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ktm733
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« Reply #15 on: July 10, 2016, 06:54:53 PM »
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Faqs: Mpps only really works on the mk5 jettes, do not flash file read by mpps, when reading a Audi A4. Lesson learned. For checksums there is a med9 checksum tool right? I use winols for checksums
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Carsinc
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« Reply #16 on: July 10, 2016, 08:38:08 PM »
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I do not know of a med9 checksum tool, but I dont know much.
If there is I would feel this thread would be a great place for a link.
Mpps is good on jetta, gti, eos, and a3? but no A4 i think that is correct.
I'm sure vdubnation is going to make this thread great, as far as pics vs
posting a file. I say we post the file and the xdf/kp so people can see the
changes it may help some understand same as before. I dont think there
is a way to copy and paste these so people are going to have work to use this thread
unless they happen to have the same part# as op.
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majorahole
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« Reply #17 on: July 12, 2016, 11:29:11 AM »
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This is what I usually change for a stage 1 .
(KFMLDMX)Max Load for diagnosis;"KFMLDMX";"9x8"
(NMAX) RPM Limit;"NMAX";"1x1"
(KFMIRL)map for calculation of nominal charge;"KFMIRL";"12x16"
(KFMIRLS)map for calculation of nominal charge;"KFMIRLS";"12x16"
(KFPLGUB)Base boost pressure for Base of Ambient;"KFPLGUB";"8x8"
(KFVPDKLD)Maximum allowable pressure ratio for DK LDRA diagnosis;"KFVPDKLD";"12x10"
(KLDLUL)Threshold negative deviation of boost pressure for detecting overcharge pressure;"KLDLUL";"8x1"
(KFFLLDE)Factor for slow LDR intervention on rlmax via KR;"KFFLLDE";"8x8"
(KFTARX)IAT correction for maximum specified load;"KFTARX";"10x12"
(KFTARXB) Underlying IAT Compensation for Maximum Specified Load;"KFTARXB";"10x12"
(NMAX) RPM Limit;"NMAX";"1x1"
(KFMIRL)map for calculation of nominal charge;"KFMIRL";"12x16"
(KFMIRLS)map for calculation of nominal charge;"KFMIRLS";"12x16"
(KFPLGUB)Base boost pressure for Base of Ambient;"KFPLGUB";"8x8"
(KFVPDKLD)Maximum allowable pressure ratio for DK LDRA diagnosis;"KFVPDKLD";"12x10"
(KFFSLDE)Factor for rapid LDR intervention;"KFFSLDE";"8x8"
(KLDLUL)Threshold negative deviation of boost pressure for detecting overcharge pressure;"KLDLUL";"8x1"
(LDELDRAO)Upper limit for low-pass filtered LDR deviation;"LDELDRAO";"1x1"
(KFTARX)IAT correction for maximum specified load;"KFTARX";"10x12"
(DLUL)delta-load for overload protection-reset;"DLUL";"1x1"
(TDLDEUK)Time threshold for filtering of LDR deviation;"TDLDEUK";"1x1"
(TDLDRA2Time threshold for Day LDR - deviation (B_mxldra);"TDLDRA2";"1x1"
(TDLKVDKH)Time delay for deleting error code for leak in front of thorttle body;"TDLKVDKH";"1x1"
(TDLKVDKL)Time delay set by E_lkvdk in charge mode;"TDLKVDKL";"1x1"
(TDLKVDKLL)Time delay set by the suction E_lkvdk lower threshold;"TDLKVDKLL";"1x1"
(TDLKVDKS)Time delay set by the suction E_lkvdk;"TDLKVDKS";"1x1"
(TDLKVDKST)Time delay set to launch at the end of E_lkvdk;"TDLKVDKST";"1x1"
(TDLKVDKT)Time delay set by E_lkvdk in charge mode from idle speed = true;"TDLKVDKT";"1x1"
(TULV1)delay overcharge cutoff, ti fade out step 1;"TULV1";"1x1"
(TULV3)Delay time for reset overload error;"TULV3";"1x1"
(KFFLLDE)Factor for slow LDR intervention on rlmax via KR;"KFFLLDE";"8x8"
(KFFWLLDE)Weighing Factor for LDR intervention on rlmax via KR;"KFFWLLDE";"8x8"
(KFTARXB) Underlying IAT Compensation for Maximum Specified Load;"KFTARXB";"10x12"
(KFTARXZK)IAT Compensation for Maximum Specified Load during knock;"KFTARXZK";"10x12"
(LDORXNHDR)maximum filling LDR at rail pressure control(error);"LDORXNHDR";"8x1"
(LDORXN)maximum filling LDR at E_ldo (overcharge error);"LDORXN";"8x1"
LDR p-Limit At zu high Engine temperature;"LDPBN";"8x1"
(KFFKRXTM)Factor to correct for rlmax at high engine temperature;"KFFKRXTM";"4x4"
(KFLDHBN) Boost Pressure Limit(Max. Pressure Ratio);"KFLDHBN";"8x8"
(LDRXN)maximum specified load/boost;"LDRXN";"16x1"
(LDRXNZK) maximum specified load/boost during knock;"LDRXNZK";"16x1"
(KFLDRL)Map for linearisation boost pressure =f(TV);"KFLDRL";"10x16"
(KFLBTS)Nominal Lambda for component protection;"KFLBTS";"12x16"
(LAMFA)Desired Lambda;"LAMFA";"6x15"
(VMAXESP)Maximum permissible speed if ESP fails;"VMAXESP";"1x1"
(VMAXNB)Maximum allowable vehicle speed in normal operation;"VMAXNB";"1x1"
(NMAXDVG)Speed limit for automatic transmission error signal;"NMAXDVG";"8x1"
(NMAXGA)Maximum permitted engine speed (stationary);"NMAXGA";"8x1"
(NMAXNL)Max engine speed for failure of speed Transmitter;"NMAXNL";"1x1"
(NMAXOGGA)Maximum permitted engine speed (short-term rise);"NMAXOGGA";"8x1"
(NMAXTO)Speed Limit at high oil temperature;"NMAXTO";"4x1"
Characteristic Maximum Limit Rail pressure Setpoint;"KLPRMAX";"6x1"
code word: catalyst diagnosis in OBDII-mode (reverse: European mode);"CDKATSP";"1x1"
(KFMLDMX)Max Load for diagnosis;"KFMLDMX";"9x8"
Timing map;"KFZW";"12x16"
Timing map Variant 2;"KFZW2";"12x16"
Setpoint Rail pressure in Operating mode Homogeneously-Knock prevention;"KFPRSOLHKS";"8x8"
Setpoint Rail pressure im Homogeneous mode;"KFPRSOLHOM";"8x8"
Setpoint Rail pressure im Shifts;"KFPRSOLSCH";"8x8"
Klopferkennungsfaktorkennfeld cylinder counter 0;"KFKE0";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 1;"KFKE1";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 2;"KFKE2";"4x16"
Klopferkennungsfaktorkennfeld cylinder counter 3;"KFKE3";"4x16"
Lower stationary Lambda limit for HOM;"LAMNHOMN";"8x1"
Threshold Exhaust temperature im Manifold for Component protection;"TAIKRBTS";"1x1"
almost the same here, besides i didnt mess with engine speed limiter as i didn't see a point, already dropping power by stock redline, so why go any higher? and also i didnt touch knock recognition maps seems way too sketchy, at least for a stage 1 but i did include the optimal timing maps 1&2. found i had to to get timing where i wanted it. also something to think about is the ecu doesnt like inj timing over 10ms |
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ktm733
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« Reply #18 on: July 12, 2016, 06:32:53 PM »
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I've ran into a problem that might push this back a couple days. Rs6 problems
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« Last Edit: July 13, 2016, 05:52:47 AM by ktm733 »
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ktm733
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« Reply #19 on: July 12, 2016, 08:54:01 PM »
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almost the same here, besides i didnt mess with engine speed limiter as i didn't see a point, already dropping power by stock redline, so why go any higher?
and also i didnt touch knock recognition maps seems way too sketchy, at least for a stage 1
but i did include the optimal timing maps 1&2. found i had to to get timing where i wanted it.
also something to think about is the ecu doesnt like inj timing over 10ms
What happens when we go over 10ms? |
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gman86
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« Reply #20 on: July 13, 2016, 02:11:10 AM »
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What happens when we go over 10ms?
You'll find fuel trims will be pegged at 25% as you're running out of time to inject the fuel. Bear in mind, GDI engines can't spray all the time like port injection, they have a window of about 380-70 degrees BTDC to spray. There are injection start time maps (similar to diesel SOIs) that allow you to advance injection to 430 degrees. |
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majorahole
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« Reply #21 on: July 14, 2016, 11:33:39 AM »
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What happens when we go over 10ms?
ecu pulls boost (basically) |
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Placebo
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« Reply #22 on: August 08, 2016, 11:54:31 AM »
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Hi All Thought I would join in on this thread as I am about to embark on tuning my new to me 2006 A3 2.0T BPY w/ MT. I am pretty newbish but have some tuning experience for my 97 AEB A4 1.8t which is M5.92. Going from this to MED9.1 is a couple of quantum leaps forward. I've BDM cloned my original ECU and know I can flash my MED9.1 using MPPS v13. If this is going to be a community thread, I think it makes sense to use the feely available TunerPro tool so I will be using it for my contributions. I've located a few map packs. This one http://nefariousmotorsports.com/forum/index.php?topic=7088.0 is for TunerPro and this one for http://nefariousmotorsports.com/forum/index.php?topic=467.30 for winols. Neither of these map directly to my BIN but are good guides for helping locate the various maps. Comparing these map packs, I've noticed the factor for KFMIRL is 0.023438 in the kp and 0.025 in the xdf. Furthermore, the column factor is 0.001526 in the kp and 0.00164 in the xdf. While close, for clarity and consistency, I would like to choose the correct factors moving forward. Any thoughts from those willing to help? As a first step, I plan on modifying KLDRXN, KLDRXNZK, KFMIRL and perhaps the scaling and values for KFMIOP. I am consider altering scaling for KFMIOP because it maxes at a load of 160% and I plan on shooting for max loads in the range of 170% when altering KLDRXN and KLDRXNZK. Original maps, modified KLDRXN, original bin and xdf for these maps only are attached. At this point, my main questions are does the modified KLDRXN w/ 170% seem reasonable in profile shape (perhaps boost should come on earlier?) and is a 170% load reasonable for a stage 1 type of tune ?. Once I have some feedback, will flash, log and post results. |
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Placebo
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« Reply #23 on: August 08, 2016, 01:11:42 PM »
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Also provided here is a stock log. Im in south TX so outside temps could be anywhere between 80 -100 deg F for this log. I don't recall.
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Placebo
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« Reply #24 on: August 09, 2016, 11:57:31 AM »
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 , sigh, not much interest. Guess I will hack away at it and post a bin in the "rate my tune" section when done. If anyone needs a good starting point for tuning MED9.1 , I have been following this post as a general how to with good info: http://nefariousmotorsports.com/forum/index.php?topic=5525.0title=.
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vwaudiguy
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« Reply #25 on: August 09, 2016, 12:38:48 PM »
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Don't give up. Just trying to find the time to look through the thread. Thanks for posting some good info. It's also preferable to post your complete, unedited log rather than graphs. Also, what gear where these logs taken in? |
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« Last Edit: August 09, 2016, 01:53:54 PM by vwaudiguy »
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"If you have a chinese turbo, that you are worried is going to blow up when you floor it, then LOL."
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ktm733
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« Reply #26 on: August 09, 2016, 06:16:27 PM »
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We are listening, tomorrow is hope to join the forum with good logs! Also one of the differences between me7 and med9 is obviously hpfp. Is there an advantage to raising fuel pressure?
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Placebo
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« Reply #27 on: August 10, 2016, 01:53:58 PM »
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Okay, thanks for the encouragement. I took another stab at this. I decided to use the scaling and factors from the winols map pack I found since these values seemed to agree with other posts I was reading.
I modified LDRXN and LDRXNZK from stock values by 15% across the maps. I know % tuning is frowned upon and will update this once I know what a more ideal profile should look like.
KFMIRL is also modified by +5% for 80% load lines and above so it requests enough load.
KFMIOP is rescaled and extrapolated such that 160% load is reflected in this table.
Pictures of stock maps and this (version 2) slightly tuned maps are shown. Also attached is a stock log file and this version 2 log file. This v2 tune log was done at about 90 deg F.
As seen in the log, I do not reach values shown in LDRXN in the v2 tune. I suspect it could be
KFLDHBN limiting me. I set LDPBM to 2550 across the board already. Im wading deep over my head into FR to see what limits the load values but slow going after hitting a suggestion that it could be the exhaust gas temperature model.
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nyet
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« Reply #28 on: August 10, 2016, 02:05:24 PM »
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I modified LDRXN and LDRXNZK from stock values by 15% across the maps. I know % tuning is frowned upon and will update this once I know what a more ideal profile should look like.
Don't touch the spool area or you may get a pos deviation code. |
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vwaudiguy
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« Reply #29 on: August 10, 2016, 02:52:38 PM »
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I tend to max KFLDHBN until my boost response is where I want it, and my boost pid's are inline. Then, I go back and set it slightly higher, so it does not limit charge pressure, but still provides a margin of safety. Take a look through the stage 1 list posted here, and you may spot some other values that can limit you. Are you sure you're requesting enough load? Also, in MED9 files there are multiple LDRXN's, and some other maps. Either modify them all, or figure which ones pertain to your variant coding.
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« Last Edit: August 10, 2016, 02:55:41 PM by vwaudiguy »
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"If you have a chinese turbo, that you are worried is going to blow up when you floor it, then LOL."
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