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« Reply #15 on: February 13, 2019, 12:05:23 AM »
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What about your load cap? Check out HBN and/or LDRXN and increase it to have a boost request near map limit. This will result in a non-closing throttle because actual boost will not be significant higher than req boost. You will have to set a reasonable boost profile with LDRXN after you did all the logs. relog 40wgdc and check if the values in the ldrpid tool will make sense. While logging 50wgdc and higher you should reduce timing (check retard in 40%log) and what about your lambdareq? its very rich without being close to 950degree egt. check out my last post here. i ran into similar problems during logging. http://nefariousmotorsports.com/forum/index.php?topic=12352.msg122780#msg122780 |
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stuartdean
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« Reply #16 on: February 14, 2019, 09:20:25 AM »
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Hi, Thanks for your reply I will have a scan of your journey  This load restriction only happens with 8 in that codeword for calibration. I am happy with the fuelling, it is not running a BTS Table because the EGTs are nice and low this time of year so not sure where 950 degrees centrigrade comes into it - that is BTS intervention. The log files and fuelling are following my "desired load" <-- which we all know is a nonsense driver on an ME7 it should have been actual? I set in Lamfa table - I have set this to as low as 0.85 to 0.82 at high desired load high RPM as that is ~12.5 - 12 AFR designed for power and torque and obviously keeping the components cooler. http://www.endtuning.com/afr.htmlI have run the 50% WGDC and have a small increase in boost to the map sensor limit, and actually managed to get the LDRTOOL to work if I trim out the other columns. although there is a drop in mbar between 3K to 3.5K RPM which I think I have seen somewhere else too. and the LDRTool put in PID WGDC to 50,60 even though I had not made any runs before there maybe to compensate? also had a bit of a problem using the FKKVS Tool I used it and in the mornings the car coughed and spluttered for a few seconds? I think it had too much fuel as the issue was worse if I double primed the fuel rail turning to 2 then off then 2 again - since rolling back to stock FKKVS it han't done this? |
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Kompiesto
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« Reply #17 on: February 15, 2019, 01:59:46 AM »
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Some my tips
950 degree C is for me very hot. Some tuners maybe setting 12.5 AFR at top but is no good. This solution is used for stock fueling system but not good for engine. You overheat engine very quickly. If You not have custom high flow manifloid, You should add more fuel at top. On big boost i trying not be too close 1000 degree.
I calibrated some hybrid turbos. I made logs with fixed duty cycle of WGDC and created table of duty by hand. You must remember about compressor limit HBN map and DMX map for maf because You hit limits.
If You hit 1.55bar You must change map sensor to 3bar and make some offset/scaling of maps. Goes over 3bar map is harder to do because You should implement 5120 hack for boost.
You can work with duty, reqest boost map, ignition to prevent overboosts if You want stock map sensor.
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aef
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« Reply #18 on: February 15, 2019, 06:53:11 AM »
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turbo needs temperature because its energy and 950max is okay for borgwarner cast
this ecu has active egt probe so its no problem at all
when done with tuning you should run the highway with 4th, 5th and 6 gear to check
regards
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stuartdean
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« Reply #19 on: February 16, 2019, 09:17:09 AM »
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Hi so I have 2 directions currently with my maps - one I am tweaking the PID after using the tool and the other one I am using stock PID and raising the TVLDMX
Attached is a log with TVLDMX set to 29% max wastegate duty cycle.
I am happy with my fueling and happy with my EGTs.
Lamfa is generous 0.82 up top, my EGTs are currently maxing out at 850 (although cold weather here currently)
as a reminder I have
2003 TT 1.8T BAM
with modifications
K04 with hybrid K04 CHRA and Ported hotside
1 bar Actuator
Ported Chinafold Manifold
Bosch 550 injectors (no uprated fuel pump yet, although I do have a stock HAAS pump if necessary)
B5 TIP
RAMPRO Air Filter
3inch DP with Sports Cat (going to switch the decat)
R8 Coil packs
WellyCooler FMIC with 64mm pipework
PEC rifle drilled forged Rods with racing big end bearings and rings gapped at 0.4 and 0.45
SuperTech Inconel Exhaust Valves
additional earthing
attached screenshot from tunerpro including lamfa and Max WGDC and CSV from a 3rd gear pull yesterday.
what I a keen to learn is whether a 5120 hack and map sensor is a better option than simply going to "open loop" - I am struggling to know whether the car simply goes into "open loop" if the LAMFA is different to 1 and outside the limits of the sensor? isn't it supposed to fuel the car based on MAF g/s and wideband o2 sensor, there seems so many Me7 arguments regarding this subject on this forum as s4wiki says one thing and people say that's not the case on 2002 wideband 1.8's? but I have noticed the MAFG g/s are limited by the WGDC limits as an example a limit of 25% is 200 g/s - 30% is 218g/s
you can see from ECU PLOT that the boost desired PSI simply hits limit now and stays there, whilst the actual PSI is dancing under the desired whilst hitting the TVLDMX, hence my urgency to control the boost using the PID tables.
I also need to know if I should be pulling back the timing at peak power? Timing is still stock but I am getting ignition retard voltage so will probably reduce the timing to keep this nice and low, rather than reducing the energy?
Any thoughts or guidance I am about to do a run with the PID data built from the LDRAPP tools, I did try the FKKVS Fixer tool but until I think I have proper control of the turbo via PID (instead of max WGDC - I shouldn't worry about these Fuel Trims - as the car coughs and spits first thing in the morning for about 4 or 5 seconds.
This learning is great fun but I really am pushing the limits of my understanding, the steps involved in getting all this extra hardware configured are pretty extreme compared to a few updates and copied map contents for a stage 1/2 of just increasign fuel, load and timing.
Any thoughts or pointers to reading will be gratefully recieved.
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« Last Edit: February 16, 2019, 09:21:34 AM by stuartdean »
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aef
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« Reply #20 on: February 16, 2019, 09:58:19 AM »
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way too much different things involved here
you shoud do it like s4tuning wiki: first do fueling, then boost, then timing
in your case simply change lamfa and thats it for the moment. egt sensor will safe your ass. fkkvs to all 1's for the moment. keep an eye on your injector duty with higher boost. you need a pump.
then i would change ldrxn for a more k04 like profile. your req boost should look like: spool up with 95% duty as fast as possible until your wanted boost, then taper down to your wanted boost at redline.
In my car its like attached which results in 1.6bar to 1.1bar
your ldrxn is wrong in my eyes because your max value is at too high rpm.
this is why you bought forged rods. max boost as early as possible. you should log from below 2000rpm to allow the car to spool the turbo. so at 1700 hit the pedal hard!
your preload is strange! so much boost with just 29% duty.
attached my ldrxn, my lamfa, a log with 1.6 to 1.1bar (but with too less 95% on spoolup)
maybe its best to stay within the mapsensor limit to have a working pid and a understanding for how things work.
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« Last Edit: February 16, 2019, 10:01:48 AM by aef »
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stuartdean
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« Reply #21 on: February 17, 2019, 03:51:54 AM »
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excellent, thanks for your guidance / advice. I am setting a max WGDC to make sure it doesn't go crazy whist trying to be properly in control of the PID.I actually ran a post LDRAPP tool log yesterday still with a limited WGDC and it did behave better in mid range. I think I know why my fixed WGDC logs were low load - I had misunderstood the overboost table regarding setting them all to zeros from s4wiki - I assumed it meant that it would ignore the content - but I think it meant it will not allow any overboost. I will try and create some logs from 1700 rpm, with a more aggressive onset. thanks |
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stuartdean
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« Reply #22 on: February 17, 2019, 08:41:24 AM »
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Hi,
This comment
"your preload is strange! so much boost with just 29% duty. "
You have to remember I (a total amateur) made all the engine modifications, from gapping the rings, rebuilding the repaired and skimmed head, constructing the turbo (from a hybrid CHRA, stock K04 compressor housing and Chinese hotside - ported penny wastegate and turbo/mani to fit match chinafold stainless manifold)
I bought a 1 bar actuator and fitted it after porting the wastegate hole and when the door was closed gave 3 turns of preload.
so I may well have added too much pre-load to the actuator?
I was advised to put a 30% max WGDC after a strict running in period was completed, as the hybrid and actuator would be delivering about 2 bar at 80% WGDC - so I need to ensure the engine build etc is safe.
what does it mean if I have too much pre-load - does this become a challenge to map neatly?
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aef
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« Reply #23 on: February 17, 2019, 10:41:52 AM »
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So if you used a "upgrade" chra but a stock compressor housing what is upgraded powerwise?
You cant combine a upgrade compressor wheel with a stock compressor housing.
Close the WG by hand and add 1,5 turns on preload. This is enougth and will allow the wg to work.
Then do logs in application mode starting from 0wgdc, 10wgdc and so on.
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stuartdean
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« Reply #24 on: February 17, 2019, 04:08:24 PM »
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« Last Edit: February 17, 2019, 04:13:14 PM by stuartdean »
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nyet
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« Reply #25 on: February 17, 2019, 04:36:51 PM »
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I don't know where to start.
First off, you are confusing open loop fueling with open loop boost control They are completely separate topics.
Secondly, you will be adjusting timing based on knock correction, not voltage.
I'd stick with requesting 22-23 psi for now. Don't worry about 5120. Stay below the hard max boost ceiling for now, and set DSLOFS to zero to make sure you don't screw up.
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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stuartdean
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« Reply #26 on: February 17, 2019, 04:50:29 PM »
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thanks nyet  keep calm and carry on  yeah not the voltage the highlighted section of "ignition retard" I know that is bad and also s4wiki suggests to reduce some timing advance over peak power to try and keep from continuous knock intervention. I will stick with the map sensor limits for the moment as clearly have a bit to learn regarding open loop boost control. will check out DSLOFS - I did see this in the S4Wiki regarding working within map sensor limit - it raises the map sensor limit a tiny bit if a recall but does this then also act as a boost hard cut controller? I will update my testing map for tomorrow with this for my logs (on the way to work) have a good evening |
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nyet
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« Reply #27 on: February 17, 2019, 04:56:36 PM »
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tit raises the map sensor limit a tiny bit if a recall but does this then also act as a boost hard cut controller?
No, it ensures that max measured boost is never under the max possible requested boost, which could cause severe problems. Analogy: say your thermostat could only ever read 40 degrees Fahrenheit but you set your thermostat to 60. Your heater would never turn off. |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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aef
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« Reply #28 on: February 17, 2019, 11:57:08 PM »
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So if you used a "upgrade" chra but a stock compressor housing... please reduce preload to 1,5turns and post logs starting from 0% wgdc |
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fknbrkn
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mk4 1.8T AUM
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« Reply #29 on: February 18, 2019, 02:16:22 AM »
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1bar spring has no sense here
0.8 would be perfect
29% better than 0 so whats the question? Read wiki @tighter wastegate section
Set kfldrl to sometging between stock and linear
Make run with some setpoints corresponding on kfldmix axis 1.0 1.2 1.4 and make things done
Thats all
Imo no reason to run over 1.5 bar this tiny turbo
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