After blowing a K03, I've gone to Frankenturbo FT21s on my 2003 A6 2.7T Tip and am starting to dial them in. Stage 1, 16 psig tapering to 11 psig or so at max revs.  WG cracks at 8 psig.  3rd gear pull:



A couple of issues, if anyone has any ideas.

Spool time is ridiculously slow (I'm at 6,200'/1900 m elevation, so undoubtedly that is some or all of it).  The following is from idle:





Spool was not great with the K03s either (and my daughter's 1.8T Passat 4Motion is downright hideous).  There are no boost leaks and the diverters are fine.  Would ramping the throttle plate more quickly help?  Response in general just seems better when rolling the throttle on.  Any other ways to improve spool given the altitude?  Timing is not being pulled.

I'm also getting a boost spike to 21-22 psig when the throttle plate closes to 36* right before a shift.  Is the N75 system strictly reactionary, or is there a feed-forward, anticipitory function I can tune?

(Once I resolve these, then I'll move on to why corrected specified load is being limited and not following LDRXN abd fine-tune WG.)

Thanks in advance...

^^^^^  Excellent feedback, thank you.  Definitely wishing I had gone ahead and swapped to 6MT when I did my TC.  New TC is "almost" working but not quite and trips out occasionally.  May end up doing the swap, or may try to figure out how to finagle TC parameters (and/or valve body) to keep it on-line.  I don't think there's anything horribly wrong, it's just not seeing enough actuation pressure, and the TCU isn't "smart" enough to adapt.

WRT the boost spike, I've come to the realization that it's probably not a big deal since the engine isn't seeing it, just the ductwork.  Any other thoughts?

Agreed. Post logs too

That said i obviously still like the graphs.

prj, how do you process logs? Is there anything I can add to ECUxPlot to make it easier?

Add the ability to scroll. Right now the graph is an all-or-nothing affair and navigating it is a PITA.
Also the axis labels could be done slightly differently, and be toggle able.

Take a look at WinLogView http://www.devtechnics.com/winlog.htm.

This is just my opinion of course - take what you want from it.

Also, matrix graphs.
Where you can specify certain parameter ranges.
This is invaluable for dialing in timing maps as you can quickly graph how much timing was pulled in each cell.

All I do is do a series of pulls at different loads, that way I get coverage over almost the entire map, and then I just correct the entire map based on the data in each cell.
See here for an example:
http://nefariousmotorsports.com/forum/index.php?topic=2049.0

I mean, I don't really care that much, I have my log converter, so if I need that stuff I just use WinLog.
But you were asking how you can make your plotter better - and I just gave you some input on that. I use both your tool and WinLog.

Point taken.  It really all goes back to relatively sucky off-the-line acceleration because in effect I have a NA engine that's down 20% on power until spool happens.  Looking forward to tuning KFWDKSMX (and cleaning up everything else as suggested.)
And message received prj on the logs - -will do next time 'round.

Play with AFR and timing during spool.  In my experience 13.4 is a good AFR for better spool, actually let me try and expand on this, try and stay with me here as I suck at explaining what's in my head.

Picture a combustion cycle happening under normal conditions, all the fuel is burnt and turns into heat, the heat is being pulled into the engine block and heads as the piston moves down, on the exhaust stroke the left over heat energy is pushed out in the form of a gas and it is no longer producing any new heat.  This then has to drive your turbine.

The extreme opposite would be our anti lag systems, having the fuel burn on the exhaust stroke and all the new heat/energy available is going to drive the turbine while basically non is being used in the engine or being absorbed into the engine.

Optimal spool is found somewhere in the middle of this and will only ever be found on a case by case basis for a given system.  Adding more fuel like my aforementioned 13.4 AFR vs the normal motronic 14.7 during spool is simply to give more possible heat/energy.  Retarding the timing just enough to where you do not effect the forces put on the piston and kill engine speed up but also allow some fuel to still be burning on the exhaust stroke is where the magic happens.  Adding fuel by itself does nothing other than waste it though, you must retard timing in that specific range to have the burn start later.  Less of the heat/energy will be absorbed by the engine and more will flow towards the turbine.  The more fuel the slower the burn and so there is a fine line where you are over doing it as you still want a complete burn.

You can get a partial benefit by just retarding timing a bit at normal spool up AFRs of 14.7 too.  People commonly mistake a leaner mixture as hotter and therefore heat must mean spool, dont get so caught up on heat, focus on the energy which just happens to be hot.  Hope that makes sense and I can try to.expand on it more.  Speaking of expansion, that's the best way to visualize fuel and air combustion, we all get that this expansion pushes the piston down, now also view it as a force that you control, how it expands, where it is expanding and what that expansion is doing for you at different parts of the power band.

With regards to timing, look at the link I gave nyet.
Probably easiest way to tune timing that way. Just set timing as close to MBT as possible.


Look at the link I posted, it contains a screenshot of the matrix graph functionality in WinLog.