NefMoto

Car info: B6 A4 1.8t, 8E0909518AK-0003 ECU/software, tt225 injectors, k04-15 turbo, stock MAF, stock intake, test pipe into 3" exhaust.

I have been reading the wiki and both the 1.8t and 2.7t community projects. I feel that I have a decent understanding of LAMFA based fuelling and have been modifying a stock file. Logs are telling me that it now does exactly what I want it to do fuelling wise (whether or not what I am telling it to do is good is a different question of course...)

Now I am trying to figure out the correct way to adjust the load tables, LDRXN, KFMIRL, KFMIOP, etc. When I was just starting out I for some reason thought that LDRXN was the only table that mattered. Now I know I was wrong. I've been reading more threads on this, and also spent some time reading the FR. I started trying to think about this in boost, but that was just confusing.

This thread was helpful, but also added further confusion because there seems to be a lot of debate: http://nefariousmotorsports.com/forum/index.php?topic=7106.0
I did also noticed the thread posted before mine asks a related question, but it wasn't super clear.

Can someone confirm if I have this right?
LDRXN: the maximum load (or cylinder filling) the ECU will ever ask for at a given rpm
KFMIRL: maps pedal position (?) and rpm to driver requested load
KFMIOP: maps driver requested load at given rpm to a percentage of LDRXN

So then final requested load essentially becomes KFMIOP(KFMIRL(pedal, RPM), RPM) * LDRXN(RPM). I feel like I mixed that up somehow, but that's my interpretation.

If I wanted to change those, it is suggested that I simply move the

In the 1.8t community tune I noticed that the KFMIOP axis and data were changed but the KFMDS (which shares both axis) data was not changed. Other threads seem to indicate that changing KFMDS is not necessary, but that seems strange to me.

This is quite a long post, but am I correct in assuming that if I have fuelling right, I can increase power until I either run out of injector duty cycle, run out of air (turbo can't keep up/too hot), or the engine components stop being able to handle the forces/torque? And I shouldn't be worrying about actual boost other than whether or not I can efficiently make enough of it to fulfill the oxygen requirements of the requested cylinder filling?

Is there an easy way to split a log file into smaller sections? I have several 30 minute log which is quite large but I only care about several 15 second sections. Can ECUxPLOT or ME7VisualLogger export only a section of the file? (I already know ECUxPLOT can identify WOT pulls, which is super helpful)

raise last row of IRL to ~210, optionally smooth it with 1 or 2 previous rows
raise last row of IOP to ~95%, fix iop axis according to IRL
limit request load with LDRXN/KFLDHBN

not needed


these limits:
-injector duty cycle
-air/fuel ratio
-knock
-ignition angle

log pulls only

Thanks. So increasing the last row of IRL increases the requested torque at WOT? And then IOP changes the mapping of that requested torque to a percentage of LDRXN?
I want to learn the reasoning behind this, otherwise I would just copy paste the existing tuned files, or use the OTS tune that came with the car.


Why? Does the ECU not use this at all and therefore doesn't care about the changed axis values?


Thanks, that makes sense.


OK, had a feeling this would be the answer.

A few days after adjusting this all and getting some nice looking logs, I started thinking about timing and went to (re) read the timing section of the ME7 wiki, turns out all of these tables are described nicely there. Not where I expected to find that info, but oh well, now I know.

why?

Because the load section says to make sure that KFMIRL requests enough load. That led me to scour the load section of the wiki for info on this, and then when I didn't find anything there, look anywhere but the timing section (this of course is all to say that I should have RTFMed harder...)

While I think I understand why it is in the timing section, I think a link in the load section would be helpful. It probably would have been fine if I had just decided to blindly up the values, but I wanted to understand how they interacted first and got stuck in a rut searching the wrong places.

Oh also, keep in mind I am not using an S4 ECU, the 1.8t stock KFMIOP is capped at about 68%, so that added some confusion when the wiki said there was no reason to edit it from 89%.

Noob problems. Now that I get it, it's obvious.