Hi, I haven't been here for a while but I modified my TT BAM after dropping a 5mm allen bit in the inlet #doh
Forged Rods, new rings and bearings, Inconel SuperTech exhaust valves, skimmed head, FMIC, B5 TIP, Cosworth S2000 Filter, 3Inch DP + Sports Cat and a Hybrid K04 CHRA in a stock / ported hotside and 15psi actuator, ported chinafold manifold, Bosch 550 EM14 Injectors, 3 Bar FPR

I have been trying to set up a safe map and think I have the fuelling right after resizing and setting the voltage offset from the s4wiki, and have a basic understanding of the BTS, LAMFA, KFMIRL, LDRXN, KFMIOP - these I played with on my Stock K04 and stage 2 modifications. Pre-rebuild I struggled to advance the timing so I am still on stock timing (but post rebuild the timing has held up quite well).
Whilst trying to understand the best route forward regarding the Wastegate Duty Cycle,  with some pointers I have set the Maximum Waste Gate duty cycle TVLDMX, which I understand is a safety net - I have tried a few settings and 27% appears to be a stable starting point.

I know the tables involved are KFLDIMX and KFLDRL and clearly a stock BAM map is much higher than the current Maximum I have set.

I have attached my currently installed BIN and a log from this morning with a 3rd gear pull to 6400.

I have seen some discussions regarding LDRAPP <-- is this a tool?  but most of the threads appear to be regarding S4 with twin turbos.

many thanks for any pointers or directing to the correct area

(I updated the CSV as it didn't work in ECU Plot after I changed the column order but this version does)

Thanks I will take a look,  I will say I am struggling with this a little - my biggest problem is I dont like red-lining my car after spending so much time and money building it - and a lot of these tests involve change a setting floor it to get a log and hope it doesn't break 

I even woke up in the night discussing an inlet value breaking and for some reason re-using the same head gasket

arrh thanks - I will check that out,  I was just popping back on this forum as I seem to be hitting intervention if I am just driving normally when I have a max WGDC > 27% making it a nightmare to try and improve things,  I am planning to save up a bit and get over to Badger5 in a few months - but nethertheless I still want to learn all this (we all know driving a project car is just the test for what you want to change next) - it really is so much more difficult than simply changing a stock map when you only update the air flow and leave the stock turbo, injectors and actuator eg increase a bit of fuel and load and try some minor timing advance if the engine is happy

I am pretty happy with the fuelling side - the log follows the map even though the desired torque actually is delivery a much higher actual torque. I just need a nudge in the right direction from my logs I am about a stage 1-2 map with a stock turbo but from 5K instead of 6.5K - but it really does feel like I am changing far too much without a full understanding of them, as an example I am trying to see if overboost is causing intervention by disabling the intervention by adjusting KFDLULS (pressure change for overboost protection diagnosis) and TLDOBAN (Time for LDR overboost active) which just feels dangerous.

I will look at the fixed WGDC and roll back to my original post injector settings and post FKKVS_FIXER MAP

I was thinking about getting a 3inch cat back exhaust but the stock TT cat back is not causing any of these issues.

Thanks for your help  I really appreciate it.

Rest of the hardware will have a big effect on the spoolup and overall behaviour of your turbo.
Its not possible to provide a pid starting point with a turbo.

read this http://nefariousmotorsports.com/forum/index.php?topic=12352.0

Would start with a stock file. Do it yourself and it will be better than "the english way" @ badger.

wow that is an amazing tool in VS2015

will adopt this feed-forward mindset will re-read the thread again whilst gathering logs

no log attached
will have a look into your file later today

great answer and totally correct!

thats cool thanks - it will work better than my x / 2.56  which had a similar effect.

I will make the correct changes to the XDF

I have done a few logs using the calibration mode - does it purposely reduce the loading?  I seem to only get to 114% actual load even though the boost pressure is going up the map sensor?


also I am getting the ESP light lighting up at 6K RPM on my 30WGDC and 5K RPM on the 40WGDC.


17963/P1555 - Boost Pressure Control: Upper Limit Exceeded
16487/P0103/000259 - Mass Air Flow (MAF) (G70): Signal too High


Also when I use the SB GLI C# KFDRL program and upload my logs the figures go crazy high like 5000 Mbar?  even though none of my logs exceed 2450mbar?  I know that the tool was originally used on a 1.8T so it cant be that?  I have even trimmed out all the data that isn't 100 throttle plate and faked the 100% throttle plate on a low 4WGDC as it could only get to 88% throttle plate on 100 PED? I am wondering if I can manually fill out the table fro the logs.

I have a hybrid turbo and wonder whether it is giving out strange readings?  if I leave the default range to 75 / 0.1 seconds I doesn't create any figures for 20 or 40?

I have tried to zip together the logs - to see if anything obvious becomes apparent and will re-read the pre-control / feed-forward threads