NefMoto

Yes it seems LDRXN (load) has something to do with it, but for whatever reason on my 1.8T I'm seeing that it doesn't really "define" req. boost.

In the example attached here, I'm specing approx 178 load, going by the wiki that I can expect approx 15.5psi boost, yet requested max is like 20.5 psi (then tapering to around 16-17 psi).

Makes no sense to me.  I've attached the logs of my run (please excuse the weirdness, the car developed a large boost leak so boost never actually reaches requested in these logs due to it (just happened) but it would meet req. previous to the boost leak.

But my question still stands... how is requested boost actually derived from spec load.   Is it possible that mine is a higher request because of a modifier (IAT load changes to spec boost)?  I'm obviously missing something on my 1.8T here.

Are you at elevation?

What is rlsol?

Edit: just saw the graph...

Toronto is pretty much @ sea level (101 KPA)

Is it possible that req. boost actually follows IRL regardless if it is capped/limited lower via LDRXN?

I just noticed that the bost curve could be fairly close to what looks to be my IRL table (2080+300=2380mbar=19.9 PSI)?

I can't see the csv on my phone, but did you log anything that would show cam state?

Nope.

max((rlsol / fupsrl + pirg) / fpbrkds / vpsspls, pu)

Edit: ^^^S4 M box, but it won't be much different in other flashes

yes I did wnwise_w

Better have after making me dig up my template to find it.

lol

Savages4 had an issue like that. To get boost sane he cut load down to the 180s (still 20psi) via LDRXN.

Any correlation with the notchiness of target boost?

I'm assuming that you disabled ldo?

lol..  If I lower LDRXN (tried that a few revisions ago, the car feels like a dog).


Not that I can see no.  Requested boost is pretty stable.

yes LDO is maxed out

Phila, here is a snippet of the log w/ cam angle:

I could be wrong, but isn't wnwise just wnwi_ad?

So doesn't it just show the correction to bring the cam position to the reference position in relation to the crank reference?

on 1.8T 150/164/180ps engine cam isn't switched, it stay always in one position.
Only 210/225 version have variable cam timming active.

"1.8 liter engines with codes AWW and AWP use a camshaft adjuster unit with an electronically operated solenoid to adjust camshaft timing. The engine control module (ECM) will signal the solenoid to adjust camshaft timing based upon engine load and RPM. This allows for variable valve timing, resulting in cleaner emissions."       

This is quoted from my Bentley service manual. The 1.8ts with the AWW engine code are 150hp and AWP is 180hp rated.

yeah I have VVT on my motor

The actuator is there, code to run it is there, BUT it is never active. Easy enough to log wnwe_w and see for yourselves.

So is that on purpose? I find it hard to believe VW switched to a VVT setup and then didn't make use of it?

Just going off of target boost pressure, it sure looks active to me.

Can you get clean log (no boost leak) and include wnwsrm_w.

If wnwsrm_w isn't available, fnwue or anything that will show if the cam is adjusting will do.

Load is converted to pressure or vice versa via the factor fupsrl_w.

With active cam adjustment, fupsrl_w is basically calculated from KFURL.

Otherwise, fupsrl_w is basically calculated from URLNM.

I totally agree. Pretty sure VW/Audi wouldn't have installed the VVT actuator unless it was going to be used. It is simply not logical otherwise. They would have just used the old chain tensioner without the solenoid if they didn't want to implement VVT on the newer 1.8t engines. ex: the tensioner on the AEB 1.8t.

Here's little more evidence: VW/Audi has made 3 revisions to the VVT tensioner since it was first implemented. Why would they do that on a part that is "never used" ?

More evidence: My Bentley Publishers service manual says VVT is used! lololol It aids in catalyst heating during warm up which in turn betters emissions during the warm up cycle when there is access fuel being used to heat the catalytic converter!
 It is a MYTH however that the VVT on the 1.8t engines is used for performance like VTEC on the Honda engines. Now, what can be done theoretically is manipulate the maps for VVT for "performance" use. ex: activated during big turbo spool up so the valve overlap can do it's magic.

I will try to get some decent logs soon.  One thing I've been noticing is that it seems the car reacts funny when I pull the cluster fuse for logging.  Maybe due to lack of speed input to the ECU.

variable cam timing is never active in AWW AWP AUM AUQ etc to get more power etc , exception is only AMK/BAM/BFV engine where cam chain adjuster is used to gain performance in low and mid rev.
in AWW AWP AUQ AUM and any 1.8t with adjuster , it's used only to make emmisions cleaner exactly as bentley said.

Also same way on AWT engine based on logs. Here is picture of that map by masterj : (http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=3855.0;attach=6358)

1.8T with K03 on most VVT is not active on WOT at all because of the severe limits in turbo flow on those engines, active only at part load in some areas.
Different story on the 225hp VVT engines.