Both are demonstrably false.



Accurate. All public information, code, map packs, wiki information you see on ME7 exists only because I, personally, saw this in 2000/2001, more than 20 years ago. You seem to be completely unaware of this fact. I was literally the first person to gather information from sources who gave me permission to publish, without the secret hand shakes and glass bead trading. Nobody else had done this before me (and then Tony).


still waiting for a MR.


I don't expect gratitude (i get very little given i spent 15+ years compiling it). But what I do expect is help to improve it if you have criticisms. Your own negativity and lack of tact feeds into exactly the negativity you see here. You aren't at all being even remotely helpful and are literally only making things worse, not improving it.

Anyway:

You didn't post a log. What sort of feedback are you looking for?

Thanks for the hard work nyet!!!

What a absolute joke was good for a laugh. LDRXN LAMO.. wtf Lamfa is too rich aside from full throttle, bts is stock, you removed timing from the wrong ignition map... Didn't feel the need to further waste my time looking at shit, but many more errors exist.  Funny how assholes have the balls to make a post like this, literally only to talk shit on the efforts others. The "masterpiece" of a file included is absolute shite.

LDRXN = desired load. Which will limit the output from KFLMIRL (which will also limit boost pressure if your LDRXN is higher than KFLMIRL)
Your Ldrxn should follow the characteristics of the turbo within reason so you don't trigger limp mode from positive and negative deviations from EDLDRP and KFDLULS

Desired boost pressure comes from approximately 10*(ldrxn)+300mbar

wastegate duty cycle will be outputted from KFLDIMX but will vary based on the cars PID control to keep target and actual boost pressures ridding together

KFLDHBN is a safety for not overspinning your charger. The ecm will regulate the boost pressure if it determines that the pressure ratio is exceeded from your input value (i usually input from the compressor map of the turbo selection)

During my phone call with you when i had tuned your car you had laughed at the modeled egt. This egt is what i was meaning. Tabgbts is the Parameter you will see in a log

as far as map changes you make,  I always look at look at 3d for every change to ensure i am not creating a hole in the map as you see in KFZWOP under high load/ high rpm

KFZWOP is for maximum timing that the ecm can output, KFZW is what you should be using for outputted timing without intervention from knock. also not sure if its the correct way or not but i always keep KFZW 1 and KFZW 2 identical


For fuel enrichment you use Lamfa for driver demanded Lambda. this works until your modeled egt exceeds Tabgbts in your xdf then it will kick into KFLBTS. (unless in a volvo s60r they had used KFLBTS solely not lamfa)

i usually use Lamfa and then KFLBTS as a Cylinder over temp protection to quench the temp using tabgbts at 900-950 degrees c... Unless I'm setting up Knock based enrichment



Careful with adding more boost your injector duty cycle was at 85 percent when requesting 0.82 lambda. Also i was requesting 88 percent wgdc on the latest tune i had provided for you but I was also attempting a method of boost control I've used on Many Volvos (learned from contrast) with success but never used on an Audi before this attempt (I call it semi feed forward) where the you will run off the end of KLFDIMX when you exceed HPA set in the last column specified in KLFDIMX, boost will then be controlled via KFLDRL in the 100 percent %LDTVR row but act normal under non wot conditions. This method will change how ldrxn is used though instead of a requested load it will be a overload protection for spike this will require you to numb your I in the PID of the car.... i was not finished with this tune before i couldn't take the negative outlook you have towards everything. I don't need another Needy Girlfriend in life. I never took money from you doing this. I was only attempting to help you with ME7 and getting you help tuning your own Volvo but unfortunately you had ruined that for yourself. Sort of like an apprentice type deal.

This may help you.  I find the WIKI located in Nefe slightly easier to read as its not a list of everything slightly categized per module you are trying to work on.

 http://www.nefariousmotorsports.com/wiki/index.php/Main_Page

http://www.nefariousmotorsports.com/wiki/index.php/ME7_Tuning_Information

Are you sure about those things?

I was thinking LDRXN should follow characteristics of the engine - how it was designed to deliver power. And KFLDHBN is a safety to follow characteristics of the turbo in order not to over spin it.


I don't think KFZWOP output anything related to ignition advance. KFZWOP is there for calculation of combustion efficiency, based on how much actual ignition advance differentiate from KFZWOP.
If KFZW1 should be equal to KFZW2 - then why there is two of them and everywhere I saw them they are not equal?
One is for fully advance position of intake camshaft and another one for fully retard position. And yes - there is difference in how well cylinder is filled in both positions => KFZW1/2 shouldn't be equal.
Ok on some old engines maybe only one is used => why to change something that will never be used?


Because your engine doesn't have EGT sensor it doesn't mean never will follow LAMBTS.
In fact maybe after first few seconds of WOT run it will be there.

As SparkyR already explained there is a model of EGT, so you have calculated EGT (not measured by a sensor).
 

K03 is one of the smallest turbos.
Maximum request from 0 RPM IS Logical.
Lock the WG shut until boost is reached.
This is how I would operate any ECU.
I would boost the top port of an EWG, if I could. Or fill a boost reservoir tank, or activate VVT, or SAI. Or rotational idle. All possible with ME7
Anything to get the compressor moving.

Is LDRXN not a "Request"?
I "request" full boost at Idle.

Thought you had "a whole 3 years" global experience to reflect on? Now you say your knowledge is limited to Volvos...

If my 2nd attempt ever, was such trash, and you couldn't best it in 5 tunes, (Which you started messing with stupid shit, like MAX RPM).. Why would I waste my fuel and time on you? Let alone pay you.?
I don't want you to blow up my dinosaur car, "Learning" whilst being a dick.
Especially since I wasn't "allowed" to ask questions, and you were threatening to block me.. Who you callin' a girl? Why didn't you block me?
Never seen you post here, and now you're here every day.. "Huh". Up my ass.
Go buy a B5 and blow it up. 


Calculated EGTs is a huge laugh. Always will be.
There is such a variance in calculation. Inaccurate AF.
Once "Modeled EGT" passes some ambiguous data point, that will likely be fudged to get the desired results..

"ME7.1 has a two point variable cam timing system; there is a base timing map for each cam timing state based on KFNW:

    KFZW - VVT via KFNW inactive (fnwue=0, wnwi/wnwise=0)
    KFZW2 - VVT via KFNW active (fnwue=1, wnwi/wnwise=22)
For high RPM regions, KFNW is usually 0, so it is generally sufficient to restrict changes to KFZW and leave KFZW2 alone unless you are tuning areas < 3800 RPM "

KFZWOP/KFMDS - Re-interpolate if you alter the KFMIOP load axis --  Which I think I did?


Running a value off then end of a map, is the most... stupid.. thing I could ever imagine.
Under NO circumstance do I want anything running off the end of a map.
Avoiding rescaling axis is a hack at best.
You're lucky the ECU holds the final value, instead of defaulting to NULL or ERROR.


I am not sure if any of you read what you preach..
Have either of you even READ the S4 wiki..? Or a Bosch ECU system book, Or Craig Smiths Automotive hacking book. Corkey Bell Maximum boost. Or anything...?

It is clear we agree there are different methods of tuning, and that reflects my initial frustration from the beginning, that tuning is an "Art" and each person does it differently. Controlling who does and doesn't get to try it their way (by gatekeeping stolen/hacked/illegal software), doesn't help the community invite new tuners with different tuning strategies.


This brings me to another point that Nameless seems to miss (Because it's obvious he hasn't read)

Bosch programs these ECUs with a "Suite" where major engine parameters and characteristics are entered, and a large portion of these maps and value are calculated by an algorithm to fit and work with each other. Several maps are inverse relations of each other, and there is no way each cell was programmed individually. On the newer cars, there is 10's thousands of maps, most of which are calculated by an AUTOMATED dyno process, where the car, dyno output, and emissions output are all linked, and AI calibrate the cars to perform the best output that satisfies design conditions. It is literally impossible for a single person to have made these calibrations. by hand. Especially "remote" tuning from their basement.

So get off your high horse and accept the reality that we are all "Hacking" shit.. Im SURE the FR doesn't call for running off ends of maps, or "Numbing" the integral boost control term. Everyone has a method and strategy, and we should be investigating new ways to achieve results from these 20-30 year old platforms. What pisses me off, is when people like SPARKYR REFUSE to share his illegitimate ways of tuning the Volvo ECUs  - because he doesn't want any competition to his, again IMO, garbage, smoked out tunes. I, and others are not able to tune Volvos because we have Dickweeds like Prometey and his Secret stolen software, and SparkyR with his hacked illegal BS. But I can finish this thought in the Volvo thread.

Isn't this a community forum?
Or is it a place for arrogant members to circle jerk each other and sit in the same old stinky shit for 20 years.
Still can't agree on the function of the most basic ignition and boost request maps. Litterally the point of this post. Everyone tunes different, and everyone thinks they are gods.
SMFH

If you would like to bend a rod, sure.