4ringpieces
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« Reply #555 on: January 21, 2015, 07:23:48 AM »
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Hp Rail pressure of 11.0, 12.5?
Don't you mean rail pressure of 110bar, 125bar
Intank pumps now have a mechanical pressure relief valve on the med17 engines I'll get a picture of it as got a pump out atm on the bench
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majorahole
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« Reply #556 on: January 21, 2015, 07:41:41 AM »
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Hp Rail pressure of 11.0, 12.5?
Don't you mean rail pressure of 110bar, 125bar
Intank pumps now have a mechanical pressure relief valve on the med17 engines I'll get a picture of it as got a pump out atm on the bench
the map shows it as MPa and 12.5MPa =125bar |
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smelly240
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« Reply #557 on: January 21, 2015, 07:47:03 AM »
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they both have upgraded hpfp.
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DiegoAC
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« Reply #558 on: January 26, 2015, 08:23:03 AM »
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Hello guys,
Sorry to interrupt, I´ve struggling finding VMAX for this Seat Leon file, I´ve compared it with my VAG damos and a whole block seems to be "missing" (BGVMAX) wich should be around 1DE67C. I´ve found VMXHSPKH at 1D4406h wich applied the factor (0.007813) gives 250Km/h as limiter. I went up to 350Km/h on that one and for some reason it´s still limiting at 230Km/h (car is doing 315Hp with meth so we should be around 280Km/h from previous experiencie with Jetta-Vento)... I´ve dedicated quite a bit of time to this so I´m asking you guys as a last resort. Any help will be appreciated.
BTW If usefull I can upload the .KP just let me know.
Best Regards,
Diego.
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AngelPowy
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« Reply #559 on: January 26, 2015, 11:20:57 AM »
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Try 1D4406 with 0,007813 as factor Vmax on 250. Let me know if it works.
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DiegoAC
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« Reply #560 on: January 26, 2015, 11:43:56 AM »
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Try 1D4406 with 0,007813 as factor Vmax on 250. Let me know if it works.
YUP I´ve tried that, second line of my first post... thanks anyway mate! Cheers. |
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flaattire
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« Reply #561 on: January 30, 2015, 12:10:44 AM »
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Bit of an update on my situation:
Turns out the car is running out of injection time and pulling load from the mid-4000s on up. Running logs on a new LPFP filter now and will see if that helps out. My actual rail always goes down when the injection time maxes out, so I assume that is the cause and something is making the pump choke for fuel. Actual rail tracks specified rail very well except for these pressure-dip incidents. I have a RS4 relief valve and am currently commanding only 129 bar so the relief valve is probably not the issue.
Also, an advisement for anyone who enables overrun according to the methods recently discussed on this site: I increased overrun injection time to 2 seconds in the relevant maps and set latest firing angle under lightest load to -40. Now, the in-k04-manifold-runner EGT gauge now goes super high when foot is off the throttle. Easily over 1700f when very slightly pushing the car, which I didn't after seeing this EGT behavior. Although the idea of fuel on overrun to cool the cylinders is sound, this fuel is heating the HELL out of the exhaust manifold and turbine with the settings discussed in the overrun thread. Not ideal for a street car and potentially dangerous if driven hard.
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Rick
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« Reply #562 on: January 30, 2015, 02:38:14 AM »
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Yes, it does heat it - fuel used as a coolant only works with a rich mixture and suitably advanced timing, otherwise you are burning it in the manifold!
Rick
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flaattire
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« Reply #563 on: January 30, 2015, 04:20:06 AM »
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I see. After thinking about it, the stock overrun of 1/4 - 1/3 of a second is probably just to please the "optional" catalyst. I'll try disabling it and that should remove the brief EGT spike when coming off throttle.
So, I possibly removed the flapper from software and my motor is disconnected. Here is what I did to remove the flapper:
CWALBK 0
CWBGLBK 0
CWLBK 0
Looked for a CDKLBKP map as mentioned in "2.0 TFSI Manifold Flap delete & RS4 Injectors" but it's not in my reference DAMOS. Am I on the right track for removing the flaps?
Still hitting 10ms injection time around 4600 RPM and pulling load from about 4800 RPM regardless of injection time which stays below 10ms from that point on. This is with only about 1.4 bar boost and target .826 lambda! Actual rail pressure now always stays within a few bar of 129, my target. Stock injectors + IE HPFP (9.8mm piston) + RS4 PRV. Is the lack of fueling / requested load due to some injection angle maps or variable cam maps I may need to modify due to being MAFless / RFD / no 2nd O2?
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smelly240
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« Reply #564 on: January 30, 2015, 07:19:51 PM »
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can you post a log? I wanna see actual lambda.
I dont see how your setup could be needing that much fuel - its not adding up in my brain
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« Last Edit: January 30, 2015, 07:22:26 PM by smelly240 »
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DiegoAC
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« Reply #565 on: January 30, 2015, 09:27:15 PM »
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Hey Guys,
Sorry to interrupt yet again.
Just to upload the mappack I´ve been working on for that Seat Leon file I uploaded a few posts ago.
You´re welcomed to pinpoint any mods or improvements you think necessary...
BTW: I haven´t solved the VMAX limitation...
BR
Diego.
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flaattire
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« Reply #566 on: January 31, 2015, 04:36:04 AM »
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**Fuel cuts in log visible on pulls starting at rows 1650 & 2700.**
I got a couple hard cuts earlier, while not logging, just driving.
Logged later after restoring stock overrun settings, and LDRXN reduced 185 until 5,500 where it's raised to 190 to redline. You can see from the file attached that actual lambda tracks specified pretty well although not with great precision. Why is it so jumpy? Poor HP fueling calibration?
Looking at the parts of the log with high load / injection times, it becomes apparent that the car is getting serious fuel cuts upper 4,000 RPM range. I have not had any HARD fuel cuts whatsoever while tuning this car up until earlier today. Yesterday I replaced my fuel filter and then logged the car for about 30 or 45 minutes on the road that but didn't experience any hard fuel cuts.
HPFP settings:
Rail pressures, limiter: 129 bar currently (RS4 relief valve)
VHDP: 377 (50% over stock,but is it correct for 9.8mm piston?)
RQUAHDPK: 24 mm^2 (my IE HPFP is 9.8mm piston, not 9.5 like APR pump. How to check the value for 9.8mm piston?)
I'm a little confused about calculating RQUAHDPK and consequently VHDP because a 9.8mm diameter piston does not have an area even close to 24mm^2, a value 50% over stock and probably close for this calibration if not exact.
Also, nowhere in the LAMFA or BTS do I specify an AFR richer than .8, however, in the log the ecu is seen to REQUEST AFR in the .7s.
Is it possible my LPFP / LPFP controller is a problem here, and unable to keep up at higher flows? I was tapping out 5th gear on a regular basis before today without having hard fuel cuts, just load pulled into the 150s by redline.
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« Last Edit: January 31, 2015, 04:57:13 AM by flaattire »
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smelly240
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« Reply #567 on: January 31, 2015, 05:44:47 AM »
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If the LPFP controller is overheating that will shut it down - @ 4800 you're only at 6.8ms on inj timing then jumps to 14 when it cuts. Does it do it in 4th gear also?
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flaattire
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« Reply #568 on: January 31, 2015, 05:51:17 AM »
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Yeah, it did it at least once in 4th, but it wasn't shutting down hard like that before today and it wasn't doing it consistently today.
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« Last Edit: January 31, 2015, 06:09:40 AM by flaattire »
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MoparFreak69
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« Reply #569 on: February 01, 2015, 03:45:44 PM »
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First off, many thanks for this thread!
I am now confident that after buying yet another cable, I can start toying around with my wife's new B7 A4 with a 2.0T FSI.
Unfortunately I don't have the budget for real tooling so clones are going to have to be my choice for the time being.
As I understand it an MPPS cable may or may not be able to perform a full read of my MED9.1 ECU over OBD.
Anybody that has had success with fully reading on the B7 platform can you please post up what cable/version you used?
I also understand that reading and writing via BDM is a viable option for pretty much guaranteed results. I am not too keen on opening this ECU up at the moment, but if the success percentage rises to like 95% for BDM vs say 60% for MPPS (just guestimations based on feedback throughout this thread) then I will crack that sucker open.
Any recommendations for BDM clones that won't require reinventing the wheel to get up and running?
One last quick question. Is the immo pin situation similar to ME7 where it can be deciphered from the eeprom data? My main objective at the moment it to retrieve the PIN so that I can handle any immo hurdles that come my way. Tuning and mods are definitely later as my understanding of the differences between MED9 and ME7 increases.
Thanks all for any assistance you can provide me in helping myself, and eventually others.
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