFKE1";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 2;"KFKE2";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 3;"KFKE3";"4x16"
Lower stationary Lambda limit for HOM;"LAMNHOMN";"8x1"
Threshold Exhaust temperature im Manifold for Component protection;"TAIKRBTS";"1x1"

Pcv is already ordered, I want a perfect condition car for this stage 1. Wow, stage 1 is no joke. Like I said Monday, I'll make stock logs of the car with working pcv (brand new)

Here it is, my bts maps might be off? Can someone check them if you get time. Thanks

Guys I think we should outline some basic differences, like what we are using for checksums,
what we are using for tuning, and other problems such as why these files cannot be crossflashed.

The other stage1 threads there are many people using those files as provided.
Unless I'm way off that wont work here unless its the same part number and we are using Mpps.
My understanding of this is not as strong as many others here so I am not the one who should explain it.

No need to mess with TULVx

Skickat från min SM-G800F via Tapatalk 2

I think instead of posting up the actual files, just screenshot/tables of your changes would be better.
I'm guessing most of the maps will be similar stock for all K03 2.0T FSI cars.

People wanting to use the tune will need to find the maps and do checksums themselves.

That's going to be a lot of pictures...

(KFMLDMX)Max Load for diagnosis;"KFMLDMX";"9x8"
(NMAX) RPM Limit;"NMAX";"1x1"
(KFMIRL)map for calculation of nominal charge;"KFMIRL";"12x16"
(KFMIRLS)map for calculation of nominal charge;"KFMIRLS";"12x16"
(KFPLGUB)Base boost pressure for Base of Ambient;"KFPLGUB";"8x8"
(KFVPDKLD)Maximum allowable pressure ratio for DK LDRA diagnosis;"KFVPDKLD";"12x10"
(KLDLUL)Threshold negative deviation of boost pressure for detecting overcharge pressure;"KLDLUL";"8x1"
(KFFLLDE)Factor for slow LDR intervention on rlmax via KR;"KFFLLDE";"8x8"
(KFTARX)IAT correction for maximum specified load;"KFTARX";"10x12"
(KFTARXB) Underlying IAT Compensation for Maximum Specified Load;"KFTARXB";"10x12"
(NMAX) RPM Limit;"NMAX";"1x1"
(KFMIRL)map for calculation of nominal charge;"KFMIRL";"12x16"
(KFMIRLS)map for calculation of nominal charge;"KFMIRLS";"12x16"
(KFPLGUB)Base boost pressure for Base of Ambient;"KFPLGUB";"8x8"
(KFVPDKLD)Maximum allowable pressure ratio for DK LDRA diagnosis;"KFVPDKLD";"12x10"
(KFFSLDE)Factor for rapid LDR intervention;"KFFSLDE";"8x8"
(KLDLUL)Threshold negative deviation of boost pressure for detecting overcharge pressure;"KLDLUL";"8x1"
(LDELDRAO)Upper limit for low-pass filtered LDR deviation;"LDELDRAO";"1x1"
(KFTARX)IAT correction for maximum specified load;"KFTARX";"10x12"
(DLUL)delta-load for overload protection-reset;"DLUL";"1x1"
(TDLDEUK)Time threshold for filtering of LDR deviation;"TDLDEUK";"1x1"
(TDLDRA2Time threshold for Day LDR - deviation (B_mxldra);"TDLDRA2";"1x1"
(TDLKVDKH)Time delay for deleting error code for leak in front of thorttle body;"TDLKVDKH";"1x1"
(TDLKVDKL)Time delay set by E_lkvdk in charge mode;"TDLKVDKL";"1x1"
(TDLKVDKLL)Time delay set by the suction E_lkvdk lower threshold;"TDLKVDKLL";"1x1"
(TDLKVDKS)Time delay set by the suction E_lkvdk;"TDLKVDKS";"1x1"
(TDLKVDKST)Time delay set to launch at the end of E_lkvdk;"TDLKVDKST";"1x1"
(TDLKVDKT)Time delay set by E_lkvdk in charge mode from idle speed  = true;"TDLKVDKT";"1x1"
(TULV1)delay overcharge cutoff, ti fade out step 1;"TULV1";"1x1"
(TULV3)Delay time for reset overload error;"TULV3";"1x1"
(KFFLLDE)Factor for slow LDR intervention on rlmax via KR;"KFFLLDE";"8x8"
(KFFWLLDE)Weighing Factor for LDR intervention on rlmax via KR;"KFFWLLDE";"8x8"
(KFTARXB) Underlying IAT Compensation for Maximum Specified Load;"KFTARXB";"10x12"
(KFTARXZK)IAT Compensation for Maximum Specified Load during knock;"KFTARXZK";"10x12"
(LDORXNHDR)maximum filling LDR at rail pressure control(error);"LDORXNHDR";"8x1"
(LDORXN)maximum filling LDR at E_ldo (overcharge error);"LDORXN";"8x1"
LDR p-Limit At zu high Engine temperature;"LDPBN";"8x1"
(KFFKRXTM)Factor to correct for rlmax at high engine temperature;"KFFKRXTM";"4x4"
(KFLDHBN) Boost Pressure Limit(Max. Pressure Ratio);"KFLDHBN";"8x8"
(LDRXN)maximum specified load/boost;"LDRXN";"16x1"
(LDRXNZK) maximum specified load/boost during knock;"LDRXNZK";"16x1"
(KFLDRL)Map for linearisation boost pressure =f(TV);"KFLDRL";"10x16"
(KFLBTS)Nominal Lambda for component protection;"KFLBTS";"12x16"
(LAMFA)Desired Lambda;"LAMFA";"6x15"
(VMAXESP)Maximum permissible speed if ESP fails;"VMAXESP";"1x1"
(VMAXNB)Maximum allowable vehicle speed in normal operation;"VMAXNB";"1x1"
(NMAXDVG)Speed limit for automatic transmission error signal;"NMAXDVG";"8x1"
(NMAXGA)Maximum permitted engine speed (stationary);"NMAXGA";"8x1"
(NMAXNL)Max engine speed for failure of speed Transmitter;"NMAXNL";"1x1"
(NMAXOGGA)Maximum permitted engine speed (short-term rise);"NMAXOGGA";"8x1"
(NMAXTO)Speed Limit at high oil temperature;"NMAXTO";"4x1"
Characteristic Maximum Limit Rail pressure Setpoint;"KLPRMAX";"6x1"
code word: catalyst diagnosis in OBDII-mode (reverse: European mode);"CDKATSP";"1x1"
(KFMLDMX)Max Load for diagnosis;"KFMLDMX";"9x8"
Timing map;"KFZW";"12x16"
Timing map Variant 2;"KFZW2";"12x16"
Setpoint Rail pressure in Operating mode Homogeneously-Knock prevention;"KFPRSOLHKS";"8x8"
Setpoint Rail pressure im Homogeneous mode;"KFPRSOLHOM";"8x8"
Setpoint Rail pressure im Shifts;"KFPRSOLSCH";"8x8"
Klopferkennungsfaktorkennfeld cylinder counter 0;"KFKE0";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 1;"KFKE1";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 2;"KFKE2";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 3;"KFKE3";"4x16"
Lower stationary Lambda limit for HOM;"LAMNHOMN";"8x1"
Threshold Exhaust temperature im Manifold for Component protection;"TAIKRBTS";"1x1"

I wiped my pc and need to get my kp to xdf working so i can make a nice diy

Faqs: Mpps only really works on the mk5 jettes, do not flash file read by mpps, when reading a Audi A4. Lesson learned. For checksums there is a med9 checksum tool right? I use winols for checksums

I do not know of a med9 checksum tool, but I dont know much.
If there is I would feel this thread would be a great place for a link.
Mpps is good on jetta, gti, eos, and a3? but no A4 i think that is correct.
I'm sure vdubnation is going to make this thread great, as far as pics vs
posting a file. I say we post the file and the xdf/kp so people can see the
changes it may help some understand same as before. I dont think there
is a way to copy and paste these so people are going to have work to use this thread
unless they happen to have the same part# as op.

almost the same here, besides i didnt mess with engine speed limiter as i didn't see a point, already dropping power by stock redline, so why go any higher?
and also i didnt touch knock recognition maps seems way too sketchy, at least for a stage 1
but i did include the optimal timing maps 1&2. found i had to to get timing where i wanted it.

also something to think about is the ecu doesnt like inj timing over 10ms

I've ran into a problem that might push this back a couple days. Rs6 problems

What happens when we go over 10ms?

You'll find fuel trims will be pegged at 25% as you're running out of time to inject the fuel. Bear in mind, GDI engines can't spray all the time like port injection, they have a window of about 380-70 degrees BTDC to spray. There are injection start time maps (similar to diesel SOIs) that allow you to advance injection to 430 degrees.

ecu pulls boost (basically)

Hi All

Thought I would join in on this thread as I am about to embark on tuning my new to me 2006 A3 2.0T BPY  w/ MT.  I am pretty newbish  but  have some tuning experience for my  97 AEB A4 1.8t which is M5.92.  Going from this to MED9.1 is a couple of quantum leaps forward.

I've BDM cloned my original ECU and know I can flash my MED9.1 using MPPS v13.

If this is going to be a community thread, I think it makes sense to use the feely available TunerPro tool so I will be using it for my contributions.

I've located a few map packs.  This one http://nefariousmotorsports.com/forum/index.php?topic=7088.0 is for TunerPro and this one for http://nefariousmotorsports.com/forum/index.php?topic=467.30 for winols.  Neither of these map directly to my BIN but are good guides for helping locate the various maps.

Comparing these map packs, I've noticed the factor for KFMIRL is 0.023438 in the kp and 0.025 in the xdf. Furthermore, the column factor is 0.001526 in the kp and 0.00164 in the xdf.  While close, for clarity and consistency, I would like to choose the correct factors moving forward.  Any thoughts from those willing to help?

As a first step, I plan on modifying KLDRXN, KLDRXNZK, KFMIRL and perhaps the scaling and values for KFMIOP.    I am consider altering scaling for KFMIOP because it maxes at a load of 160% and I plan on shooting for max loads in the range of 170% when altering KLDRXN and KLDRXNZK.

Original maps, modified KLDRXN, original bin and xdf for these maps only are attached.

At this point, my main questions are does the modified KLDRXN w/ 170% seem reasonable in profile shape (perhaps boost should come on earlier?) and is a 170% load reasonable for a stage 1 type of tune ?.  Once I have some feedback, will flash, log and post results.

Also provided here is a stock log.   Im in south TX so outside temps could be anywhere between 80 -100 deg F for this log.  I don't recall.

 :-\,  sigh, not much interest.  Guess I will  hack away at it and post a bin in the "rate my tune" section when done.  If anyone  needs a good starting point for tuning MED9.1 , I have been following this post as a general how to with good info:   http://nefariousmotorsports.com/forum/index.php?topic=5525.0title=.

Don't give up. Just trying to find the time to look through the thread. Thanks for posting some good info. It's also preferable to post your complete, unedited log rather than
 graphs. Also, what gear where these logs taken in?

We are listening, tomorrow is hope to join the forum with good logs! Also one of  the differences between me7 and med9 is obviously hpfp. Is there an advantage to raising fuel pressure?

Okay, thanks for the encouragement.  I took another stab at this.  I decided to use the scaling and factors from the winols map pack I found since these values seemed to agree with other posts I was reading.

I modified LDRXN and LDRXNZK from stock values by 15% across the maps. I know % tuning is frowned upon and will update this once I know what a more ideal profile should look like.

KFMIRL is also modified by +5% for 80% load lines and above so it requests enough load.

KFMIOP is rescaled and extrapolated such that 160% load is reflected in this table.

Pictures of stock maps and this (version 2) slightly tuned maps are shown.  Also attached is a stock log file and this version 2 log file. This v2 tune log was  done at about 90 deg F.

As seen in the log, I do not reach values shown in LDRXN in the  v2 tune.  I suspect it could be
KFLDHBN  limiting me.  I set LDPBM to 2550 across the board already.  Im  wading deep over my head  into FR to see what limits the load values but slow going after hitting a suggestion that it could be the exhaust gas temperature model.

Don't touch the spool area or you may get a pos deviation code.

I tend to max KFLDHBN until my boost response is where I want it, and my boost pid's are inline. Then, I go back and set it slightly higher, so it does not limit charge pressure, but still provides a margin of safety. Take a look through the stage 1 list posted here, and you may spot some other values that can limit you. Are you sure you're requesting enough load? Also, in MED9 files there are multiple LDRXN's, and some other maps. Either modify them all, or figure which ones pertain to your variant coding.

Understood.  Makes good sense to me, thanks.

Ill try maxing out KFLDHBN to see if this works and then tune for safety.  Thanks.


Im not convinced I am requesting enough load so looking into it more but I am pretty sure my bin only has one set of maps.   Dunno why but believe this is because it is an early bin and also because it is manual transmission.  Ill double check again for other LDRXN to be sure.  Thanks.

Got a busted window regulator that I have to fix before more tuning but should be able to tweak and log sometime this weekend. 

Okay, was able to squeeze in another flash and log.  Some improvements obtained by adjusting KFLHDBN ~+30% and KLDRXN +~20% excluding tails.

Loads go up and approach but fall short of the KLDRXN values. Actual boost is below requested boost by significant amount.  Somewhat surprised I did not get a code thrown. 

Maybe something else is limiting my boost pressure?  Sure looks like a correction factor is being applied when looking at how the  actual boost scales with requested boost for both profiles.   Perhaps I need to move on and start playing with PID?   I guess it could also be that my tiny turbo cant put out what I request in KLDRXN and I need to rescale this to more appropriate values.   I think all is okay mechanical as I have a new diverter valve installed.

Thoughts and suggestions about what to do next would be very much appreciated.

Log wastegate duty cycle. There are ways to get a higher sampling rate as well with VCDS. You should look into that.

Can you elaborate on this?  linky?  please and thanks.

EDIT - from ross tech site:


4.8  How can I speed up my sample rate in VCDS?

The sample rate for viewing and logging data is largely determined by each controller in the car. There are a few things you can do to speed up the rate for a given controller. First, logging one group at a time, rather than two or three, will help greatly. In order  to get the highest sample rate possible go to the Options screen and set Blk Int to 25 and Char Int to 0. Note, however, that this may cause unreliable communications with some controllers. Changing KP2 time to a smaller value speeds up the sample rate in Measuring Blocks on control modules that use the KWP-2000 protocols. Try setting it to 0. If any of these adjustments cause unreliable communications, change them back closer to the defaults. If in doubt, use the Restore Defaults button!
In Engine controllers using KWP-2000, there is a [Turbo] button when using a HEX interface.. This can significantly speed up sampling, in some cases to over 30 samples per second. See the Measuring Blocks page for more information. In Engine controllers using UDS, there is a "Group UDS requests" checkbox that can improve sample rates. See the Advanced Measuring Values page for more information.

Sorry to clutter the thread... again.

PID I max.

Look at the 1.8 and 2.7 community tune threads and the tuning wiki regarding i limiter.

The info you posted was what I was referring to.

Thanks all for the helpful suggestions.

I modified the  KFLDIMX 800, 1000 table data by  the same 20% that I had adjusted LDRXN; while capping it at a max of 95 I saw elsewhere in the stock table.   Ive  read KFLDIMX does not scale linear but figured this would be a good first attempt.

Updated XDF that has this map is attached along with the updated bin and log.

Improvements are seen in the log and actual boost tracks well with requested boost up to about 3500 rpm. Duty cycle after 4500 rpm is 95%.   Not sure if futher adjusment of KFLDIMX will help as I interpret this to mean the turbo can no longer provide requested boost at higher rpm based upon physical limitation.  Please let me know if this is wrong and further KFLDIMX adjustments are needed.

Unless someone suggests otherwise, I will taper my LDRXN so the actual boost can match requested boost.  Perhaps I should be looking at a turbo efficiency map?

Forgot to attach the log.

Yep. Correct on both accounts.


I think that will just tell you what you already know: the turbo is maxed out.

Next step is to make fueling is ok, then timing.

Wastegate actuator is loose or boost leak in that log, they easily hold 1.1-1.2 bar to 5000 and 0.95 bar at 6000.

Thanks for the info. At what range of duty cycle?

1.1 bar at 5000 rpm at 65% for me with slightly stiffened actuator.
0.95 bar at 6000 rpm with 95% dc.

These cars suffer (among other things) from loose wastegate flaps. That issue needs to be fixed before tuning.

Thanks for the waste gate alert, will return once whatever is wrong is fixed.

When you fix wg you will want to back out IMX significantly to avoid overboosting..

Been awhile but found time to tighten waste gate, then got waylaid by fixing an oil leak that took longer than I expected and job stuff as usual got in the way.  I could not find a boost leak and the duty cycle looks better to me.  Did this by turning the nut on the actuator and could not visually inspect, not sure if I tightened it enough. 

Thoughts if this looks okay very much appreciated. KFLDIMX is back to stock values.

Please post log

Log attached, thanks.

On further thought, think this needs a little more work



I'm .95 bar at 5000 rpm at 85%, 0.75 bar at 6000 rpm with 95% dc

Not sure how much these things vary car to car but will be back after tightening a little more.

It would be great to have logs from more than one car in this thread. I just finished putting a 20k BWT from an Audi, into an 06 Jetta that originally had a 215k BPY in it. Turbo is original, but pulls strong. I'll have logs to add in the next two days. Car is 100℅ stock with 0 faults, trims less than 2℅.

I agree,  more logs the better, otherwise wandering around in the dark when trying to ascertain reasonable values for those of us with little experience.


Sent from my iPhone using Tapatalk

My list logs are all 3rd gear pulls

You should get a 4th, and maybe a 5th to see how WGDC changes.

Slower ramp rate so you'll be generating more data for a given pull. Also eliminates any possibility of wheelspin.

Also, it's been my experience that WGDC response (especially up top) is different depending on the gear. Since we're on the topic shouldn't we be logging ldimx 0-4 if possible as well?

More than that, different gears present different load (analogous to different loading on a dyno); peak boost will occur at different RPM points, and the spool rates will be different, and the PID should (ideally) be tuned accordingly.

Teh Logs. I'll have some higher rpm 4th, and 5th hopefully later.

215k on the turbo
20k on the engine
100% Stock

A few suggestions...

Have each log (or file) represent 1 single wot pull. Saves time when trying to graph. Just started looking through your logs now. You also never mentioned what you're using to checksum, unless I missed it.

On the v5 log, maybe swap ignition timing pull for pedal position. How are you importing this into ecuxplot with no pedal position, and (what looks like) multiple wot pulls in the same log?

Edit: better 4th gear log than the one I posted in the previous post.

My logs were in 3rd gear.
Most of these cars have issues with actuators.

As for different gears - if the turbo is hotter, it will spool faster and require less dc to get to a certain boost.
There is a perfectly valid explanation for this, but I do not wish to write a wall of text right now.

Love to see the wall, if you're ever so inclined.

+1

How about some logs, since you're the one that started this thread?

I feel horrible, I can't get my pos a3 running right no matter what! I'm in between projects right now. A3 is next week.

Would this tunerpro file you have for boost work on a 1K0907115B 0261S02080 software 391667 trying to sort a high timing problem out

Just got my 2.0t finally running normal. Here is my stock log, I will be upping the boost tomorrow to get back on track with you guys.

Can you post your immo data (eeprom) so I could run the same exact file. We can kind of help each other and see if our cars vary.