Hi,

I want to run LFT_1 mode till redline on dyno, then run STD mode till redline and taking into consideration the actual mass airflow (maf_sel_mon[0]) to adjust the point of activation of VVL in my specific case. The problem is that LFT_1 mode is inhibited when C_N_MAX_VVL_CTL (Threshold of engine speed when switching to VLFT_1 is not allowed) is reached. Of course, I can just raise it, however, I found this in FR:

C_N_MAX_VVL_CTL Maximum allowed engine speed at Valve Lift 1 above control of VVL to Valve Lift 1 is not allowed. Have to be set to the critical engine speed where Lift 1 just can be controlled.

So, I'm a little bit concerned just raising this limit. Is there any physical problem\engine damage that I may introduce by running LFT_1 till redline?

P.S. it is set to 4050 RPM stock.

Thanks.

Nope, never, I'm trying to prepare for the dyno session, which is quite expensive where I live. What drives me towards my conclusion is this datalog from my car (marked the interesting part in ORANGE, starting from row ~280+):
https://docs.google.com/spreadsheets/d/1oKicgpSXqjSFY_Ly2oRx3PUzEEXDvNb83G5FtAh1N48/edit?usp=sharing

As you may observe, maf_stk_cbk_av[0][1] values are bigger than maf_stk_cbk_av[0][0]. maf_sel_mon[0] is using maf_stk_cbk_av[0][0] values after 3000 (in my specific case). So, from my perception there should be a benefit from switching to LFT_1 mode. Am I mistaken?

you can always to road pulls and compare RPM/s

yes, it isn't a dyno, but if you are careful about methodology overlaying logs will illustrate exactly what is going on (generally)

There should be another value for max rpm for actuator shift, at least in Bosch ecu it is. Take a look to it. You will get high lateral forces to the system in high rpm.