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terminator
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« Reply #45 on: January 05, 2014, 07:05:29 PM »
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Thats why I said "I think"  |
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fknbrkn
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mk4 1.8T AUM
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« Reply #46 on: January 05, 2014, 07:43:35 PM »
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so after few hours
i made this changes by copying from 018CB
01/05/2014 04:13:06 Scalar: CWNWSG changed from 1.00 (0x01) to 0.00 (0x00).
01/06/2014 04:19:32 Scalar: CDTENWS changed from 220.0 (0x00DC) to 733.0 (0x02DD).
01/06/2014 04:31:50 Table: KFNWSE changed.
01/06/2014 04:39:37 Scalar: CDTENWSE changed from 326.0 (0x0146) to 745.0 (0x02E9).
01/06/2014 05:40:52 Table: FNWTME changed.
01/06/2014 05:47:10 Table: KFNWWLE changed.
01/06/2014 05:58:35 Scalar: TANW changed from -48.00 Grad C (0x00) to -15.00 Grad C (0x2C).
01/06/2014 06:16:45 Table: TVNWSTTM changed.
01/06/2014 06:27:14 Scalar: WNWSEAPP changed from 0.00 (0x0000) to 2304.00 (0x0900).
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fknbrkn
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« Reply #47 on: January 06, 2014, 12:19:54 PM »
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and it works! cant say that its really big difference but better than a stock it would be very interesting if someone can take a logs with/without VVT because its hard to me in winter slippery roads  here is the stock 032DR file with only VVT section modified oops i forget to put SRL08NEUW axis into VVT section dont forget to change values in it! |
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« Last Edit: January 07, 2014, 05:52:10 PM by fukenbroken »
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littco
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« Reply #48 on: January 06, 2014, 12:51:51 PM »
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and it works! cant say that its really big difference but better than a stock it would be very interesting if someone can take a logs with/without VVT because its hard to me in winter slippery roads here is the stock 032DR file with only VVT section modified I think you're find on small framed turbos like the k03s it makes little difference as boost onset is quite quick and the advantage of early opening inlet doesn't make that much difference, on bigger turbos though where boost doesn't come on till later it can help to make the car drive better in a N/a style ie no boost... Probably why it was never used on k03s and only emissions on the k04.. I can assure you though having cams open too long will make things worse not better.. Remember as well you now have kfzw2 as well as kfzw to work on! |
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fknbrkn
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« Reply #49 on: January 06, 2014, 01:07:32 PM »
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I have K04-022.. and it helps until turbo spools at 2500+ yep its not 3071 but why not getting a little help?
You re right about KFZW2, but i have no ideas how to tune it with cam overmap.. difficult to me
what do you means by "too long", rpms?
anyway the most important thing - that it works, so if not me, than someone else can use it
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littco
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« Reply #50 on: January 06, 2014, 01:59:55 PM »
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I have K04-022.. and it helps until turbo spools at 2500+ yep its not 3071 but why not getting a little help?
You re right about KFZW2, but i have no ideas how to tune it with cam overmap.. difficult to me
what do you means by "too long", rpms?
anyway the most important thing - that it works, so if not me, than someone else can use it
Absolutely, great work... When cam switches the timing maps will as well.. Too long means if you keep the cam open past 5000 rpm then you will loose not gain.. It really only helps below the point max boost is reached.. |
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fknbrkn
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« Reply #51 on: January 06, 2014, 02:37:44 PM »
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yes, thanks
i know that KFZW2 used when cam adjustment switched on
but dont know how to proper tune angles in it.. i see that is no knocking when cam adj. on and that is good starting point i think
i set cam adjustment at 1500-3000 rpms with 31-150 load
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« Last Edit: January 06, 2014, 02:40:05 PM by fukenbroken »
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adam-
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« Reply #52 on: November 02, 2014, 02:00:52 PM »
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Changed these values in my current 064 HN file..
After a few beers.
Will see if it works tomorrow; meeehhh.
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vwaudiguy
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« Reply #53 on: March 08, 2015, 09:50:04 PM »
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Earlier in the thread (his only post I believe) PRJ mentioned he thought the rpm axis was wrong, as at the high end, the last 3 rows are almost the same. That's how it looks in the .xdf posted a couple posts back as well. I'm struggling to correctly define the axis' as well in some other ME7.5 maps, because I'm getting the same when comparing to well defined .kp's, and I don't have the ability or tools to dissemble. Some questions..
1.) Do all ME7.5 cam maps have the same load/rpm axis between ecu's? Some went to 100 load, and others to 150.
2.) Are they off towards the end of the rpm axis like in the posted .xdf? Is that correct?
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« Last Edit: March 24, 2015, 07:06:08 PM by vwaudiguy »
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"If you have a chinese turbo, that you are worried is going to blow up when you floor it, then LOL."
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Awaken
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« Reply #54 on: March 13, 2017, 07:08:50 PM »
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Little late on this but to answer a question that I did not see answered: -4 stands for 4 degrees before top dead center (BTDC) and 18 stands for 18 degrees ATDC, giving a total of 22 degrees. Knowing this however, does not really help me understand how I can utilize the KFNWSE map to help me get little more boost earlier. Here's my stock map, which is for a K04 turbo on the S3 BAM engine (I am currently running a GT2871R 0.86 @~1.9bar):  and here is an image that shows what this translates into:  So the question is, should it be set to operate at higher RPM maybe up to 5000, would it help if the cams are overlapping for a while when full boost is already achieved? Much appreciated! |
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« Last Edit: March 14, 2017, 02:39:38 AM by Awaken »
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d0xx
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« Reply #55 on: March 15, 2017, 05:54:51 AM »
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Awaken, if you find out more, please let us know. Im currently trying to find out the same thing then you, i dont understand how i have to edit this values to take effect.
Br
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TijnCU
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flying brick
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« Reply #56 on: March 15, 2017, 09:35:36 AM »
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If you want to find out what effect it has on airflow, you could try to run it in both fixed positions and log. I would want to see where the lines cross and make the cam switchover at or slightly before that point. More airflow > more fuel > more power.
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prj
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« Reply #57 on: March 16, 2017, 02:48:06 AM »
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More airflow > more fuel > more power. You will always have higher airflow due to valve overlap, as a bunch of it is dumped into the exhaust, but the engine will still make less power at some point, because your backpressure will get much higher post combustion cycle and power will actually drop. Only way to do this right is on a dyno. |
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TijnCU
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flying brick
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« Reply #58 on: March 16, 2017, 06:07:26 AM »
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I thought the whole idea of vvt was to recycle some of the exhaust gasses into the intake... The pre turbo backpressure will always be higher than the boost pressure in our application  I do agree that in order to see actual results you need to measure actual engine output. I just suggested that measuring flow over boost has my preference since boost might as well mean there is a restriction of flow...(and most people get really hung up on getting "maximum boost") |
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littco
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« Reply #59 on: March 16, 2017, 08:07:40 AM »
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I thought the whole idea of vvt was to recycle some of the exhaust gasses into the intake... The pre turbo backpressure will always be higher than the boost pressure in our application I do agree that in order to see actual results you need to measure actual engine output. I just suggested that measuring flow over boost has my preference since boost might as well mean there is a restriction of flow...(and most people get really hung up on getting "maximum boost") I spent quite a lot of time a few years back playing with the cam switching on K04 hybrids to see if it made any difference, and I can assure you that it does. It varies from turbo to turbo due to spool rates and whilst it didn't make a huge amount of difference to top end power as obviously you will have the cams closed , at lower rpm and off boost if can make the car far more drivable. Noticeably having the cams closed constantly made the car very flat whilst off boost where as having them open like a NA made it better. I think its been mentioned before but remember the timing maps switch as well at cam change over. You will tend to find switching the cams to closed just after peak boost/spool is the best imo. Wait until you have an MED9 and full control variable cam timing then it gets fun!! |
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