marcello7x
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« Reply #45 on: July 12, 2012, 03:28:14 PM »
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here is a screen shot for those w/o excel
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marcello7x
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« Reply #46 on: July 12, 2012, 07:21:19 PM »
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So when the tune pulls timing, it pulls alot more than will actually cause knock correct? On average how much should i pull back the timing? I thought about half of what is being retarded.
Also i want to get the KRKTE and TVUB a little closer. Using the part throttle adaptation from block 032 on vagcom, i see a positive %, which im assuming that it needs to richen. Its settled to a safe value, and not too far out, but i don't want to drive around too much after a flash to settle the tune. The plan is to drop KRKTE just a hair to lean out WOT a bit, then adjust TVUB to richen the part and idle. [If this is backwards please let me know]
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azaiats
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« Reply #47 on: July 12, 2012, 08:33:35 PM »
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1 - Use me7logger and ecuxplot instead of vag-com. You'll log much more info (30+ variables at same time) and you can correlate each other more easily. I can't see your boost logged so can't imagine where is your peak torque (maybe at 4k rpm?!?). Try to decrease 1 or 2* your timing before the peak (3000 -> 4000) and then increment a little after it, avoiding timing pulling. Log and see if it helps. About KRKTE and TVUB, again, try to use me7logger and log injector time, afr desired, afr actual, lambda correction. When you get lambda correction plotted against afr desired/actual you can tune FKKVS to rich or lean specific areas. I guess lowering KRTKE only won't lean WOT as it is. How your considering your fueling? LAMFA? BTS? Knock based? There's a topic here in the forum about fueling strategies, but I can't remember which one is the best discussed  do a little search, and maybe try this one: http://nefariousmotorsports.com/forum/index.php?topic=1849.0At first tune your fueling only and leave timing table to another time when you get fueling corrected. |
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2003 1.8T AUQ @ 06A906032HP - k04/e05 20psi - 317cc @ 4.5fpr - K&N @ stock box - ceramic clutch - 18" tsw wheels @ yoko's 235/45/18 @ eibach lowered springs deka's 870cc in on the way down... boost wait for me  |
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marcello7x
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« Reply #48 on: July 13, 2012, 11:44:33 AM »
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Im going to get logger installed and working over the weekend, since non of my home computers have win ols i can't do much editing, so i will try and log as much as possible and learn what needs to be adjusted. For now its simple enough to slowly reduce ignition untill it no longer retards, which i what i did during my lunch break. Here is the log.
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marcello7x
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« Reply #49 on: July 16, 2012, 05:50:37 AM »
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Ok so i determined my timing issue is due to hardware. My intercooler is simply too small for my turbo/flow. I was seeing really high intake temps, so im searching for a new core that will be taller and thicker now.
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bbernd
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« Reply #50 on: July 17, 2012, 01:20:01 AM »
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2,4 bar is interesting... but how can this work with the oem 2550 mbar pressure sensor???
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marcello7x
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« Reply #51 on: July 18, 2012, 05:48:41 AM »
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Thats a great question. I will look into it. Im currently right on the limit of it, so i need to figure something out before i turn up the boost.
On the timing front, i ordered a water meth kit. Snow stage 2 with pre throttle body nozzle and tb plate, with separate solenoids. Im also going to order a bigger core 30x10x3[24x10x3 for center part] compared to the tiny 27x7.5x2.5[20ishx7x2.5] that i have now.
Lastly i realized i have a bigger throttle body from a 2.8l v8 passat just hanging around. Going to look into whats needed in the tune to run that.
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marcello7x
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« Reply #52 on: July 30, 2012, 07:54:57 PM »
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To increase the boost im going to clamp the map sensor, in order not to throw code/ limp. And run a manual boost controller in parallel with the n75. Thus whichever is set lower will open the wastegate. This will leave with smooth drivability under the clamped map sensor reading/part throttle, while allowing me to boost over the 22.5psi limit of the map sensor.
On the timing front, with the bigger core, and temps lower than 90*f while running logs, my timing CF isn't really as bad. Plus i was told by a few locals that as long as im pulling less than 6-8 im ok, and some stock cars pull more than that! A few meth runs w/o any adjustment to tune, and no real tweaking of the meth ramp limit and im pulling 1.5-3.
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nyet
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« Reply #53 on: July 30, 2012, 09:41:15 PM »
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I don't understand why you need to clamp the MAP sensor. There is ABSOLUTELY no reason to.
And you dont need an MBC either, just use the I limit table to limit your WGDC.
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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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nyet
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« Reply #54 on: July 30, 2012, 09:43:32 PM »
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2,4 bar is interesting... but how can this work with the oem 2550 mbar pressure sensor???
uh wat? |
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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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marcello7x
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« Reply #55 on: July 31, 2012, 09:32:35 AM »
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I was under the impression that anything over 22-23 psi is out of map sensor limit. Thus the n75 cannot limit boost if it doesnt know when its reach the desired boost? Also doesnt exceding the map sensor cause a limp mode?
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nyet
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« Reply #56 on: July 31, 2012, 09:48:28 AM »
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There are various ways to limit WGDC. The downside is that if you depend on limiting boost with DC alone (blindly), if you tear a waste gate line, the ECU can't protect you (e.g. via throttle cut) because it doesn't know you are overboosting.
No, hitting the MAP limit will not cause limp mode.
DEVIATION causes limp mode.
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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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marcello7x
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« Reply #57 on: July 31, 2012, 10:20:21 AM »
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How does the ECU stay in regulation while boosting over the map sensors limit? MAF readings?
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matchew
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« Reply #58 on: July 31, 2012, 10:21:47 AM »
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How does the ECU stay in regulation while boosting over the map sensors limit? MAF readings?
Regulation of what? Ignition and fueling? |
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marcello7x
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« Reply #59 on: July 31, 2012, 12:01:02 PM »
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Boost.
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