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the reserve exists solely for the purpose of the fast path.

I disagree because the idle controller works on both slow path and fast path, it is constantly trying to reach the target torque reserve with the slow path and it is using the fast path to compensate for the speed of the slow path.
Torque reserve gives the idle controller more leeway to respond.

I understand what you mean, but the way you say it makes it seem like the throttle angle is fixed once you reach idle speed.
It's not. It's closed loop. If you turn on e.g. AC then the ignition will momentarily advance, and then as soon as the slow path controller catches back up the ignition retards again to provide the target "reserve".

I was offered another approach by a reputable tuner - you set the limit at 410nm (so you can monitor torque in VCDS) and then downscale real torque in EcuMaster to a number where 100% equals 410nm (so if your real max torque is 820nm, you divide everything by 2, etc). Given this is done by an experienced tuner and all calculations/calibrations are done correctly, are there any downsides to this approach?

Just another one of those who does not understand the difference between engine and clutch torque...

Anyway, I'm done with this thread, there's nothing related to tuning here, and you can't (or don't want to) read.

Your assumption is that there's this sea of tuners who know how to properly tune the DQ250, when in reality it's possible to count them on the fingers of one hand.

Actually, I don't trust most of them, that's why I'm here trying to get the basics so that I can weed out non-professional tuners. Thank you for answering my questions.

If you are already working with TVS, then go to TVS and tell them what you need and pay your money instead of screwing around.

The only downside to TVS is that you can't add small tweaks later (different shift points, etc). So there is no room for experimentation.

By the way, looks like there is a yet another limit of 410nm in diagnostics. VCDS is not displaying anything higher than 410nm (ECU -> TCU torque).

I was offered another approach by a reputable tuner - you set the limit at 410nm (so you can monitor torque in VCDS) and then downscale real torque in EcuMaster to a number where 100% equals 410nm (so if your real max torque is 820nm, you divide everything by 2, etc). Given this is done by an experienced tuner and all calculations/calibrations are done correctly, are there any downsides to this approach?

Thanks for the replies, interesting info.

I would flash it back to stock, or find better gas.
If you continue like this then pretty high chance you will need an engine.

Added files for difficult to tune two turbo diesel setups:
Audi A6 (4G) 3.0 BTD. Both facelift and pre-facelift.
VW/Skoda 2.0 BTD EDC17CP74.
BMW N57D30T0 and BMW N57D30T1 including Stage 2 projects.
VW Transporter T6 DCM6.2V.

Okay, I think the problem is that the ECU only runs on "homogen" and therefore a maximum of lambda 1.0 is possible.

Can anyone tell me which maps I need to change so that it runs in homogen-lean at lower speeds/load? BDEMEN

I have already tested a little but it does not seem to work. Lambda is maximum at 1.0

Hello everyone. My name is Daniel and I come from Germany. I drive a Golf 5 GTI bj 2005 with a BYD from 2008, a TTE480...

I have been driving with the data from a tuner for about 7 years now and have never been really satisfied. So I want to learn to adapt it bit by bit to my needs.

Now I have tried to drive with Lambda 1.1 at partial load up to 55% . To do this I changed the three LAMFA_0, LMFA_1, LMFA_2.

I looked at KFLBTS_0, KFLBTS_1, KFLBTS_2 and I don't think I need to change anything here.

The control unit does not seem to be able to do this. While driving I could see that it was always trying to keep Lambda 1.0. Always. (partial load)


I will provide you with the data.

https://drive.google.com/file/d/1HJLBFFfqcKaTNF9DHvfKJT1Rx4vd9R6z/view?usp=sharing

I would be very happy if someone would like to help me.

Just contact EVC if there is a problem in Winols checksum, they have great support.

Can someone confirm that this file is from P80 T5 cars and have 10ERHJ software?Manual or Auto gearbox?

auto 0x18FB3

I recently flashed my Mk4 Gti with a Eurodyne Stage 1 tune. I've been logging and noticed a significant amount of negative knock, up to negative 12. I am looking for resources addressing this issue since I'm new to tuning and want to learn. What do these values mean? Are they pulling or adding timing? Should I be concerned? And if it is something bad what can I do? Attached is the datalog showing the issue. Thanks!