NefMoto

Please can someone confirm cdkat is at 181A0 in the following file. The value I am seeing is already 0 which I thought you had to set to 0 to disable rear cat?

http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=4445.0;attach=28860

So new topic for a new car/project. Car is a 2005 Misano red saloon with 145000km. I have had the car for about 3 months now and just been doing odds and ends on her..... gearbox service, cam belt and accessories. I have an airbag light on and after lots of digging and checking have traced that to a airbag control unit which is on its way from someone in germany.

Car is in having a complete 3" full stainless exhaust built and I need to code out the cats and then start playing properly with the tune.

cdkat at 181A2?

That file has tuner protection.

Thanks Nyet, I see the posts about it. I have made a few changes and I havent had the mil yet. I see everyone says use an older software version is that file on here somewhere? a link would be great

question everyone says use software 366304 but there seems to be quite a few differences between the files which I dont think are related to the tuner protection but actual maps... screenshot below of the 1st fee differences.

1st off so I should be able to just load up a 366304 original file straight to my ecu with no issues?

yes you should be able to

note that i was *told* B has tuner protection, I don't know this for a fact. If it works for you and you have the maps for it, i'd stick to it.

Its not my daily so havent put so many miles onto it so it might trip the mil.... I have modified it enough to blow my intercooler hoses off twice now  ;D

re the maps I am not 100% sure about the xdf that I have so I am having to double check alot.... cdkat for example is not right.

full 3inch turbo back stainless with x pipe... sounds amazing and not as loud as expected.

straight pipe, without silencers?

i also have a bit of a better mappack for the non-letter RS6 ... ill post it if i get a chance.

Yup

please that would help alot... I seem to have lost quite a bit of top end with the new exhaust. However low down torque and spool is alot more.

Need to do some logging tonight.

Be careful with that unless it is a 6sp

I was under the impression that smaller exhaust provides a bit more lowend and loses on topend than vs a 3inch ( a 2.5 for example) , this obviously depends on engine size and setup but from what Ive seen on youtube, thats how it is.

How about learning some basics about forced induction engines?
What a load of BS.

I havent said anything, I'am just repeating what other people say/show. How do you explain the "power of the 2.5 inch vs 3 inch exhaust" titled video , where obviously the 3 incher wins anytime except below 2500 rpm, where the smaller exhaust provides more?

And yes I know this is for atmo application , but I didnt say FI did I, just you nitpicking on stuff :)

not a 6 spd, I did do a gearbox service on it about a month ago and the oil was looking good and no metal filings on the magnets etc. I think long term my plan would be to go 6spd but for now any suggestions on max load that I can push through this box without causing damage?

(https://2eu.funnyjunk.com/pictures/Cup_8fef05_262536.jpg)

Gearbox needs modifying even for a decent stage 1 tune.

Ah shit, here we go agai..  ;D ;D ;D

Are we talking software or hardware wise? If its hardware wise please could you let me know what needs to be done so that I can contact a ZF gearbox place and see if they are able to do what is needed.

reverted to stock ambient temp was 20 degrees C and I am at sea level. I am not sure what to log to get actual vs desired AFR right now I have

 lamsbg2_w
 lamsbg_w

Can anyone see anything off that stands out in the following log?

?

lamsons_w
lamsons2_w

Nevermind looking at the file now my boost is all over the place!!!

laugh.... ja I need to figure out ecuplotx! ok so boost isnt all over the place,  pvdks_w   spikes at 4000rpm  ldtvm  kicks in at 57% and boost drops and matches 500rpm later and pretty much follows  plsol

Back to fueling.

Please can someone confirm my questions above about logging actual afr for these wideband V8s and if there is anything else I should log?

Thanks

dlamatr2_w       ;{}                                 ; {Delta Lambdasoll aus Abgastemperaturregelung Bank 2}
dlamatr_w        ;{}                                 ; {Delta Lambdasoll aus Abgastemperaturregelung}
lamsbg2_w        ;{AirFuelRatioDesiredBank2}         ; {Lambdasoll Begrenzung (word) Bank 2}
lamsbg_w          ;{AirFuelRatioDesired}              ; {Lambdasoll Begrenzung (word)}
lambts_w          ;{LambdaPartProtection}             ; {Lambda für Bauteileschutz}
lamfa_w           ;{TargetAFRDriverRequest}           ; {Lambdasoll Fahrerwunsch (word)}
lamfaw_w  
lamfawkr_w       ;{}                                 ; {Lambdasoll Fahrerwunsch bei Zündwinkelspätverstellung KR, WL}

Thanks Nyet have you had a chance to load up that map pack you have please?

anyone know what the std shift RPM is on these? I am trying to finf out if my TCU has already been mapped. Mine seems to change at 6800rpm which from the research I have done is what a tuned TCU would do?

No, it's not tuned.

Thanks PRJ, do you know anyone in South Africa that can flash my TCU?

so I keep blowing boost pipes off at the intercoolers  that I am assuming is due to the new 3" exhaust allowing the turbos to spool alot quicker and causing a boost spike and popping the pipes off? I have tried changing the clamps but even with t-bolt clamps it still is happening?

Here's a few suggestions.

1. Pipe OD and hose ID need to be completely clean. Like brake cleaner clean. I've seen people use hairspray to make it tacky as well, but I've never had to go to this extent.
2. T-bolt clamps are not necessarily the best in every application. Good quality worm drive clamps work well too.
3. Sometimes you can deform the pipe if you go too tight with a t-bolt.
4. I assume the pipes have beads?
5. Lugging wot @ low rpm makes this happen more.

Thanks for the pointers, its the 90degree hoses that go from the top of the intercooler onto the inlet on the front of the motor.