NefMoto

2004 Jetta GLI - AWP 1.8t - 6 speed 02m.

Frankenturbo F4H k04 turbo
Audi 225TT injectors  (386cc)
AUDI 225TT MAF + housing

Changes:

Air Intake -
MLHFM

Fueling -
KRKTE
TVUB
KVB

Boost PID -
KFLDIMX (c+p from another K04 file)
KFLDRL (c+p from another K04 file)

Load -
KFMIRL
KFMIOP
KFMIOP Load Axis
LDRXN
LDRXNZK

Timing -
KFZWOP/2 (interpolate with new kfmiop load axis)

Other:
FVPDKLDUS (to correct limp mode from "pressure drop" code)
NLLM0/1/2/3
NFSM

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My goal is to come up with a solid frankenturbo k04 tune for my jetta that will make power comparable to other k04 tunes on the market, yet can control overboost better than the other off-the-shelve professional tunes on the market.  I want to throw away my MBC.

I started off by modifing MLHFM to account for the 225TT MAF and housing.  I adjusted KRKTE and TVUB for larger injectors and then further adjusted KRKTE based on LTFTs. 

KFLDIMX and KFLDRL were a cut and paste from another k04 file.

I then used the ME7TuningWizzard to guide me through load based changes.  I wanted to target around 1.2bar for my first iteration so I could focus more on a good boost/load profile.  I plugged my numbers into the KFMIRL advisor and took only the last column of data for my KFMIRL.  I then adjusted KFMIOP based off my KFMIRL and edited the KFMIRL load axis.  The chagnes to the load axis were then accounted for in KFZWOP/2.

LDRXN and LDRXNZK were modified.

Results:
Crappy part throttle, boost actual above requested at part throttle.  WOT is a bit better with boost actual/requested close but surges.  Runs a drives fine around town, but partial throttle, moderate load (going uphill) will result in overboost and little power. 

Original, Modified, XDF and logs attached.

Please advise.

Shameless visualme7logger plug.  Included screenshots of a couple sections of the log file posted above.

This is similar to my build, so it's a good to see what's going on and how you've changed it.  I've currently got a K03s so I've not had to change the PID, so I'll use yours as a base!

I've tweaked my IRL using the Excel too, and my part throttle isn't great.  It's not bad, there's a certain point where it surges and you can hear the wastegate open and stay open. 

It's not bothered me thaaaat much though.

change krkte back to the factory value for the TT225 injectors (tvub also) because you won't get a better calibration then Bosch unless you are going to run e85 or running the AWP 1.8t's factory "3bar" FPR.( Use a 4bar FPR from a 225TT or other audi, some of the v6 vw passats had them also or use an adjustable one) Adjust your fueling correction maps after. really you could just copy them over from the 225TT file also to get a better ball park figure and fine tune from there. Again Bosch spent alot of time getting those factory numbers using professional equipment. Maybe take a look at the TT225 boost PID also as its close already to what you'll need to make changes for. I think those frankenturbos have a tighter wastegate tension though but still you should get less overboost by using the 225TT boost PID settings. Also with krkte and tvub set to factory for the 225tt injector settings and fuel correction maps copied over and your fuel trims are > +5% or < -5% you have a vacuum or boost leak.

Thanks for the suggestions.  I have a 4 bar fpr on the way.  I will try to get my hands on an audi 225TT file and use that as an example going forward.

I just pressure tested my system last week and there are no boost/vaccum leaks.   The MBC that I have though (boostvalve) has a little pin hole drilled in it to make it "more responsive" which is a tiny boost/vaccum leak in itself.  Just another reason to throw it away once I feel safe running without one.

look at mine KFLDIMX
i made some changes in it after the same problem with K03hybrid turbo
now its ok
maybe it helps

p.s. but i have a hardware problem with pressure drops after 5k rpms so maybe you will need to tweaking WOT area, but part throttle is very good with my setup

Unfortunately, it was this part of the tuning process that murdered my part throttle.  So today I choose to pluck a few maps from the BAM engine code (225TT).  All of these maps are available in the "Understanding ECU Remapping" document that can be found in these forums. I took the KFMIRL, the load axis as well as KFMIOP and KFZWOP maps.  I've only taken a short drive around, but part throttle feels smooth like butta all over.  I'm really feel like I am going in the right direction now!   Once I get out to take logs I'll post everything up.

Here is a new log file and my my latest edit.  Feels pretty good and I think this is a good base for a frankenturbo tune for others to go off, but in no way would I consider this complete.  I have not adjusted load based fueling or timing tables yet and still has room for more power up top.

Latest log files show fuel going lean coinciding with the initial (over)boost spike.  Should I focus on the lean spike and try to account for it with changes to fueling maps, or should I focus on taming the overboost first?

I've updated the axis of and changed the last two rows of LAMFA for .85 lambda.  I've also increase fueling a bit in KFLBTS in the higher areas.

I would wait for that 4bar FPR and not change anything until its installed.

Agreed. always get fueling right first.

With the TT injectors you should be safe in the fueling department once you get a 4 bar in. I'll download your logs when I get home and take a look.

I love these threads, I really do. This is the entire point of the site that seems to be lost on so many others. Steve, good work. With your efforts here, and your other contributions. I will help anyway that I can :)

Thanks everyone for the positive support!  I turned my MBC down to 15 psi to keep the spikes at bay for the time being...  But I'll play it safe a keep pulls at minimum until then.

Attached here I have logs from my GIAC k04-02x tune that I took a few short weeks ago... Same hardware that I am running with this tune.  No issues with lean spikes with that software.  ???

why didn't you stay with giac?

And I beleive I had read somewhere that you also had an APR tune?

What would be the fun of just sticking with GIAC? ;)  I just felt there was room for improvement.  Subpar mpgs, overboost that required a MBC, without w\m it pulled timing like mad, and really didn't make that much power without the w\m either.

I have an allroad that had a APR tune from the previous owner that didn't work.  Had to work with APR's excellent technical support, ehem, for a couple months to prove that their tune didn't do shit.  They were very quick to blame it on a hardware issue.  This is the same tune they've been selling to customers for years (for a '03 allroad "R" ecu IIRC).  Turns out they didn't properly tune ldrxn (or one of the many on that ecu) and I eventually got an updated file from them which finally works.  The fixed tune kinda sucks anyway, so I am glad I didn't pay for it. :)

Funny story, the reason I came to these forums in the first place was for ME7Logger to get the logs that APR needed finally fix their shit.

Have you replaced the n75 with the MBC or running together?

MBC together with n75 for overboost protection.

Whitch 225TT uses 4bar fuel pressure regulator.  Called the local vag dealer today and thay didnot se any other than 3bar?

The TT225 has 3bar fpr stock

yep, I was under the impression that they came with a 4 bar reg when really what some people are doing is switching to the 4bar reg when using the 386cc injectors from the tt225 to do a k04 swap from a k03. I apologize for carrying on misinformation, glad you caught it.

This actually clears some stuff up for me too.  With the GIAC tune, their k04-02x sotware, I was running the 225TT's maf and injectors because they were a requirement of the tune.  After starting to do a little tuning here, it is now clear to me why GIAC would make those requirements in a tune.  'Cause they are lazy bastards and just took their base maps from the stock 225TT tune.  I didn't realize that the 225TT was a 3bar.  Makes sense why GIAC didn't require a 4 bar FPR.  duh.

So should I stick with the 3 bar or would it benefit to use a 4bar?

If you feel like spending the time to tune for the 4bar go for it. You'll get slightly better atomization and the injectors will be able to overachieve the rating of 386cc@3bar but not by much. What I mean by "not by much" is say you are running 3bar @386cc and you raise the pressure to 6bar effectivaly doubling the pressure, you'll only gain 1/3rd the total original flow.

Your pump will have to work harder all the time also and you'll find that the stock pump won't be able to keep up at higher rpm. That may even happen @ 3bar especially if its old. I assume if you can find a pump that drops in from a car that came with the 4bar reg then you'll be alright for the most part but you may as well go aftermarket.

As far as GIAC being lazy, I don't think so. They are selling a base map "safe" to flash and if you can get to one of their dealers and spend lots of money dyno tuning they'll go the extra mile and custom tune your ECU for whatever mods you have or want. Same thing with the other big name tuning companies. They all offer custom tuning of their software you just gotta go there or rent their hardware used to flash files to your ECU in some cases.

New day, new file, new issues to knock out.

I am having an issue getting the ECU to request over 15psi.  Expecting ~20psi. 

Log is attached and here's a screenshot of my last pull.  Forget that WGDC is a mess in higher rpms for now :).

EngineLoadRequested (rlsol_w) is maxing out at around 160 while specified is the values I'd expect (190s).  What could limiting my boost/load requested?

KFLDHBN and KFTARX

:)

KFLDHBN was the ticket.  I grabbed the 225TT map for this, as to not just max this table out, and all is well now. 

Also, I just learned of TLAFA last night as well.  The stock PL value it 2 seconds!  Set this to 0 (although I will experiment), but this should help me get more fuel initially and help with those lean spikes coming into full load.  Will log these changes when I get time... Note to self, if the TLAFA changes don't seem to take effect, check ZKLAMFAW.   ;)

Some tell me if I am off base here with fueling...

Made some more progress on boost control.

I need to improve a bit more on my requested load though.  I feel like I might be a little low and I think something is limiting it.   I may need to increase LDRXN a bit more in the higher RPMs as I feel like I might be leaving some power on the table there.

Attached are two logs. the "meth" was taken immediately after the other one with w/m turned on.

Here's my latest set of changes and I am pretty content with the results.  No more MBC.  Boost ramps to 20-21psi, rises to 24psi around 4k and then decreases toward redline.  This is a w/m tune.

Perhaps mods should move this thread into the tuning subforum....