okay so anyway back to me....

I have dropped the load right off - not interested in that stuff until I know I am safe to push on

reminder genuine bosch 117's (550) + DW265V + AET VT262C(370) + intake + 3inch turbo back

I have put in the K-RK-TE (I separated as I believe the RK is related to the RK_W (airmass) and TE is time <-- ?


KRKTE = 0.06205

and TVUB from the gif provided on this here forum.
7.96     10.000   11.97    14.01   15.98    - Volts
2.6990   1.5389   1.1201   0.7308   0.5227  - Offset



I have cleared faults and clear adpations and when the coolant wad operation temps this is my STFT and LTFT - which I think are stable and correct? the STFT go from (about) -4 to +4 and the LTFT are (about)1.5



so as this seems correct, am I supposed to be testing fuel at a load?  I did a low(ish) boost earlier which still caused AFR Current for 0.5 seconds to go the wtong direction and react instead of stay up with my desried?

he he, I was videoing it to see if the STFT reduced when the LTFT compensated.

I tried the removal of dipstick to introduce unmetered air but the STFT didn't jump up to 20% which was on the ross-tech youtube video of how to check and fault find by using fuel trims.

I have now used a xls calculator for KRKTE - from on here, which made it 0.599 for (...117s) 550s  I put in 544cc/min

Can I please have some guidance on whether the process to ensure the fuelling settings are okay?

This is what I think I need to do (still on 3bar FPR)
1. set KRKTE and TVUB
2. warm up car
3. check STFT are cycling ~ -4 to +4 or closer (on idle)
4. check LTFT is about 1.5  (on idle)
5. set car to a safe low powered map
6. log for > 30 minutes cycling through all the gears driving at different revs, and then use the FKKSFixer app to set the FKKS table.
7. check STFT are cycling ~ -4 to +4 or closer to zero (on idle)
8. check LTFT is about 1.5 or closer to zero (on idle)

I dont know what to do if the STFT and / or LTFT are not any good at idle? how to adjust TVUB or KRKTE to get the STFT and LTFT looking good? 

also if STFT and LTFT are acceptable at idle does that mean it also is okay on partial throttle and WOT?

I have today
1. reset my actuator to 2mm pre-load - 16.5psi at 0% WGDC is surely too tight.
2. installed an inlet manifold spacer - to reduce heat soak between block and inlet manifold
3. set my map to my target lamfa setup
4. set the map to a fixed wastegate 10% and will do to logging runs
   a.  with N75 unplugged so wastegate 0%
   b.  with N75 plugged in so wastegate 10%
  These are to start collecting the data for the LDRAPP


What I think may have been happening is the boost was coming in too quickly for the injectors to adjust - so when I want 0.8 LAMBDA that was DESIRED meeting ACTUAL until the Turbo got going then suddenly ACTUAL drifts away from DESIRED for 0.5 seconds - the IDC was only about 50% at 3KRPM - I dont understand why the ECU didn't go okay have 22ms of fuel instead of 16ms?

this is an example of the AFR straying when the Turbo starts delivering 23+ psi

Thanks nyet.
I tried to just highlight the symptom with the screen shot,  but will upload the logs from now. I am wondering whether changing the lamfa delay to 0 instead of default 10 ms

I have seen some of the fuelling discussions,  but was hoping to find a definitive guide,  as I've struggled identifying the methods in amongst discussing the results. And what discussions are for 1.8 versus 2.7. I will take another look at the injector migration thread. 

Thanks for you advice

as you pointed out - I seem to be trying to sort loads of stuff out at once - 10% WGDC actuator is going up to the limit, even with 2 turns of preload - I dont get this, but instead of trying to sort that out at the same time - I will focus on confirmation the fueling is correct first for this 10% WGDC about 19psi

I will post back once I have re-reviewed the migration to EV14 thread with my results and what I have done. I assume it is okay to simply use a 4 Bar FPR with a decent DW265V fuel pump and the correct KRKTE and TVUB settings - or is that exceeding the designed limit of both the injectors and pump?

in the s4wiki it says if you are stock injectors and FPR you dont need to touch the settings,  but surely if that was the case then the settings widely used for TVUB and KRKTE for my bosch 550s would be right too - or can even the stock injectors, fpr and pump be tuned? 

I will try the latest XDF for BAM as some threads mention tables,settings other than TVUB, KRKTE and FKKVS for setting up the injectors.

Hi, Sorry for the bump - but can anyone help with my questions about the "long term fuel trims "


is 0.19% okay for IDLE LTFT and 1.56% okay for PART THROTTLE LTFT (I think that is what the measuring block is showing?)


and also my original issue was with a lot of boost from the start I had a problem where it was going lean desired 0.8 actual 0.95 ( or even worse)  but the injector on time was only about 70% IDC - so I had a question over the ms/load % data source and whether that was my issue?

thanks for any help - I have held off making any changes without the guidance.

post logs with complete variable set.

hi sorry for the delay - I have a log with fixed waste gate ok at 12% and 15% (20% is blowing hoses)  and a variable < 18% low power which has waivered and looks like triggering enrichment of 0.75 at 5 seconds into run.

"mixed wg lost afr" demonstrates the waivering - at such a low powered run - it's worrying - but I did slightly raise KRKTE on that map as I was getting cold start issues when sometimes the car would start then sputter and misfire and even stop.


the 12WGDC log has all the fields in the csv, I somehow lost the cfg on the subsequent runs.  but it doesn't seem to lose touch current AFR versus Desired AFR in the same way the latest log with large KRKTE - can increase in KRKTE actually reduce the fuelling instead of increase it?


I could try the map with the variable wgdc and krkte the same as 12wgdc to see if the AFR stays inline with desired?