NefMoto

This is on an 06A906032HS, it's a transverse 180hp wideband 1.8T w/ 5120 hack.

This looks like it's clipping (ee term) at 191.25 to me.  I know the KFMIRL/KFMIOP and timing tables end at 191.25% rl on S4s.

I usually don't run the car this hard but I'm trying to debug/wrap my head around ps_w to rl_w and aligning them better (input welcomed here)

Log rl_w, not rl which obviously capped at 191

might want to change the topic :P

there, fixed it for you :P

Stock KVLAD or multyplied with 2?

Thank you!


I knew it was going to be something simple like this, that's why I posted this here lmao.  Thank you!



It's multiplied by two.  I also re-checked the bin I posted in the 032hs 5120 thread to make sure we weren't missing anything.


Maybe this is the problem with rl not tracking rlsol/rlmax/rlmx like I'd expect it to. 


rlmax/rlsol track each other perfectly, pvdks_w stays pretty far below plsol and just doesn't look right to me.


This is the case with my tune as well ^


Requested is following corrected, but actual is just doing it's own thing.  Any insight would be appreciated.

Try kvlad stock and you will see some modifications in the log.
In my 032hs xdf i have 2 kvlad defined
0x10D48 1 byte 0.007813 * X
0x10D49 1 byte 0.007813 * X

AND other thing , i think you touched LDORXN.
Did you have this error : 17963 - Charge Pressure  P1555 - 35-00 - Maximum Limit Exceeded??? Is Your throttle cutted?

pls disregard

LDORXN is stock.  I attached my bin and xdf if it's of any use.  I have like once or twice (since turning the boost way up) experienced something that felt like a sudden, brief, drop in torque.  KFFLLDE has been modified to pull more load in the event of significant knock retard

I also have kvlad at:
0x10D48 1 byte 0.007813 * X, value is currently 0.5938 (stock is 0.2969 so this is multiplied by 2)
0x10D49 1 byte 0.007813 * X, value is currently 1.5626 (stock is 0.7813 so this is multiplied by 2)

I imagine one of these is correct, I'll look into it and report back.

I found this interesting:




I am experiencing something similar.  As the RPM drops to idle (for instance, depressing the clutch after engine braking at let's say 2000rpm) I get a brief surge up to 1200rpm, then the idle settles near 760.  This is somewhat sporadic, and I've had this issue for a long time.  I think probably as long as I've been running that 5120 file.   

Every once in a while, the engine also races to approximately 3000rpm for a few seconds, then settles into its usual warmup behavior, this got my attention right away.  It's only happened maybe twice, and the weather has gotten substantially colder here in the past two weeks.  My gut says this probably has something to do with the temperature change, but I have not properly investigated yet so I can't say for sure.


I will investigate more and report back either way.  Annotated FR picture attached for my own reference and anyone else who ends up here through searching.

confused myself trying to attach files, pardon my incompetence

It looks like 0x10C3E for the HS and 0x10BDC for the CB are the same point in memory just with an offset. Assuming that is the case, and we know KVLAD is at 0x10CE7 in the 018CB file, it's 0x10B from our reference point.  If we apply this to the 032HS file, and assume KVLAD is 0x10B from the reference point, it gives us 0x10D49. Comparing to 8N0901018CB, it looks to me like 0x10D49 is correct. 

In that case, following the same logic (which may be flawed, I'm not a professional), KUMSRL is at 0x10D48 in the 032HS file.

Hi again, i have KUMSRL defined in two place too
one 0x10D47 and one 0x10D48 witch is the same with one KVLAD definition.
About idle , it is very good if the car stay only at idle , but when stop the car to idle there is very bad.
Like BLAIR said , i have the same feeling , in warmup i don;t this idle problem , only when the coolant temp goes over 70-80 degrere. I specify here with stock file doesn't happen this shit.
I tried to modify KFVAKL/KFBAKL....nothing.

Hey Tao,

I cross checked KUMSRL with the TT file and I believe the location I mentioned is correct.

My car idles fine, it’s just the transition to idle from engine braking is a bit strange. It might be a hardware issue too on my end.

What do your fuel trims and MAF readings look like? Is estimated airflow following actual?


Sent from my iPhone using Tapatalk

LAMFAWKR - in all my logs is 1

Sent from my iPhone using Tapatalk

LAMFAWKR isn't used on these cars stock, that is to be expected.  They just run lambda=1 until the stock TABGBTS of 400C is exceeded, then it uses the BTS system fueling for EGT enrichment. During knock, it is my understanding these files, as a general strategy:

1. yank timing
2. run higher calculated EGTs as a result of the degraded ignition angle efficiency (calc EGT goes to the moon real fast if you knock under significant load)
3. BTS reacts to the degraded ignition angle efficiency and subsequent increase in EGT by significantly enriching the mixture
4. If you're running really terrible fuel, and the car pulls enough timing for long enough, the "continuous knock" flag gets set, the ECU runs off LDRXNZK (on these cars it adds some load in some places to counteract the loss in power from ign retard and BTS dumping fuel)

 There's an excellent thread titled "using BTS all the time" or something like that, that thread is summarized on the s4wiki under the lamfawkr section.  I implemented it and found it very helpful when I recently got a bad tank of fuel.  It's a fundamentally different strategy to how the 180hp 1.8Ts are tuned stock.  I prefer it, but none of this is relevant to the topic at hand

I think I have a bad check valve on the brake booster line, the pedal goes hard when the car sits for over a week.  This could probably contribute to the problem, I'm not going to diagnose further until I know the hardware is functioning properly (it clearly isn't right now).

If you have any interest, maybe log rlsol and rl_w, before and after making the changes I described to KUMSRL and KVLAD (at the addresses I specified).  I will do the same this weekend or maybe tomorrow if I have time. I think it will be useful to compare notes on this.

Nyet, if you're in here, should I be posting this in the 5120 hack thread, or just PM tao until we get this resolved and then update the 5120 thread? I don't use forums much and I don't want to cause clutter.

this is most definitely not clutter. keep on.

I have done basically no analysis of this log other than glancing at the laptop while logging.  While doing so, I noticed a bunch of "drop outs" of data in the log while driving over bumps and when the powertrain loaded the engine mounts.  I saw a bunch of really bizarre knock retard, sometimes indicating knock during engine braking or return to idle while turning, stuff that doesn't make sense. 

I have a purple trace for lamfawkr in visualme7logger and I know I saw that going off the bottom of the screen over bumps.

I would never have known there was a problem without the laptop hooked up, the car drives fine.

rl_w (not rl, lesson learned) is still doing it's own thing.  Charge pressure, similarly, is following a profile I'd expect from a fixed WGDC.  I know PRJ mentioned you could blow the wastegate open on these K04-001's real easy, and it's making 25psi according to the boost gauge...maybe I'm just asking for too much.  I have a lot to think about.

I'll have a drink and pick up where I left off tomorrow.  Thank you all for your help and support.

Hi. I saw the problem with bts when i left stock TABGBTS. I disabled BTS but on the idle i saw a very rich afr, aproximatly 11.0-11.8. I changed the fuel pump, but without any changes. I will change the fuel pressure regulator to see what happen, because from the software nobody must make this afr request.
I saw the problem with vvt to from time to time, but i change it and again nothing modified. I have this error intermitent witch can affect the idle rev:
16396 - Bank 1: Camshaft A (Intake)
            P0012 - 35-10 - Advance Setpoint not Reached (Over-Retarded) - Intermittent.

check VCDS MB093 and report findings

Hi Rogerius.
From 2 days after i changed the spring from inside of vvt and the selenoid of vvt, the error doesn't appear.
I made a picture with block 90/91/83 (92 is not available) and i have when coolant temp is 75degree an idle adjustement -3kw (like in attached picture) and -1kw when coolant temp is 90-85 degree.
I specify here i have a DSG DQ250 mounted on the car. I tried 3 different file , 032hf(from automatic car) , 018H and 032HS, nothing happen, all make the same bad idle rev from time to time, only 032HF (from automatic) made the works , saw i think is not a torque intervention problem.

After another 2 days error come back.
Made a DPUPS stock not devided and the idle rev is much better, but the car feel without power in low rpm before 3500-4000 and the boost is made too slow, after this the boost is made.
Strange things with this 5120.

Dude, that's so cool!  I had no idea a DSG bolts to a 1.8T, that's a very interesting project.  I just had a look at the self study program for that gearbox, I know nothing about these. 

What's the mass of the DSG clutch/flywheel like in comparison to like a flex plate and torque converter or a typical dual mass flywheel and clutch? Were 1.8Ts ever offered with this transmission from VW/Audi?  I imagine a DSG behaves differently enough to a torque converter automatic during transient load/rpm fluctuations that maybe it's contributing to your problem?  I figure it's a question worth asking, I have no clue.

You should make a post in the project cars section, I'd love to follow your build, tao. 

My car generally just acts weird around idle when load changes.  It sounds like a KFMIOP/KFMIRL problem based on research I've done here.  I've read plenty of explanations of how those maps relate here but it's not clicking for me. I just need to find the time to bash my head against the FR until it does.

Mine 'lopes' in a periodic fashion when the AC is on, or when creeping forward by slipping the clutch.  I know the ECU is cracking the throttle because I can see fluctuations in manifold vacuum on the boost gauge, and I know the timing is fluctuating a lot.  It actually will start knocking at idle if the weather is hot enough or sitting in a lot of traffic (!).

I hope I have time to get to this before the season is over for me, once they salt the roads I park my Golf until spring.

My car works ok one year with dsg without that problem with idle rev. Now i have some issues/ problem witch can cause the all shits (cut throttle and idle rev)
First i have the camshaft overretards error, even if i changed the solenoid and spring , but it is intermitent , i will see when i have time to buy a new vvt and change it.
Second maybe my dsg clutch is over, even if i don't have error about them. I had only once gew weeks ago about maximum pressure exeed. If they are gone maybe when the car make power the throttle is cut because the clutch sleept.
I want to change the fuel pressire regulator maybe there is other cause at idle rev , because when goes to idle the afr goes very rich 11.2:1 and all my fuel maps are ok and request higher than 11.8:1 amd at idle bts is not active , temp is rised and is not touched to activate it. I don;t know from where this afr goes too rich and like i said i will try to change fpr. I found a topic somewhere where somebody wrote if clutch are gone in dsg can make this shit with idle. I ried to rise pressure in dsg but nothing happen.
And the last thing what i saw in my log , i have actual boost higher than boost desire  but load specified is higher than load actual , but load request is lower than load actual.....maybe must touch KFUR, or kisrm/kvlad......BUT again i tell, my car works ok 1 year, 10000km with this file and dsg and all hardware without other modifications. This is strange.

About yours questions:
-dsg fly is lower than dual mass of manual transmission
-dsg gearbox is heavy, somewhere 90kg so.....