NefMoto

This is my first attempt at modifying a bin and adding parameters to a xdf file. Im working on removing the rear o2 sensor as sell as SAI and would like some feed back if possible. Ive attached the files below. Thanks

06A906032DL ECU AWW 1.8t jetta 5speed

Ive been compiling a .xdf that uses parameters from a couple different.xdf's that ive found on the site. Can some one take a look and double check the parameter address's?

I tested the bin out and didn't have throttle response. This is the scan from VCDS. Ill be looking over the xdf the next few days to see if i can fix the issue.



12 Faults Found:
18039 - Accelerator Position Sensor (G79)
            P1631 - 35-00 - Signal too High
18042 - Accelerator Position Sensor 2 (G185)
            P1634 - 35-00 - Signal too High
17526 - Oxygen (Lambda) Sensor Heating; B1 S2
            P1118 - 35-10 - Open Circuit - Intermittent
17705 - Pressure Drop between Turbo and Throttle Valve (check D.V.!)
            P1297 - 35-00 -
17524 - Oxygen (Lambda) Sensor Heating; B1 S1
            P1116 - 35-10 - Open Circuit - Intermittent
17951 - Angle Sensor 1 for Throttle Actuator (G187)
            P1543 - 35-10 - Signal too Small - Intermittent
17580 - Angle Sensor 2 for Throttle Actuator (G188) Signal too Low
            P1172 - 35-10 -  - Intermittent
17796 - Control Module Malfunction - DBW Throttle Monitoring
            P1388 - 35-10 -  - Intermittent
18010 - Power Supply Terminal 30
            P1602 - 35-10 - Voltage too Low - Intermittent
16684 - Random/Multiple Cylinder Misfire Detected
            P0300 - 35-00 -
16685 - Cylinder 1
            P0301 - 35-00 - Misfire Detected
16686 - Cylinder 2
            P0302 - 35-00 - Misfire Detected
Readiness: 0110 1101 

Stop fucking with XDFs. Go back to stock, fix your dtcs.

here i was board, file has full emissions deletes and some more boost. fueling is based off bts (0.84-0.82 lambda at full throttle), lamfa is stock, kfzw has 2* taken out at full throttle. kfmldmx has 15% added to the last row and 8% to the row before that to keep maf signal too high code from triggering. kfdluls set to 1.2bar for overboost protection (lazy), kfldhbn set to 2.3bar besides the last row, ldrxn max load will be limited to 183 so that should put you some place around 16 psi ldrxnzk is stock last row of iop set for 95, irl modified slightly so it doesnt cap ldrxn. eskonf and emissions bits set for deletes modified file original hex and complete demos included edit wont allow me to upload hex and damos idk why @nye why?

Thanks for the help! Ill keep my post to a minimum.

http://cloud.tapatalk.com/s/5fa2d9dc3b8a0/LOG-01-020-031-115.CSV (http://cloud.tapatalk.com/s/5fa2d9dc3b8a0/LOG-01-020-031-115.CSV)

Vcds Log of 20 31 and 115


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Please obey forum rules re: logs

http://nefariousmotorsports.com/forum/index.php?topic=4094.0title=

Sorry won’t happen again.


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csv not text man
test is useless

Here is a log with a couple pulls in 4th gear. Ill upload another when I get some time.

Did you not read http://nefariousmotorsports.com/forum/index.php?topic=4094.0title=

You're not off to a good start.

Tbh I’m confused. I did read it and from my understanding I did exactly what it said. It’s a log from the above changes, I didn’t edit the cvs file, it’s not a txt file. I can’t get visual logger to connect so I used vcds. What exactly did I do wrong?


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I'm fairly certain ME7L supports that ECU

I'm sure it does. Unfortunately its unable to connect, with it giving me error codes. I've tried different setting with in the communication options. I have a few things left to try and will let you know when I get it working and what solved my connection issue.  

(Edit)
After reading http://nefariousmotorsports.com/forum/index.php?topic=12466.0title= (http://nefariousmotorsports.com/forum/index.php?topic=12466.0title=)
I was able to connect by pulling the cluster fuse.

The Attached logs are for a stock 06A906032DL.
This is my first attempt at logging and I'm not sure if they came out correct.

ECU identified with following data:
HWNumber    = 0261206890       (requested was 0261206890)
SWNumber    = 1037360227       (requested was 1037360227)
PartNumber  = 06A906032DL      (requested was 06A906032DL)
SWVersion   = 0003             (requested was 0003)
EngineId    = 1.8L R4/5VT      (requested was 1.8L R4/5VT)

i don't see anything obviously wrong. Clear the codes and see which ones come back.

That said, almost all of the signals are noisy as hell. Perhaps a bad alternator or a bad ground somewhere.

ECU identified with following data:
HWNumber    = 0261206890       (requested was 0261206890)
SWNumber    = 1037363351       (requested was 1037363351)
PartNumber  = 06A906032DL      (requested was 06A906032DL)
SWVersion   = 0004             (requested was 0004)
EngineId    = 1.8L R4/5VT      (requested was 1.8L R4/5VT)

The log attached is for the changes below. There was a couple new issues that came up while logging. Boost would sharply jump between 20-23 at WOT And There is a hesitation/ stutter between 2-3k Rpm at quarter throttle.
Im waiting on new coil packs to arrive before I do any more logging. Ill also be double checking spark plug gap.

Included upgrades
DV
FMI
Short Ram Intake
3"Down Pipe W/ Catless exhaust
4 Bar FPR
2.0T Coil pack upgrade
NKG 4644 BKR7E Spark Plugs

looks like wasegate issue 95% duty cycle and 4 psi throttle at 100%

That quite literally is one of the worst logs I have ever seen on this site.

Does this look ok to you? There is something extremely wrong. Plus the ridiculous amount of RPM signal noise in your log does not inspire confidence.

lol at least ill be remembered jk. I had a bad ground to the battery so upgraded the cable hoping it would fix the issue (obviously it didn't). Ill have to do some searching to find the ground issue. I just replaced the N75 Valve and that addressed the boost issue as of right now.

As far as the tune goes I created a test tune of my own referencing s4 wiki and martys tune. I adjusted BTS, IRL, Pedal position, LDRXN, KFDLULS. I was shooting for 14lbs of boost.

I do most the work on my car and I would like to learn how to tune it being that the tools are available. Im aware of the risks involved and at the very least this thread can be a what not to do. I appreciate the site and the work you all put in.

HWNumber    = 0261206890       (requested was 0261206890)
SWNumber    = 1037360227       (requested was 1037360227)
PartNumber  = 06A906032DL      (requested was 06A906032DL)
SWVersion   = 0003             (requested was 0003)
EngineId    = 1.8L R4/5VT      (requested was 1.8L R4/5VT)
VAGHWNumber =
ModelId     = G

The issue isn't tune. There are one more more things mechanically wrong, likely starting with the CPS.

Just to make sure we’re on the same page. The ecu with all the codes was a back up ecu that I’ve since returned. Currently I’m working on the original ecu for the vehicle. There are no codes at the moment. For give me for asking but As far as cps are you referring to camshaft positioning sensor or central power supply?


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crank position sensor, unless you're seeing very very bad misfires which is the cause of the horrifyingly rough RPM data.

pull the crank sensor out and make sure its not covered in metal shavings or any other type of rust or debris that could interfere   

Replaced the crankshaft positioning sensor, Coil packs, cam shaft positioning sensor, checked spark plugs and changed cable from battery negative to ground.

HWNumber    = 0261206890       (requested was 0261206890)
SWNumber    = 1037363351       (requested was 1037363351)
PartNumber  = 06A906032DL      (requested was 06A906032DL)
SWVersion   = 0004             (requested was 0004)
EngineId    = 1.8L R4/5VT      (requested was 1.8L R4/5VT)
VAGHWNumber =
ModelId     = G

Holy crap that is a fuckton cleaner. Looking it over now. Thanks for the new log!

Not sure what you're trying to do but this isn't going to work

Is it a issue with the log?


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Your CPS is fine now.

Tell me, what do you see in that graph?

First thought, boost looks like its all over the place. Second thought It looks like the requested boost is 19.5 and goes down throughout the rpm range. The actual boost peaks @ 20 but the log starts at 3800 rpm and tapers down drastically. As far as ldtvm not sure what that is TBH but the dips worry me.

At this point it would be good to review how turbo cars work, and what a wastegate does.

I’ll test the waste gate and see if it’s working correctly.


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You're on the wrong track. You need to check more than just the wastegate.

What should I be looking at?


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What is the log telling you?

Not sure to be honest. Being that requested psi is not consistent with actual psi there is probably a boost leak some where, also a possible issue with the n75 valve.

Mate, its the fact that your dc is 95% and you are dropping boost , its hardware limitation or issue. What turbo is this even stock ko3?

Not sure about the turbo, If it’s stock it should be a k03s. DC?


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Probably should stop doing anything before doing some reading on how turbos work.

Unfortunately I can’t tell what type of turbo I have. The plate is blank and I can’t get a good view of the turbo. I ended up getting it tuned locally and I’ll post some logs for comparison.


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Forget about "what kind of turbos you have".

That really isn't the concern atm. Please, take another look at your log, and do some reading on PIDs as well. You need to learn some theory first, before doing any further tuning.

Will do.


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I bought a tuned HS ecu that is throwing bank1 sensor1 p1116 code. So I read up on finding DTC but tbh its a bit over my head. Could some one break it down for me? I'm using Tuner Pro and HxD.

Thanks in advance.

http://nefariousmotorsports.com/forum/index.php?topic=567.0 (http://nefariousmotorsports.com/forum/index.php?topic=567.0)

Why on earth did you buy a tuned ECU?

It was tuned using tuner pro so I figured I could compare the two.


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You need to forget about any of that and figure out why your turbo is limping at 95% DC. Your car has serious mechanical issues, and you're buying random ECUs???

Studying other people's tunes is going to get you no closer to understanding how any of this works.

You don't even have any idea if *that* tuner knows what they are doing.

Yeah your right.... Let me go back to the original task at hand. Boost is not where it should be. So in the wiki I read PID and there is a couple things that could be the issue, KFLDIMX and positive deviation.

Being that these are software related we can rule them out correct?

Hardware wise the other things I should check for is the WG , N75 valve, and any boost leaks.
Am I on the right track?

Correct. Start there. You can also disconnect the WG line entirely to see if the car will make boost (carefully).

But before doing so, make sure you understand what disconnecting the WG line does.

Here are a couple logs. One with the N75 valve disconnected from wire harness. The other is with the Waste gate disconnected from the N75 valve.


ECU identified with following data:
HWNumber    = 0261206890       (requested was 0261206890)
SWNumber    = 1037363351       (requested was 1037363351)
PartNumber  = 06A906032DL      (requested was 06A906032DL)
SWVersion   = 0004             (requested was 0004)
EngineId    = 1.8L R4/5VT      (requested was 1.8L R4/5VT)
VAGHWNumber =
ModelId     = G

What is problem with you car? I can't find in tread?
As I can see , your turbo and WG are okay. But that desired boost is impossible high for K03S, it will never achieve that. Also what happend with fuel, your lambda go bellow 0.75

The original issue is fixed. Now the issue was not achieving requested boost. Attached is the graph we went off. As for the fueling this is the first time it’s dropped that low.
(https://uploads.tapatalk-cdn.com/20210129/c944f90f6a1679193c53c9d016baedaf.jpg)


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1. Don't use taptalk, it is bigger shit than req boost in that file
2. KO3s Can't make 20 psi at 6000 rpm, buy GT28 if you want that

Sorry, my mistake I was confusing this with a different thread.

Yes, drastically pull back your req boost.

Here is what the fueling looks like in Tuner Pro and Ive attached a log with every thing connected.
Ill pull requested boost back. As far a the fueling issue I looked over my stock logs and it seems to follow the same pattern. I have 4bar regulator, stock injectors and just replaced my O2 sensor.

Log ps_w and lambda control

One thing at a time. Get boost where you want it first.

Here is a log with LDRXN turned down to 170.53.

ECU identified with following data:
HWNumber    = 0261206890       (requested was 0261206890)
SWNumber    = 1037363351       (requested was 1037363351)
PartNumber  = 06A906032DL      (requested was 06A906032DL)
SWVersion   = 0004             (requested was 0004)
EngineId    = 1.8L R4/5VT      (requested was 1.8L R4/5VT)
VAGHWNumber =
ModelId     = G

I dont get what you are doing here. You see what your turbo can do. Why did you just reduce the whole thing instead of leaving the low end where it was, and tapering up top?

What is was your rationale?

I miss under stood, I hoped lowering LDRXN Would Level out around 6k. Can you explain leaving the low end and tapering up top?

LDRXN as you can see it go tru RPM range. Your boost meet req at low RPM (3000-4500) so you don't touch these.  That is low end RPM

Question for everybody, why after 5200 RPM lambda control stop working? I have identical issue on my B6 8E0909 AH file

Why are you lowering LDRXN at low rpms the same as high RPMs when it is quite clear your turbos aren't behaving that way.

Because I misunderstood "drastically pull back your req boost" I thought that was in reference to all of LDRXN. I Undid the changes to lower rpm range and pulled back the upper rpm range.

HWNumber    = 0261206890       (requested was 0261206890)
SWNumber    = 1037363351       (requested was 1037363351)
PartNumber  = 06A906032DL      (requested was 06A906032DL)
SWVersion   = 0004             (requested was 0004)
EngineId    = 1.8L R4/5VT      (requested was 1.8L R4/5VT)
VAGHWNumber =
ModelId     = G

Get rid of that gigantic cliff at the end, you don't want huge changes in req boost, nor do you need that huge dropoff

Once you have req boost where you want, the next step is imx

I cant seem to iron out the changes to the high rpm in ldrxn. Im shooting for 10 psi but i keep boost keeps fluctuating.

Your req boost now makes even less sense

It's so wrong the ECU is closing throttle, because your PID is numbed out.

Im bout to go log again but before I do does this look remotely close?

more or less follow this for taper, but stay a bit under it after 4500RPM

Looks to me like bad IOP/IRL

Or this

I adjusted LDRXN like you said and also increased IRL slightly. I left IOP alone because the last row is at 95.

Much better!

You're out of injector, you may want to pull a bit more boost after 5400 rpm

You miss something, injectors have enough flow for that boost, fueling is set bad. Injectors are not dialed in

Ok so lower boost a bit more after 5200 and adjust injectors via KRKTE and TVUB?

dont touch that until you are under 95% IDC everywhere.

i can't stress this enough; you cannot do any fuel tuning if you are out of injector.

I wont.  Basically right now were adjusting boost to bring down DC? And by going off WGDC we can determine what parts need to be smoothed out?

IDC is not the same thing as WGDC

Right. What I was trying to ask is what should I be looking for when getting wgdc under control? Follow the requested boost or sit above it?

Follow boost with minimal swings.

Here is the latest log with small changes to LDRXN and IRL around 3500-4500.

Still at injector limit. You can probably bring your reqested fuel to 12AFR ish (0.81-0.83) but you should log CF/KR to make sure

CF/KR?

Correction factor/knock recognition

dwkrz, not sure why you still haven't logged them, they're in the standard aliases, and one of the single most important thing to log for safety.


In any case, if, after pulling req AFR a bit, you see no dwkrz, you can always add timing and pull boost, which lowers EGT, provides a larger BTS and ATR safety margin, and may even add power since adding timing/pulling boost on small frame turbos can actually give you power.

Just logged with CF/KR but now LDRXN is out of wack again. Also, how do I bring IDC down?

you'll have to log more of the PID parameters, in particular


unfortunately you have a good amount of KR, so you likely need to bring down boost everywhere.

Still working on LDRXN but here is a Log with with requested parameters.

Now you're falling out of BTS so it is hard to tell whats going on with your IDC.... tapering to 7psi doesnt make much sense at all, though.

You'll have to be a bit more selective than just moving the whole curve up and down, and you need to decide on what fueling you want to be using, LAMFA or BTS.

I hope you are actually looking at these logs and not just waiting for me to tell you exactly what to do.

I am looking at the logs but I’m not sure what exactly I’m looking at like ignition retard or lambda control. Right now it’s bts.

before doing any further tweaking you should decide what balance between boost, fuel, and timing you want.

I’m thinking boost but what ever provides the most power safely. Could some one explain the benefits to tuning one over the other?

Generally, this requires a combination of both turbo tuning knowledge and access to a dyno.

For BTS vs ATR vs LAMFA, that's up to you, its yet another complex topic

For fueling, its pretty straight forwards, you dont want to run over 80%-85% IDC so you have headroom for ATR/BTS

For timing, keep your KR's in the low single digits

For preventing boost oscillations, tune IMX and DRL carefully, or use feedforward.

I know a couple places that have a dyno.

Right now the current tune is bts, from what I understand about it is that it has more depth to be tuned and is engaged by temp? Compared to lamfa which dosn't offer as much control?

What does idc depend on? How do i keep it down?

For kr where can i find that graph in ecux plot

What parts should I be adjusting in IMX and DRL? The last row? Whats feed forward?