NefMoto

Hello,
would like to tune the ecu myself due to the turbo install. Could you point me to the right direction, that what would be the correct tool to read and write this ecu?

Considering that motor doesn't have a turbo in stock form, that would not be a good place to start to learn.

I understand your concern and you might be right. But the tool shoul be put to order soon, that I have it at july. I'm not in a hurry with this project, at first the goal is just to get the car runnig with no boost or just 0.2bar or so. And thereafter bit by bit to achieve the needed knowledge.

 I havedone this conversion myself.. its not an easy one.. U have the 2 AFR sensors to tackel and then the other two post cat sensors. The ECU is totally diffrent from the other Me7s.  Checksum is not easy to do either.. But im still fighting to get this shit.. Im running 0.6bar today with E85..  but i have alot of DTC´s and other stuff that dont really work with the turbo..
U also have to rebuild the OEM fuelrail..

There are over 200 maps/functions that can be added if you want to do it right and have complete control, I have got up to about 196 so far.

I've written a boost pid from scratch for this for a project, and obviously done NA->Turbo conversion stuff.

You have to understand ME7 extremely well to do this right. Only other option is underscale the hell out of the MAF, but even then you will have issues.

Does this mean you can control boost using the OEM ecu?

That's what he said.

Im using and manual MBC.. Works for me.  But my tune need more adjusting.. Also a nice launch control would be nice.. I have manage to read and flash my ECU my self.. But dont know and cant find all the maps. Just came back from a little streetrace tonite.. Damn I need a better launchcontrol for this Gt35...

Anyone who has a really good tune for this car?

pm prj
he`s one of few people in the world who can made a really good file for this conversion  :)

OK.. prj ?

yep prj

Don't have time atm, too many projects.

When did you start calling the johns "projects".

Well gues i´ll start some kind of project thread on Me7.1.1G later this week. I have a car to test this on if more ppl are intressted. I have some testing done already on E85 + turbo.

There are enough files on here to define a lot of the 022906032 7.1.1. ecu's, best I've done is about a thousand maps/functions on a bde file in a day using only files on here and I could pick out a few fairly easy on this CB ecu of yours.

As for full controls, if you define one using such files you'll soon see the additional options over something like a 20vt or 551 file, notably exhaust cam timing, change over barrel functions of the variable resonance inlet/intake manifold etc, THEN it's onto to the trickier stuff for ldr controls for FI and what's missing and internal changes required.

This is how Im gonna start.. Going out from S4 wiki

Bank 1 lambda value goes -10 (part throttle trim?) and gives bank 1 too lean error. Both lambdas are in the exhaust manifold placed before turbo so, that mainly first 3 cylinders go to first lambda and second lamda gets the rest. But if I keep accelerating a while, then the bank 1 value goes near zero and is ok. So is the lambda sensor gone or is this something else? And if it is because of one turbo can not get working with two lambdas, is there a way to get it working just one lambda?

I had this problem.. sound similar..  You have Sensor 1 and 2 If they are located in the manifold pre turbo you should be okay.. But make sure they are separated enough. If they are to close you will get interference between the both sensors. I also think that the other two sensors (Post Cat sensors 1 and 2) play a role in this. Try switch location between the primary sensors. B1 and B2..

What manifold do you use? Kintetic or HPA?

I future i will try to work on a Mono Lambda control for this engein..  There is info about this in the S4 Wiki.. ITs used when S4 guy go singel turbo i think.

Manifold is this http://www.x-parts.de/Auspuff-und-Kruemmer/Kruemmer/Turbokruemmer/Turbokruemmer-VAG/Turbo-Kruemmer-fuer-VW-R32-und-V6-24V-mit-T25-Flansch::2515995.html (http://www.x-parts.de/Auspuff-und-Kruemmer/Kruemmer/Turbokruemmer/Turbokruemmer-VAG/Turbo-Kruemmer-fuer-VW-R32-und-V6-24V-mit-T25-Flansch::2515995.html).
Can the post cat sensors be coded out?

ASM mod needs to be done and ECU converted to single lambda... I can do this for a fee if needed.
Do not fit lambdas pre-turbo they won't last.

For correct conversion you need:
100% load patch
single lambda patch
boost control patch

And then lots of cal stuff has to be modified...
Definitely not something a "noob" can do...

This would be awesome if you could do this. Here is the original bin which I read from the ecu. Stock everything besides the turbo attached. At the moment the ecu has swedish tuner made file, I can try read it also. Can the immobilizer be taken off? I think I need to buy another ecu, that I can get the car running if the flashing fails.

Just googled prj and found out that I'm not far from you, can you do the dsg mapping too?

Yes, I can. If you are not far, contact me, and I can tune the whole thing properly if you want.
I am all for DYI, but trying to do a turbo project with DSG as a starting point has a learning curve of a vertical wall.

THought you said u had no time PRJ.. ;)

Michail.. U are using same file as me :)

I don't have time to screw around online, yes. It's a different story if someone brings me a car to be tuned on location.

Yes that sound like a better idea.. To bad i dont have any one near who do this. :(

What would be suitable injectors/fuel pump/maf/etc. for 3.2 BDB turbo and e85? Turbo is gt2871r 0.86.

Does the original exhaust pipe flow enough if the target at this point is ~450hp?

Does the rod bearings need to be changed?

Boost controller or boost controlled by motronic?

How much pressure does the original plastic intake manifold hold? 

When would PRJ have time to do the mapping for engine and dsg at the next summer?

Found encrypted bin of my ecu. Question is, does this mean that I can not write normal 1024kb file to the flash? Is the encrypt dismantle at this 406kb bin or somewhere else at the ecu?

"No read file has been encrypted"
what you got there is not even full read and is junk
start over i can help with load hacks if needed

The ECU file can be decoded from SGO in the VAG flash db, to get the original tune for the car.

Not directly related to this, but question to gurus is, that when table reading goes over max x or y axis, does the ecu read the max x or y from the table at that case?

Yes, it'll ride the last values.

Next question to gurus: dsg map tuner said, that he can't rise the clutch pressure (more than certain amount?) and therefore the ecu has to give the real torque to to the dsg to achieve good clutch pressures. Is this ecu send torque possible to alter by some variable or is only chance to change the range of the load?

Everything is possible.
But there are few who are able to do it.
The DSG and the ECU map has to be done by the same person, that's the only way you are going to get it to work right.
Showing the correct torque on this ECU is not possible with only map modification in a turbocharged application. Some ECU code paths have to be patched.

I have some time in September if you decide you want it mapped :)

I think, that I try my self first. Have to look, that is it possible to do a repeater to the can-bus after engine, by which would repeat all messages but change the ecu send torque value by boost pressure or something.

If you have a problem with simply sending the correct torque I can not imagine what problems you will have with tuning the ECU - for example throttle control that knows nothing about boost and so on.

Before I decided to attack the ECU, I did exactly this. I made a CAN interface that parsed messages on the fly and "corrected" the values sent. I spent hours and hours down this path. I gained total control of the CAN bus yet still did not achieve what you wanted to; increase the DSG clamping pressure.

I managed to verify that the DSG was receiving my altered values yet it still was not happy. The relationship between torque demand, actual torque, and many other torques, is critical and MUST be done by the ECU. It is far more complex than you think right now.

By all means go down the same path I did and I will help you with as much as I know, but really you are better off spending time on the ECU instead.

Could you explain why those 3 things are needed for the conversion? I currently run 2 lambdas (well, 4 if you could the narrowband post cats) so am interested to see what you say. Secondly what do you mean by 100% load patch and boost patch. Thanks,

They really should need no explanation; all are needed for a properly functioning torque model and accurate fueling.

The idea that you can just slap FI on a NA motor and not worry about the ECU is pure folly.... I have no idea why this persists. I suppose partly out of ignorance and partly out of wishful thinking.

This wasn't really the response I was after. I am not saying there is no need to worry about the ECU. I am worried! Hence I have asked those questions. I am not questioning if they should be there or not, I am questioning their relevance.

How is 1 lambda probe better for fuelling than 2?

WHAT is the 100% load patch that was mentioned?

WHAT is the "boost control patch".

What is changed in each of the above and why. I am interested in WHY, I am not interested in taking shortcuts.

These are the kind of questions that require a million of other questions answered. Like "why does the plane fly?"

In short:
You're going with single turbo and a single downpipe - so why install 2 lambdas? It can be done this way too, sure, but why?
>100 load patch is needed to make motronic "accept" boost pressure.
"Boost control patch" is needed to regulate part throttle conditions and not have the "on-off" car.

I think people have tried to put both lambdas in the same pipe, but ended up having bank to bank trim issues.

Precisely, they trim away from each other, so you end up with -25% on one bank 25% on other and then limp mode.
100% load - the ecu won't let you request more load, because it is NA and 100% means atmospheric.
Boost control is really twofold - the ECU needs to know when it can go WOT and when to use the throttle. It needs to know pre-tb pressure or at least an approximation to control the throttle correctly, and it needs to control boost somehow.

But really - read the FR and search for SY_TURBO, it will answer a lot of your questions.

Ok. Have you had any findings so far which you could share?

I am not entirely sure what you are after. But if you want to experiment, here is my breakdown of the CAN command:

outgoing.data.bytes[0] // throttle pedal status (idle / depressed)
outgoing.data.bytes[1] // Engine torque 0 to 410NM (as reported in VCDS)
outgoing.data.bytes[2] // rpm LSB
outgoing.data.bytes[3] // rpm MSB

outgoing.data.bytes[4] // unknown
outgoing.data.bytes[5] // accelerator pedal % 0-100
outgoing.data.bytes[6] // engine torque (loss) 0-416NM
outgoing.data.bytes[7] // unknown

Also bear in mind the DSG is more complex than set and forget. It replies to the ECU. For example it tells the engine to reduce torque so that it can change gear. You can prove this because it will refuse to upshift if you hold the torque at 100%, for example.

There are various behaviors like this, that you sort of get a feel for during experimentation.

Despite my analysis, I failed to achieve what I wanted to and have now chosen to investigate the situation from the ECU side.

Guys if PRJ offers to tune your car, you pay PRJ to tune your car...
I was once told by my favorite tuner that PRJ was his favorite tuner.

This was excellent info. This 0xFF is 410Nm resolution might be part of the PRJ hinted "same person should map ecu and dsg" thing -> resolution should be changed at both ends to allow larger numbers to be transmitted OR does the dsg use max pressures at 410Nm?


Yes it is likely that some day I'm again asking PRJ to tune my car, and well see how discussion ends that time. But now my car is far for ready to take to PRJ and I have to do mapping my self to keep the car moving as mods takes place.

ME7 funktionsrahmen, page 1635 contains exactly the same info, I believe.
Why waste time reverse engineering something that is documented?

DSG pressure control is closed loop PI with torque driving I based on measured and target slip. Of course there are pressure and current limiters, but apart from that if you feed it the right torque it will just work most of the time.
It is not like GS19 ZF6HP where you have maps of Revs x Torque with pre-set pressure values.

That is exactly what I found out by reverse engineering.

I searched extensively (before I found this forum) and didn't find any answers, that is why I reverse engineered.

Im running my LSUs pre-Turbo still works after 2yrs..  but for how long? Who knows..  I havent managed to patch my ECU to single LSU "yet" as my setup works for me... The 100% patch is done via the code in the MCU... There is a Max limit for the load axis.. Take the ign or KFMIOP table for example... The are max 100%.. and you want to be able to have more.. Open an Porsche 997T ols file if you have and study how its made. In a Porsche 977T the LOAD (relatives Luftfullning) is max 198%.  Correct me if im wrong but this is what i have learned. And I have to reverse engineer everything. To patch the ECU u need to disassemble the code to be able to read whats in there. IF you want we can work this trough together... just send me a PM

Yes I think with the e85 the temperatures are that low that LSUs do last (pre turbo over year now).

Some guru would advice, that is it necessary to scale every LOAD axis map 100%->current luftfullning to achieve the throttle control via throttle plate and boost. Would it be done (at first) by changing the throttle plate actuator code so, that say 50% LOAD would cause 100% plate opening and 50-100% would control the boost? No?

Yes the current throttle actuator code needs to be changed to throttle plate actuator and boost actuator code. Do this ecu have a fet to feed the boost actuator? What's the address of it's control variable?

Should have a program with what could turn the bin to a asm code. Then found a map which tells the throttle plate angle at LOAD, then search which subroutines uses that maps address...

Yes should start to look at the tuning. I paid a spare ecu but did not arrive, got money back. Have to use the current ecu, and hope it won't brick.

Most of your questions do not make any sense, because they are based on false pretenses.
You have no idea how the ECU works at all. To ask valid questions you must learn some basics, until then you are wasting time.

For boost control I used the intake flap driver.

Driver torque demand -> needed air mass -> needed load (cylinder charge) -> throttle plate if below 100 (atmospheric pressure) and boost if above?

So only way is to change all load axis maps when change wanted load (~boost)?

throttle plate if req P/R is below wg cracking pressure :)

This does not exist in this ECU. It is N/A. There is no concept of boost.
The ECU will limit with the throttle all the time and the throttle control will be all over the place because it does not consider pre-throttle pressure.

To do all of this right needs custom code.

You guys really don't have any clue what is involved to make a NA ME7 to handle boost properly.
It's not something 90% of you will be ever able to accomplish. No offence...
I've spent months on this stuff, it's really really hard even if you tune these things every day.

At the very least start with looking up the SY_TURBO constant in the FR and you will see why it is FUBAR.

That was kinda my point :P

But you knew that.

Finally started to try flash but likely erased flash and mpps does not see the ecu no longer. Eeprom programmer still works with boot mode (ch340 kkl). Ordered FTDI FT232RL cable, could it be, that with galletto the ecu could bring life at boot mode?

You can all relax now folks, I learned (thanks youtube) how to use mpps boot mode and got the car running. But could not save the clever Swedish tune which I paid several hundreds of €. I made the PRJ:s no crc patch and got it working, next do ignition retard and lambda rich at higher load to be safe to run the engine.

Logged dsg and showed 440Nm and 11bar. Can I get more only by ecu changes?

Well i guess if the ECU calculate more load it will send that to gearbox?  you can raise pressure in DSG sofware but not sure if that correct ?

Im looking into my DSG file now..

Max motormoment = 500Nm
Max Solldruck = 5.00
Hauptdruck 12 bar.

Im not sure what these are but maybe DSg i  another topic..

Heres what i found.. i defined an XDF.. But i have no explanation of what these factors do?..

Looked a bit disassembly and thought that easily can found pointers to variables. But does this addressing by DPPx registers cause that, that no way can search straight code addresses?

Are you trying to dissassemble code? I havent learned that yet.. but check this link if there is anything helpful

https://github.com/AndyWhittaker/IDAProBoschME7

Yes I looked asm by incructions found this forum. But I'm not interested code mods yet. I'm on a phase to dial in injectors and adding boost. Logged and found that some pecentage (load?) goes 140% now, does this meän that I can change maps axis to that?

I have no idea what you are talking about.

Might it been vagcom group 2 where this percentage value is (load?).

Yes VAG-COM Load is what represent the axis you se in the tuner program..

I switched all intake cam advances to zero and left retards as is. Seems to work. One exhaust map I changed more advance near redline but hard to say does it work because dropped 10cm of snow and no traction. Maybe some exhaustmap is missing. Throw maf reading too high and secondary lambdas heating errors.

Well nice to experiment some..  I haven't touched my Vr6T in a while its winter and its dark and its boooring... But when spring comes i will try to find what setting the cams have on "cold engine". I have seen some BMW M54B30 guys copy the Cold engine VANOS setup and paste it into warm engine when running with Turbo. When engine is cold it seems like the BMW uses none or less overlapp..  Maybe that method is possible on the Vr6 24v aswell..  Is there one VVT map for warm and one for Cold in our engines?

I have about 4 intake cam looking maps my ols, have put about same data all of those. Only one exhaust map my ols, but it seems to have effect. So far found, that original intake high retard at redline not work as good as smaller retard. And found that Low exhaust advance not work as good as about -10 advance. At the moment I have at high load intake at 10 and exhaust -10 through the rpm range.

No overlapp in other words...  Have you made your map just flat?

Not flat yet, still have exhaust high advance at idle (steady idle?) and intake high retard at low load (low pumping losses?).

BUT I don't get this torque thing to dsg. KFMIOP is near 100% all ready so nothing there? KFMDS engine drag moment, what would it do if lower or higher values?

Maxing KFMIOP everywhere accomplishes nothing of value, and will likely actually break things.

I just quickly defined some functions manually using one of my def files instead of in IDA or anything, could be wrong, but from what I can see there is a 190% load patch on it already. If it's had a custom map then this could be a CRC/MCU/Flashing tools thing and is still on the mcu?

I'll have to check/re-do some axis ref's if I continue to anything with this file, just spent an hour or so picking some out off a def file of mine as I didn't have a CB def file, as you can see though seem to line up okay;
(https://c1.staticflickr.com/1/481/31327296120_21cf2c542b_z.jpg) (https://flic.kr/p/PJhzHb)032CB v 032CN 2 (https://flic.kr/p/PJhzHb) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

This looks like your iop, strange as max torque limit is usually set at 99.22% and yours goes a little past that;
(https://c4.staticflickr.com/1/675/31584268611_5faa8be9d1_z.jpg) (https://flic.kr/p/Q7ZCFn)KFMIOP 032CB 032CN 032BG (https://flic.kr/p/Q7ZCFn) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

(https://c6.staticflickr.com/1/741/30889769933_36c5ddef2c_z.jpg) (https://flic.kr/p/P4C9qe)KFMIOP Top end 032CB CN BG (https://flic.kr/p/P4C9qe) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

From what I can gather from some of your posts, you're looking for MDNORM or something?
(https://c1.staticflickr.com/1/295/31327297760_c5525dd0e9_z.jpg) (https://flic.kr/p/PJhAcs)CAN Max torque 032CB 032CN (https://flic.kr/p/PJhAcs) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

These looked like inj;
(https://c8.staticflickr.com/1/532/31584269671_08493a3314_z.jpg) (https://flic.kr/p/Q7ZCZD)TEMIN 032CB V 032CN (https://flic.kr/p/Q7ZCZD) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

(https://c1.staticflickr.com/6/5586/30858163744_7bf6e7e47b_z.jpg) (https://flic.kr/p/P1Q9ZW)TEMINVA 032CB V CN (https://flic.kr/p/P1Q9ZW) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

(https://c6.staticflickr.com/1/597/31584270781_0f00d495c6_z.jpg) (https://flic.kr/p/Q7ZDjM)TVUB 032CB V CN (https://flic.kr/p/Q7ZDjM) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

Sod cam work for now, concentrate on the fuelling, boost needs code patching as PRJ said or was that done by the pro tune that was on it too if it's looking like the load mod is still on?

ESKONF;
(https://c6.staticflickr.com/1/771/30889765333_ca78e044ac_z.jpg) (https://flic.kr/p/P4C83V)ESKONF 032CB v 032CN (https://flic.kr/p/P4C83V) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

I managed to get a few functions defined this way in the hour or so I did it so I've added them here, also some info I did manually ages ago which might help any DIYers looking into these things.

ME7.1.1. can be a pain in flashing at times with some tools, routines vary in flashing tools and how they act with CRC's etc, if you're like me and don't come from a coding background and want things a bit easier I'd look into these on a budget;

MCU;
http://www.obd2express.co.uk/wholesale/x-prog-box-ecu-programmer-xprog-m-cas4-5m48h.html
Hex mods;
https://mh-nexus.de/en/hxd/
Auto Checksums;
https://www.ecufix.com/shop/index.php?main_page=product_info&cPath=2&products_id=180&zenid=jq9mvj8apn8mv45n0v0i39v5s0

*** Note - in the main maps file those are not what's needed for boost, it's just some maps/controls I was putting together to think about for it, far from complete.

There's a lot of stuff, thanks.

Tried KFMDS with different values, and found that to put it close to zero whole map suits the best at the moment: gear changes are more crisp and maybe added a little clutch pressures. A the moment the boost is 0.8bar (wg spring) and the gearbox holds this (dsg sees 500Nm and gives ~13bar clutch pressure).

The driveability is that good, that I don't think the boost control via ecu is necessary at the moment (small turbo instant boost, no PRJ:s mentioned kangaroo...).

Hmm now what did KFMDS do for kinda stuff?.. i´ll check that out.. thanks for sharing some observations.  Mine hesitates over 0.8 bar I think i should work more with the DSG file.

Is this the parameter that you changed to 13 bar? : Mindest-Hauptdruck beim Zuschießen

All I have done is MDNORM to 420Nm and KFMDS to 0.01 whole map. I have not tool for the dsg yet, which works with it?

Which sparkplugs would be good with e85?

I made an XDF for my DSG.. Try this. Be aware its not fully tested..

Jim_Coupe, or Mikhail, did either of you manage to get the DSG clamping properly yet?

I am in the same position. Running 1 bar boost pressure, the clutch can slip in 5th or 6th. It seems the ECU thinks the max torque is 410NM, the ECU sends its percentage torque request (max 100%) which obviously cannot be more than 410 (in software) but may well be higher in reality.

Anyway... we need to somehow sort the DSG out because we cannot progress anything further without this piece to the puzzle.

I am using the CE ECU. At this point I would like to pay someone and have it done properly.

Is your DSG mapped? What torque does the ECU report to the TCU?

I don't know properly, but somehow dsg sees 500Nm and gives 13bar.

What about FMIVL, looked some ols, and it range seems to be 0...2, and the value being about 1. Might it allow the torque be above 100%. Just guessing.

Is it mapped? Yes and no. It is indeed mapped... but it behaves no differently to how it did before the map. But... I don't believe it was mapped correctly. The guy didn't have the correct definition for my DSG version, so not everything could be translated.

The torque figures sent to the DSG are appx 400NM. I believe 400NM is in the upper "bin", so the DSG should try and pump as hard as it can at this point. In this situation the clutch pressure is ~12 bar.

I would like to try upping the pump pressure (and the associated timing, too).

When the throttle opened fast and boost build fast, the actual lambda goes first too rich and then lean before it stables near requested lambda. Would it be WFRL which should change at some direction (lower)?

No im stuck with clutch slip @ 0.9 - 1.0bar boost..  I haven't raised my clutch pressure yet. Its around 13 bar now. Not sure how much you can raise this but im gonna experiment more with this as soon as the snow outside melts lol..  But as you say the ECU sends incorrect torque to the gearbox some how. I haven't been into the DSG so much yet but keep on investigate. Wasnt there a map in the ECU that sends TQ to DSG? I dont have the files in front of me here now but I can check later.

From Nefmoto user: "the system max pressure is 31-32 bar before the relief valve opens" (Source: ROSS-TECH)
http://nefariousmotorsports.com/forum/index.php?topic=7617.0title=

DSG pressure discussion here aswell: http://forums.vwvortex.com/showthread.php?5597129-So-what-is-the-highest-clutch-pressure-the-DSG-is-capable-of

United Motorsport was able to get 19.5 bar with SW only they say..

MPPS seems to be dead. Should order next flasher, would be good to do ecu and dsg with the same flasher. Would kess eu 2.08 do it? From where to order?

If you want Kess => Www.alientech-to.it.  But Cmd is better For DSG.


Verzonden vanaf mijn iPhone met Tapatalk

Cheapest possible chinese kess v2 2.28 ordered. Damn their new year vacation.

Yes  ;D kess is coming via dhl! What about the checksums of the dsg?? And if I manage to increase (needs asm changes?) clutch pressures, how close is the gearbox mechanical limits?

Looks that kess is pretty useless with old dsg. Does not see the tcu via OBD. would it work via tcu connector?

Kess V2 sold with 6€ profit. So it's 2000€ CMD then... 2nd clutch starts to be shot, 1nd clutch keeps somewhat. Tryed to put ignition advance efficiency to 128 to achieve greater torque shown to dsg, got bad idle and lazy throttle.

So you are trying to achieve more torque to the DSG by raising the ign efficiency? Why?

Hoped that would do miracles... Tried also the CWMDAPP bitts with that, no luck. Made basic settings for the dsg and looks that the 2nd cluth recovered. Although basic settings didn't go throuh and now PRNDS is flashing.

Have you ever tied to just raise the pressure in DSG sw?

Only tool which looks to work with the old dsg is CMD. No clones available.

Ahh seen !

Noticed that after dsg pressure adaptation reset the clutch holds a while before pressures adapt. If only would be a way to prevent the adaptation.

What do you mean exactly?
don't understand...

I got turbo fever. Thinking of changing the gt2871r to efr7163, BUT does it flow that much better around 1bar??

Buy a cheap DSG reader like this;
http://www.vipprogrammer.com/dq200-dq250-dsg-reader-for-vw-audi-gearbox-data-mini-dsg-reader-programmer-857

Only used tuners pro ones so far but a cheap ktag should get you flash and mcu read on bench if you're just doing your own and you should be good to go for it all.

Most pro tuners struggle with the definition of the file either because it is the data changes in the way these are modified for flash files or, as you can see, ever so slightly different values, setting the colours on a hex editor well would help you see the patterns;

(https://c1.staticflickr.com/3/2668/32227631014_146ca93b18_b.jpg) (https://flic.kr/p/R6R2UA)Accelerator pedal angle (https://flic.kr/p/R6R2UA) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

The data is stacked in various ways, not sure if it's the protocols of various tools changing things as most I deal with either try different tools or tuners with different tools, or a big/little endian thing as oem but it takes ages to define them properly, especially if they are already turbocharged and most tuners won't spend days/weeks piddling about like this for free;

(https://c1.staticflickr.com/3/2894/32227630744_b82eeb8135_b.jpg) (https://flic.kr/p/R6R2PW)ST10 DSG Tuners unable to line up (https://flic.kr/p/R6R2PW) by Rick B (https://www.flickr.com/photos/146155164@N03/), on Flickr

Late (v18/21) MPPS show being able to tune across k-line for these 711's but not used them yet, either way get a dsg reader for ease!

I ordered a new turbo gt3582r high flow 1.06ar. Comes a new manifold too, question is were there a solution for the single lambda? Or has to put stereo pre turbo?

I generated .ecu with ME7Info to get RAM variable addresses. Then subtracted DPP2 (0xE0*0x3FFF) to the address of some address to get the address value which thought could found to asm. BUT no match, close but no match. So this ME7Info no good for me7.1.1g??+?

1) E0*4000, not 3FFF. But why would you do that? Create a RAM segment at proper location, this will allow you to get proper references.
2) ME7Info seems to be working fine for this ECU.

ME7info and logger won't work with ST10 ecu..
What RAM adress are you looking for?

Correct... only way is VAG-COM  and it sucks to due to poor sampling rate..  i have tried turbo mode but not good enough.. sucks..
Is there any other way to log this ECU? Is there some other VAG softwares that can be used?

It's the mono lambda I'm looking:

"The SW solution is to force bank 2 trims to be equal with bank 1 trims.

Basically copy over these variables:
fr_w
frm_w
fra_w
frau_w
frao_w
rkaz_w
rkat_w"

Would not like to put stereo lambdas at turbo upgrade.

022906032CB 5604.Bin from this thread is what you're using?
Then try ME7info, it does work.

Yes. But look the pic. And could someone hint how else is memory addressed than direct??

Create memory segment (0x380000), so it can properly cross-reference vars. Also, load your data to the proper offset (0x800000).
Your default DPPs seem to be wrong. The "default" ME7 0x204,0x205,0xE0,0x3 work fine for this ECU.
ME7info won't pick up all of the variables used by the ECU, so you'll have to guess or get something else to reference to.

However, most of those "lambda-related" ones should be there in the ecu-file.

Thanks. Still no match to to mono lambda stuff. Lambda voltage match Found one time maybe some init, how it is assessed elsewhere  ???

Set DPPs correctly!
Goto start of the flash segment and "edit-segment-set default segment register value" or something. Do it for all of them.

Single lambda done. With bank 2 lambda unplugged seems to work ok, but group 31 lambda 2 value sitts still, is that ok?

as long as block 1 gives same adaption on bank 1 and 2 it will be fine i think.
What have you changed to get it done?

Yes block 1 shows same value for both banks. I searched where bank 2 variables were written then modified the asm at those places so that bank 1 values were copyed to bank 2. 74 bytes were changed. Probably should look a little the lambda diagnostics because at the moment no fault codes comes despite primary lambdas plugged or unplugged (diacnostics is off due the secondary lambdas remove because of mot).

Have you just copied everything that calls fr2_w to fr_w RAM value?
Than you also copied the one for diagnostics too, than measureblock 1 value 3 and 4 just read the same.
And you still don't know it it works ok.
If you haven't changed measureblock reading RAM value it should be ok.

I have changed only bank 2 variables writing (value is placed to the variable) in those places were the result of the calculation is written to the variable. There were a few initializations as well and those I left alone because looks that they don't matter.

I looked the rlsol 100% limit code and wondered that how does the throttle control handle it if I remove the limit??

throttle has no problem when rl goes over 100%.
Have you found RL limit yet?

Search for
      0001   0050
001C   001D   0001   0002
004A   000A   0001   000A
0007   0009   0001   0051
0050   0055
in your file, and replace with:
      0001   0050
001C   001D   0001   0002
004A   000A   0001   000A
0007   0009   0001   0051
0050   0055   0001   0002
0019   0057   0001   0002
0055   0044   0005   0006
004A   0053   0258   0051
0000   025A   0000   0000
0000   0000

Than you can see injection time of bank 1 and bank 2 in measureblock 7.
Than you know for sure if monolambda works ok.

Not looked the RL yet, thought it is ok as it is, no? And kind of RL limit would be rlsol limit. NA engine mrfa overrides rlsol/rl comparison at high torque demand, no?

If your load doesn't cap at some point you have no problem.
MRFA should be no problem

I'm wondering would 1bar wg spring be ok? Wg is namely 50mm but the valve hole is 46mm. So at the car with exhaust pressure the boost would probably be around 0.5...0.7bar with the spring only? The turbo is garrett gt3582r hf with 1.06 ar. Now 3.2 vr6 guys thoughts about this.

 Im runing a similar setup.. But TIAL 38mm

Though should not have boost creep.

Uhhh, how do first 4 cyls get vented?

There is no way in hell that wastegate stays on that manifold, that is going to crack.
There is noooo way to weld to shitty cast and get a positive lasting result.

If space permits, I would add an adapter between manifold and turbo (flange+short pipe +flange), on which the WG should TEE in.

I tested how easily this cast cracks when I made the hole for the wg. It did not crack but bends, had luck to get this manifold. Welds did not crack. Should last.

Or weld a wastegate directly to the turbo... but the truth is this most vr6 turbos get away with
terrible wastegate placement because they run low boost and small turbos.

This is log style manifold.

I run similar as i said no problems as long as you run low boost up to 1bar.. I have a GTX3581R with no boost creep with 38mm TIAL WG..  But a friend thested a "pulse split" mainfold recently and it held as expected more boost towards redline @6700rpm.. With the manifold u have it gives more torque at lower rpms and build boost more quickly. The boost taper off quick as well.. But when running 3.2L thats not often an issue :P..  I welded my LSUs into this manifold and it suprised me that the welds havent cracked after 2yrs now..

If welded correctly there is no issue as by default those are stainless steel ones(Rothe)...At least mine is.I have seen cracked ones though being sold here in Germany but were already 4 - 5 years used on such engines.

Does e85 winter and summer blends have how much knock resistance difference? Went logging and maybe had bad fuel because retards that much. I have 16 decrees anvance at redline and retards 5 decrees of that. Lambda 0.8. Bropaply the e85 is old crap here because no one uses it.

I tested that how would work boost up at launch by KFDZWKG. I changed lambas to driving speed and changed the table so that stationary gives severe retard and when the speed rises the retard ends. Otherwise plays good but the speed input loops over meaning when the speed rises the retard goes on again. Maybe changing the lookup function could help?

Where do u live? E85 can be diffrent in other countries....   I have never got ant knock ever from E85... In some way it scares the shit out of me..  Im now boosting 1.4bar on stock compression and E85

Your car has to be mind blowing fast  :o How much you have ignition advance? I have now only wg spring pressure 0.65bar and the car goes 80-120km/h to 2 seconds which is few years old gtr and 911 turbo territory. I live your East neighbor. Yes I suspect that this tank of e85 was a winter blend and might of been pretty high portion of low octane gasoline.

Wait 1.4bar on a 11to1 vrt?  :o i'm going to try and find if you listed what turbo your runing.
But 20PSI?

Im running a GTX3582r with ceramic ball bearings, 1000cc bosch ev14 injectors and E85.. I measured the content of our E85 in Sweden and it was very accurate now in summer. In the winter the E85 is more gasoline and les alcohol.

Im suprised right now that the clutch can take the load.. And yes its really fast. It takes on TTRS and RS3 with no problem. :)
E85 loves high compression ratio.

The ignition its on the edge :) I think more can be done to the tune in this area on a dyno. Ihavent bothered since the car just feel awsome anyway.

Fueling is spot on where i want it. (well almost.. to rich in some areas.)

Its debatable if my tune is a good tune in nefmoto terms...

Looks that the ignition retatard I had was due that, that I turned the exhaust -25 because of spool and caused a lot of residual gas left in cylinders. Turned the exhaust to -10 and no knock, also took the lambda to 0.84 (from 0.8) which may affect as well.

I can just say that today was the day i blew my head gasket :)  I was racing on the highway against an unknown Golf R. That Golf guy pulled over to se if I was Okay because he had never seen a car smoke that much in his entire life hahahaha... The engine was pushing lots of coolant through the exhaust.

I migh have been boosting more than 1.4 bar.. more closer to 1.5bar. When i got home I realized how stupid i have been. I raised to much boost without retarding my ignition in that area of the table... Before i was only runing around 0.8bar..  This is the lurky thing with Ethanol.. U will never hear knock... U will only produce more and more cylinder pressure and then BANG... hehe.. I see this as a good way to learn from a fatal mistake :) This will only give me an excuse to rebuild the engine. It has been a very good season but now it ends. lol. Gonna put the car in the freezer for a while. But it wont end here :)

Have to say that this is tough engine, metallic head gasket gives first than OEM bottom :D Now you can say that had you more than 20 decrees advance at limiter?

What would be good enrichment for start for e85? At the moment I have 0.112 lambda up to 14 decrees Celsius and above that goes to 0.75 at 30 decrees. It starts but could be better. Here usually morning temps are about 10-15 decrees so would be nice to get it working good.

Seems that the engine temp sensor reads at least 4 decrees Celsius too much at 10 decrees ambient which caused the difficulty to start about those ambient temps.

Testing the ignition retard boost up at launch.

I'm so happy that how the car goes, that can't help my self to spam an another video. Beautiful autumn day, +8 dec celsius. Ignition advance -8 while waiting launch. Boost ~0.85. A bit wheel spin at the first gear. I think that 2.99 sec to 100km/h is possible mainly by increasing boost, because seems that now is only a few tenths shy.

Got the launch good that revs won't owershoot and still starts to pull immediately as the clutch grab. BUT next broplem is that the haldex can not take all the torque an look's that it slips. Someone faced (and solved) this with gen 2?? Prj?

What do you mean by haldex slips??? From tests i did you are good to go up to like 650nm - 700nm and never had issues with the haldex (when it is in good condition) while launching the car... Maybe something else is slipping and in your videos the launch or power is not even close to hard or as powerfull as it should be to just kill a differential or a gearbox...

On the other hand your videos are very sort and quality is low...

Another video. Weird shaking at the first gear. At damp or wet the grip goes at once and clearly feels the rear go sideways. At dry is this shaking and the front only may go sideways (needs steering to go straight).

I found that the gen 2 is advertised to transfer 3200Nm to the rear. This means that the force between tires and ground is 10000N. This means 1000kg. If coefficient of friction is 1, means that 700kg weight rear + weight sift at launch may indeed be more or equal than 1000kg by which weight this 3200Nm is not enough to spin tires.

May also be EDL.

I can't see the ABS or the haldex with my old vag-com so don't know the haldex pressure. Or is the k-line broken?

I have seen if clutch from gearbox is slipping than the traction control lamp is flashing.
Have you trie with traction control off?

call that a launch?
https://www.youtube.com/watch?v=8EFCHH1Wlsk

Accelerating from standstill using dsg launch utility... Found that to the haldex can change sport clutch discs. First should disable the EDL, b5 did it by wiring brake input permanently to +, what would be the best way with this?

WTF did I just read? I feel like some brain cells just died.
Take your engine output torque and multiply by your trans ratio and you know exactly how much is going to the rear wheels...

Yes I calculated that this car could spin four tires about 550Nm torque from engine if rotating masses not count. Some bright would calculate that what rotating masses reguire, probably about 100Nm more? Could assume that you prj surely have faced the haldex limited ability to transfer torque and maybe know solution for it?

I don't understand what you mean...
Do you have wheelspin of is your haldex clutch slipping?
I have 650 Nm and haldex has no problems, and good 255 tires help me to have minimal wheelspin.

I don`t believe that anyone understood here what is going on..As i wrote on top bad and short video quality and no visible power on the car to produce such issues..

Look video at Reply #146. What is it?

Should order china vcds hexcan to see wheel speeds and what is going on at the haldex.

that's really strange.
But why does your gear indication blink on dash?
Something is wrong with DSG comunication..
What DTC's do you have in DSG and engine?

DSG can't go through the basic settings because idle is a little weak at the moment and start to oscillate when basic settings search the clutch bite. Engine and dsg has only the dsg unable to to do basic settings DTC.

Dude the haldex is AFTER the gearbox. You ever heard of the fact that the gearbox multiplies torque? The haldex can hold over 2500nm.

I'm a little out of words now. I'm glad that you prj start slowly be in the same page.

YES! Snow! I hate snow, but likely the car won't break with winter tires and no traction.

where are you from?

I think you need to watch your mouth and use your brain more.
In 1st gear launch you have over 2000nm going to the wheels.
Because you most likely don't have LSD's at front and rear axles, and because the car twists towards the engine rotation direction, and the whole car gets pushed back, you essentially have the 2000nm distributed over something like 1.5 wheels even with the haldex locked.

Doing this calculation is pretty much impossible and useless.

As for haldex locked or not - flash the haldex and modify the pre-control curve to give more initial lock.

Any pointers how? Vcds shows 40bar, is this actual value or max what is shown?

No pointers. Buy a haldex tune or develop your own flash tools and reverse engineer the software.

Does 100 cell cat clear euro 4 limits (with e85)?

If go wot at the first gear then after second gear engage the throttle goes 100% shortly and then ~50% staying there. Does not do this if no wot and no upper gears or using launch. Obviously should log what abs or dsg requests.

Boring.

I wake up that fis can be controlled via can. Seems that expensive fis-control is not available and would like to get boost shown. Can I add map sensor to my ECU so that fis-control light could use it?

Bought 3.25€ arduino nano and 3.38€ mcp2515. MsgID:s 363 and 365 are the line strings, still missing something because shows only if radio on... Can't wait to find the time to finish the code and add boost sensor.

Im back in this thread lol...    Are you gonna send boost to instrument via Ardu nano?

Were your 3.2 bottom damaged Jim_Coupe? Yes I send boost to instruments via ardu nano.

It's summer(tires) again. Logged things, and due to the winter blend of e85 the engine gets ignition retard. But mainly only three cylinders. So there was a thing about these vr engines between banks? One is hotter or what?

Thank you for the link, it is going to be an awesome read. i see im not the only one who wants to do this build

Due to the slipping clutches at gear changes I changed two stage rew limiter (ME7.1 tuning guide/Launch control/Soft limiter) to power cut at gear change. At the stationary limiter I changed driving speed comparing to gear change comparing, at gear change the lower limiter is on at one cycle. It kind of works, bropaply after adjusting limiting rpm it does what is needed i.e. take rews down at gear change.

Have you considered that remapping the gearbox and ECU correctly could be better than random hacks and clutch destruction caused by lack of knowledge? :)

Yes I have considered. And bropaply could buy remap if it would be feasable and meet my requirements.

Been having fun  8) and noticed that the flapped pipe which is used only at boost looks like diesel...

K1 clutch starts to be done or at least at 14,5bar pressure it hold less than K2 clutch. 200tkm driven.

Intake manifold rejected it's rings, found them laying at the engine bay.

Got the car back to minor collision repair. Weather no longer above 30 decrees Celsius and boost is back, surely hot weather makes the car slow. Does new OEM clutch hold better than 200tkm driven?

The car desided to become a fwd. Haldex says 16347 EEPROM error. I guess PCB corrosion. Anyone does these at Europe?

The car breakdown continues and now stopped to rew over 5000rpm and no power. This appeared after harsh gear change during tire burning. Could timing go wrong cause This? It does this by throttle.

It was loosen intake which were able to get sucked blocked.

Can one injector be set Off? Car is standing a little broken, May be standing a looong time. Cyl 2 has Lost compression and would like To run the engine now and then while waiting the time To do something with it.

Sure, would need a little patch but you would also need copy trim from other bank or run open loop.

Sold. Thinking of early e90 318 bmw. It has ME9.2? Is It diy tunable? Does the N46 engine hold boost with e85?