For completeness, 2nd gear log. I also now see looking at all this carefully that I operate very close to the edge of KFMIOP which in stock form goes only to 191%, when boost / RL overshoots I end up behind its edge. So need to fix this too.

I am having so much fun with this

Not my intention to go that far, so I leave this part at peace, I hope the factory ASR can do some work for this.


I am not a pro, nor I intend to be (too late for that), not having to worry about income from this makes things easier, I am happy to see that people are happy.

Got a very decent result, boost and boost control wise. I increased DPSRSRSDKU to 25kPa, loosened up adaptation ranges for the boost controller (modified DPWGPUSFN from 6kPa to 30kPa, DPWGPUSFX from 30kPa to 50kPa, FKDPWGPUMN from 1.0 to 0.9, FKDPWGPUMX from 1.0 to 1.1, so essentially enabled slope adaptation for higher ranges). Made a couple of warm up pulls and then four 3rd gear pulls with high boost mode, two 2nd gear in high boost, two 3rd gear pulls with factory / normal boost, and checked the high boost onset in the 5th gear. All 3rd high boost pulls have almost identical boost onsets, see the picture, and in general I get repeatable results. No throttle interventions. The lower boost onset lost its spike in 3rd (which I take as a good thing), and it is almost ideal in the 5th.

That's the boost, the fuel needs sorting out and ignition I guess too, not only for my tune, but also for stock. Fuel requests from KFLBTS (despite pre-fueling with LAMFA set to 11.5 AFR) hits as low as 9.2 AFR. Needless to say, this is felt strongly when driving (in fact, the car feels more sluggish with high boost than factory). Sorting this out is no problem, but mounting my Zeitronix contraption is still pending, so I still don't know actuals. With ignition - Teo tells me he notices considerable knock retards on factory calibrations, and looking at the spikes on the actual torque in my logs it's probably the case here too. I need to log knock retards to see what's going on, this is my next step (would be done already, but my logging parameters are hard coded in the bin and my logging app, both have to be fixed).

 

i think it will also help if you raise  PVDEMX & PSREMX(lets say to 300kpa ) ,i assume it will be your next limitation .

Logs attached from all my pulls today. The picture is the living proof of a throttle cut on a stock boost setting. Even though I raised the overshot limit to 25kPa, yet again the ECU managed to hit it  (log shows max of 28kPa) :/ Surprisingly, the boost onset on a high boost 3rd gear pull was now by-the-book (see the picture). So it can as well be boost control adaptation loosening result.

Did some more ignition experiments and studying of factory maps. No matter what I do I get ignition pulls, and extra fuel from DLBTS and KFFDLBTS. The only way to solve the overfueling is to kill / reduce KFFDLBTS (which BTW adds fuel even when there are no retards). There is big mess with ZW factory calibrations on these engines. I can understand non trivial KFZW changes between two engines with slightly different cams, but I cannot understand (1) 6 degrees of difference in many spots of KFZWOP between my 120hp bin and Esseesse bin. (2) RL axis limit of 191% in KFZWOP on Esseesse. This ECU requests way more than 191% RL and as load increases the (zwopt-zw) starts to seriously drift away. This results in large fuel additions through DLBTS. And yes, KFZWOP is a byte-based map on many bins limiting RL to 191%, but not on the Esseesse bin where it is word based with full RL range. Rambling over. Due to lack of dyno access I decided to leave ZW stock and only brought down KFFDLBTS a bit to get more reasonable fuel requests at high loads.

Also did some experiments with P modifications in the boost PID controller, increasing it makes it worse, decreasing it heavily (only tried heavily so far, following much lower values in some other stock calibrations) does weird things (long amplitude floating, not that surprising perhaps) in some cases, make things better in some other cases, so more experimentation with decreasing is needed.

Finally, Teo tells me the newest version of the LC/NLS works great, but now I have to also review other proposals for extensions given here, before I post anything.

Lack of legal possibilities to make a 3rd gear pull to red-line, I could only do it on motorway, but there I cannot stop / slow down to start low. I made a couple of 2nd gear pulls, but they are worthless for proper diagnosis. Also, I was mostly interested in boost onset and mid range behaviour in any case, the boost increase / tune at higher end is marginal (~ +10kPa)


True, I ended up in this zw tuning mess unwillingly, I planned to leave everything stock there and play with boost only. In midst of all this I added the retards, but forgot zw. I will do it though, good point.


So what is "WG Duty Cycle" then? Did I get something wrong? It is even on the screenshots...

The new LC/NLS procedure for t-jet. Files provided for one particular bin (to be found earlier in the thread with the first LC/NLS version). This one has essentially everything I could think of (but not the stuff for automatic gearboxes gt-innovation suggested), refer to parameter descriptions in the XDF file to see how all this works. In short, all is configurable (can switch on/off LC and NLS separately, NLS gear dependence, WGDC, retard (2 stage), CC stalk setup, etc. etc.).

The parameter values are default, they need to be tailored to your needs (for example, Teo reported that for his big turbo -10 retard worked best). Some things have not been tested apart from not bricking the ECU (but again, I cannot even guarantee that). That is - CC stalk setup has not been tested by anyone (due to lack of thereof), and turbo DC functionality either (but that was a trivial addition).

Source file added for reviewing, it has grown to a size and complexity that guarantee bugs.