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aef
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« on: August 14, 2023, 10:49:39 AM »
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hi,
ever since my ignition has these spikes and i cant figure out why.
is this some kind of correction or related to kfzwop maps?
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nyet
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« Reply #1 on: August 14, 2023, 11:09:36 AM »
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Your load is quite a bit above rlsol
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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 #3 on: August 14, 2023, 03:06:06 PM »
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prj wrote "if it's only on high boost then KFPBRK/NW should be changed at higher load."
so i know what todo
will see what happens with maf vs. maf@tb
maybe it will be solved by rl_w vs. rlsol_w or maybe its a topic on its own.
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prj
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« Reply #4 on: August 15, 2023, 12:42:39 AM »
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will see what happens with maf vs. maf@tb WDKUGDN Obviously pressure test from the turbo inlet with intake manifold connected and make sure nothing leaks before you mess with any of this. |
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aef
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« Reply #5 on: August 15, 2023, 11:23:26 AM »
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15 logs and a lot fuel later i still have spikes in the ignition
what is rlsol vs. rl supposed to look like? in my mind i think i read here "keep it below rlsol" but im unsure.
i had to redo my boost profile because with the changes in KFPBRK/KFPBRKNW i noticed my load was way to low in irl/iop/ldrxn (220)
i dont understand where the spike in my desired boost is coming from because in ldrxn the rpm axit is 3000, 3500, 4000 and the "hock".
i hope its the value @ 3000 but i have to finetune this tomorrow.
my boost pofile is rebuild to ~1.6bar
my rl is below rlsol
my maf vs maf@tb is okay i hope
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nyet
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« Reply #6 on: August 15, 2023, 11:44:16 AM »
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Might be ARMD now?
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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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prj
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« Reply #7 on: August 15, 2023, 01:14:37 PM »
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Set last % column of KFDMDARO to 50 and value to 50 also, and re-try.
Also your KFZW/2 is too advanced, you have knock on all cylinders = losing power.
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aef
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« Reply #8 on: August 17, 2023, 04:53:17 AM »
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There are 5 DARO Maps: KFDMDARO_0_A KFDMDARO_1_A KFDMDARO_2_A KFDMDARO_3_A KFDMDAROS I changed all 5 in the last row (50) to 50. I tried to configure b_ar in me7logger like this B_ar , {} , 0x00FD86, 2, 0x0004, {} , 0, 0, 1, 0, {Bedingung Antiruckeingriff aktiv}I am unsure about the b_ar but the ignition definately changed. I still have the hook in my load/boost and dont know why. Based on the DARO change to 50 i think i have ARMD interventions. can someone confirm this? |
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prj
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« Reply #9 on: August 17, 2023, 08:02:57 AM »
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Yes, ARMD was the problem, but now it's off over 50% torque, and your ignition is normal.
ARMD is configured like this in very many OEM files too. Really, there is no need for it to be active on WOT, it's only important at lower load, especially when starting to move and clutching/declutching.
If you turn the entire function off then the car will kangaroo much easier.
Rest of your sawtooth you see there is because of knock retard.
Also, you are very lean and EGT is skyhigh. You are only making a 5 second pull and EGT is already 900C+ (!!!).
Stop with the ridiculous lambda, set 0.8 and reduce boost up top.
With this current joke of a tune even ATR won't save your engine in time.
Reduce boost and add fuel until you're at least at 15 degrees timing up top.
You've long ago hit the compression ratio wall and you're going right through it. Result will be a dropped valve and complete destruction of cylinder head and bore.
Also I hope you're not on stock rods, if you are I am 90% sure they're not quite straight anymore.
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« Last Edit: August 17, 2023, 08:10:53 AM by prj »
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aef
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« Reply #10 on: August 17, 2023, 10:20:16 AM »
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Thank you very much for your input prj. I will try to lower boost and work with ignition instead. Engine is fully build and egt probe is in the manifold pre turbine. I leaned it out the last days just to see where my egt will go to. before this i drove it with 0.78 up top for the last year or so. Is there a rule of thumb on how to set the ignition or boost profile when you havent access to a dyno? 1,6bar tapering to 1,3 maybe? or in other words 95 to 65 wgdc maybe. What do you mean with this? You've long ago hit the compression ratio wall and you're going right through it. thank you very much |
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prj
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« Reply #11 on: August 17, 2023, 12:18:00 PM »
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Dyno is not needed here, basic knowledge of engine is needed. What do you mean with this? It means your CR is way too high for your fuel, so you can not run the turbo at max boost. You are knock limited. 0.78 loses power on VAG 5V engines, and generally you don't want to be below 0.8. Peak power is around 0.81-0.82. But you can't run 0.82 because you're gonna melt shit. So ... all you can do is aim for 0.8 and turn the boost down so you don't have insane EGT. If you want to use this turbo fully on this engine you need race fuel, WMI or E85. On standard fuel it is not possible, not safe. Typical example of choosing the wrong CR when building engine. |
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aef
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« Reply #12 on: August 18, 2023, 03:03:45 PM »
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Will play with wdkugdn to hopefully cure the dent. i havent changed anything in the load to boost path.
I lowered boost and i am almost at 15 degree up top despite the currently hot summer weather.
will try to enrich it to see if the -3 degree will go away. or will try to log with better iat.
thank you very much for solving my spikes aka. ARMD
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prj
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« Reply #13 on: August 18, 2023, 03:53:33 PM »
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Instead of screenshots post csv files if you want any comments at all.
Also IAT makes almost no difference to ignition timing.
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aef
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« Reply #14 on: August 19, 2023, 02:16:28 AM »
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sorry was removed because of the size yesterday
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