NefMoto

Hi guys,

this is my first post in this Forum. I am from Austria and i have to apologize for my BAD english.  ::)

I have read a lot and in the last weeks i did some Tuning to my Passat 1.8T with an ANB Engine.
In my passat is a 4B0906018CM ECU but i downloaded the file from rob.mwpropane (4B0906018CH 0261207216 360854) because with this file i have already all definitions i need, i think  ;D.

There are also some Hardware modifications :
No SAI,
No Kat,
No N80
And a selfmade Downpipe with 60mm.

After this i did some pulls with 2nd Gear with the modified file.
Modified LDRXN, KFMIOP KFZW1 and 2, LAMFA, TABGBTS, KFLDHBN, ESKONF

I think i get torque intervention but i am not able to recognice this with my knowledge now.
Also because i am not able to trace the variables as described in the s4wiki. The Me7Logger is not able to find the variables and i haven`t found addresses yet.
To verify you have done things correctly, log mifa (or misolv), mimax, mibas, miszul and mizsolv.

I would be very thankful i anybody could have a look and give me some feedback.

Thank you !!

Firstly, why are you adding antilag and NLS to a 1.8t WITHOUT rods, and at Stage 1 level?! You DO NOT NEED IT.

Also, while you got lucky cross-flashing, it is NOT recommended.  Do not just chop and change files without knowing what you're doing.

Your pulls should be in 3rd gear, not 2nd.  Fuelling request also isn't that well thought out and your either not up to temperature, or your thermostat needs replaced.

Antilag and NLS is not added in this file. Only the .csv file is named like that because i made my logger config file with the Antilag and NLS file. So NO Anti lag and NO NLS is added!

I have read that 4B0906018CH and 4B0906018CM files are interchangeable. So i tried it and it worked  ;D I am able to write my ECU in bootmode with Galletto so its not a big risk for me.

OK pulls in 3rd Gear and yes i know the engine was not up to temperature. But is temperature influencing the power although its not good for the enginge ?


Do you think i should go richer during 100% accelPedalPosition to avoid kicking in BTS ?

Depends how you have tuned it.  Load by temperature is possible.  That, and if the coolant isn't up to temp, neither is the oil by a long way.  You'll just trash it.

Either set BTS to a more suitable temperature, adjust BTS to a suitable level and verify with an EGT sensor or use LAMFA to fuel.  Choose your method. :)

Does you temp gauge shows 90dgC? If it does - you need to change your termostat. It is common faliure.
That is first step. Sort that Before you continue.
How do you monitor your true AFR? You need to know this for sure Before further tuning.
Than leave IOP-IRL stock and try again.
As earlier said - use 3th gear for logs.
GL!!

This is a wideband ecu, so he can log AFR.
IOP/IRL is very shit in most 1.8t files, and needs to be modified most of the time. (Shit as in, scaled too low for most performance calibrations)
3rd gear is only needed to achieve a suitable sample duration on fast cars. A stage1 1.8t can use 2nd without a problem.

Although not totally related, how do you get a good IOP/IRL scale?  I tried to use the Wizard, but it made part throttle brutal.

I've left it stock with the last two rods high.  Sucks obviously, but it drives good and WOT is fine.  Would like a better scale though.  What's the preference?

I can't just answer that. It depends entirely on HOW far you are changing it. S4? Just the last 3 or 4 rows is fine even for BT. RS6? Most of it.

You have to look at the inputs to these maps as well. When is each row used? Under what conditions?

Not trying to be vague, but if I just come out and tell you you're going to miss it :P

My point on IOP n IRL was for troubleshooting as he thought he got some interventions. I agree they need to be modified pretty much.

Yes, that's probably a good idea.

Thank you for all the answers !!  :D

I also think ILR n IOP are the limiters. Especially IOP.
As we know from the S4wiki the input of IOP is rlmax_W and rlmax_w is generated from LDRXN. Am i right ?
(In the FR i read that the ouput of LDRXN or LDRXNZK is rlmx_w which is than convertet to rlmax_w).

So i assume we should scale IOP and IRL according to LDRXN or a little bit higher.

If i`m looking now on my Stock IRL i would say we don`t need to change IRL only IOP.
Maybe all of what i have written know is complete shit ;D

But first i have to check my termostat.

One more thing
Do not raise ignition maps before you have everything else in place
You should lower them a bit.

I have lowered them already at high loads and rpm.
But i think i did it in the wrong place it should be in KFZWOP/2 ?

No, it should be KFZW/2.

Alright than i did i right  :)

EDIT: Sorry wrong screenshot.

Hi,

today i did another pull. And temperature falled again down to 60 degrees. I think my waterthermostat is always open. Temperature outside is around zero degrees.

I got lambda right and BTS is not kicking in.
IRL is original and IOP is modified with the IOP calculator. Also KFZWOP/2 with calculator corrected.
Only thing is that i get ignition retard and engine load is not reaching requested load. Also actual boost is not following requested.

You can not procide with tuning as your Engine is not up  in normal operating temperature.
It is still in warm up - adding extra fuel. You need to sort mechanical issues first Always!!!!

Always fix hardware issues prior to tuning man.

Why? IOP is not the exact inverse from IRL, what the tool actually does. It's got an important amount of hours of calibration fom VAG developing centres. And you're not gonna obtain more load without touching IRL (what I don't think to be specially needed for a st1). If it were, I've done it with good results and 0 jerking or torqe monitoring problems, just swap IRL and IOP from a BAM... There's enough load to reach the MAP limit. As they share axis with a bunch of maps and you're gonna run more load than it's programmed in BTS and/or timing, you should (must) reinterpolate and, beyond the old load, guess values (later on, by logging, adjust them properly). Why not just swap advance maps from BAM? well, different compression ratios.

What I mean is, leave IRL/IOP alone as stock or alter the last column of IRL... And, of course, logs are always done at optimal coolant temperature.


Adam, a bit of offtopic. Have you considered doing what I wrote? I don't remember how many maps I had to touch, probably more than 20 but the car went (And goes) smooth as stock but pulls way more and there's no lack of boost, 1.5bar. If you've done the 5120hack, ok, I understand you need more load, but if not? There's something like 230% on a BAM's IRL.

OK than back to stock. But i have read in the Stage1 thread that they used IRL/IOP from the BAM engine so i did also. Of course i changed the KFZWOP/2 also.
 
I have also replaced my waterthermostat. Now the temperature is OK i hope with 81 degrees. But my temp gauge inside the car shows 90degrees. Is this alright or is my termostat damaged.


Then i did another pull because i trust my temp gauge.
Logging was not very successful because my test street was a little bit slippery from the snow.

If someone is interested.

I really don't understand why people still have trouble with this concept.

Me either, "I have a misfire, lets map it and weld the plug to the head"

Sorry guys that was my fault. :-[  I warmed up my engine till the temperature was on 90 degrees than i went on the street to do some pulls.
Then unfortunately the temperature went down because of the waterthermostat and i dind't  recognize it.  :(


I hope you will help me in the future to analyze some logs.  ;)

Today i was able to to another pull. Temperautre is a little bit high but i think its ok ?  ::)

Calculated EGT went up soon so BTS kicked in. But no ignition retared now.
Maybe i should lower LDRXN a bit and go down with load sooner. Also go richer with LAMFA.


I hope the pull was ok this time  ???


Greetings Luki

A few questions about the last log..

1. Which variable (tabgbts_w / tabgm) best represents actual EGT and should both variables be logged?
2. tans and tanslin seem to have the same values. Any reason to log them both?
3. Was under the impression knock voltage don't really say much (unless you had a specific issue). Is there a specific reason to log those?
4. pvdkds_w and pvdks_w also seem to have the same values. Is there a reason to log both?

Not being picky, just curious.

First i have to say i took all log veriables from the Project "Stage1 1.8t ME7.5 A4 (8E0909518AK-0003)".

I don't know if it is really necessary to log all those variables. I took them all to be sure to log enough.

I cannot tell you the exactly difference between those variables.  ::)

Why not just align load axis and interpolate it affects a few other map iirc so they done what's your loads look like?

Sorry dream3R i am not able to understand what you want to say to me. Maybe beacause of my bad english ?  ???
Could you explain it to me please ?  :-*

Hi guys  :)

After some time i made again modifications to my 4B0906018CH file.
I think i should sum up my modifications.


LDRXN
KFMIOP and KFMIRL from S3 BAM
KFZW1 and 2
LAMFA
TABGBTS
KFLDHBN
ESKONF
soft launch control.


Would you be so kind and give a look at my log ?  :)


Thank you !!

 

Hi


Maybe this is another dump question.  :-\
But i have a problem with my ignition and ignition retard.

On my 1.8T ANB engine i built a K04-023 Turbo + S3 BAM fuel injectors.
The Problem ist that i always get ignition retard on cylinder 2 + 3.

At first i lowered KFZW1 to be sure that knock detection won`t reduce timing.
I did some logging and the logs showed timing retared on cylinder 2 + 3 is around 3 - 3.5 degrees.
 
Next step was to reduce ignition in the areas where the log showed that knock detection is active and lowerd the values 4 degrees to be on the safe side.

The next log again showed ignition retard on cylinder 2 + 3 with again 3 degrees retard.
I played the game again an came to the point that only cylinder 2 is knocking but again 3.75 ignition retard.


Now my question is why the engine is alwas knocking on cylinder 2 + 3 and not on cylinder 1 + 4 ??  ???


I have already tested the fuel injectors and they inject all the same amount of fuel.

Knock sensors bad/torqued incorrectly?  Wiring okay?  Shield still in place?  Where has your KFZW come from?  Try a stock file?

Is it possible to exchange both knock sensors on the engine ? Maybe the error switches than.
Wiring and shield are OK !

The KFZW ist mostly stock. The KFZW is only changed in the last three rows becaus the load axis is 140 as maximum.


With the prior tune with "only" 1bar boost i have got it running without knock.
But in this case i also had to lower the ignition angle down to negative angle at high load.
Probably i didn`t recogniced this problem because i was a big noob at this point  ;D