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prj
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« Reply #15 on: January 08, 2013, 05:50:15 PM »
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To do this right means to do cell by cell tuning for KFZW and KFZW2 on a dyno by forcing the camshaft position one way or the other, as well as measure torque output in both conditions, and then pick the switch point where one output becomes higher than the other.
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SVSPORT
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« Reply #16 on: January 09, 2013, 12:59:35 PM »
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Thanks! Now I just need to find axes and scale, and then test it out! I'll report back with logs if anyone is interested.
KFNWSE RPM=134BC LOAD=13552 |
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catbed
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« Reply #17 on: January 12, 2013, 12:32:39 AM »
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Ok, so progress has halted. I reinstalled windows, and I guess my hardware ID changed for the tunerpro ME7 plugin. The checksum wasnt updated and I flashed the car. I didn't have time to deal with a bricked ECU so I bought a stock one and flashed it. The car runs fine now, but I can't update checksums yet. As soon as I get the plugin working again I'll log with Vvt on and off.
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Gizmo20VT
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« Reply #18 on: January 14, 2013, 01:52:53 AM »
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I could correct the checksum for you in my tunerpro if you would like catbed.  |
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catbed
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« Reply #19 on: January 14, 2013, 09:45:05 AM »
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I could correct the checksum for you in my tunerpro if you would like catbed. Thanks, but the checksum problem is taken care of. Murphy's law kicked in and took my coils.  New coils are on the way, and I'll report back after they're installed. |
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vagenwerk
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« Reply #20 on: February 23, 2013, 04:30:28 PM »
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Any updates ? Did you test changeover , any improvment ?
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catbed
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« Reply #21 on: February 24, 2013, 02:45:27 PM »
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Any updates ? Did you test changeover , any improvment ?
Sorry I've been pretty busy back at school. Between my senior design project and my coil problem I haven't had much time. But I fixed the coils so its time to get back at it. I enabled NWS and definitely noticed a difference. It's not day and night but the car is much better to drive now. I've got a new MAF and n75 coming in this week then ill take some logs to be sure. |
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jibberjive
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« Reply #22 on: February 24, 2013, 08:09:56 PM »
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To do this right means to do cell by cell tuning for KFZW and KFZW2 on a dyno by forcing the camshaft position one way or the other, as well as measure torque output in both conditions, and then pick the switch point where one output becomes higher than the other.
If only I had a dyno in my garage ha. |
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vagenwerk
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« Reply #23 on: April 21, 2013, 06:22:20 AM »
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I play with cam changeover on 1.8t K03S , i set cam change as was original in the BAM 018H box 1240rpm - 4000rpm,
after cam changeover from 1' to 22' i noticed 2 things - turbo wasn't able to handle anything above 1 bar (k03-052) , car have spool like a sh*t. after about 4000-4500rpm cam return back to 1' and car was run very well as before.
logs
when cam is set to stock changeover 1' or when unplug n205 cam valve , car make ton's of boost (easily boost over 1.2-1.3bar) and spool is much better , car is strong as should be.
So what is wrong ? maybe the turbo like k03s is to small ?
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« Last Edit: August 19, 2013, 10:06:36 AM by vagenwerk »
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littco
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« Reply #24 on: April 21, 2013, 06:38:28 AM »
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I play with cam changeover on 1.8t K03S , i set cam change as was original in the BAM 018H box 1240rpm - 4000rpm, after cam changeover from 1' to 22' i noticed 2 things - turbo wasn't able to handle anything above 1 bar (k03-052) , car have spool like a sh*t. after about 4000-4500rpm cam return back to 1' and car was run very well as before. logs http://vaglog.rtnet.pl/gregor09_123173.htmlhttp://vaglog.rtnet.pl/gregor09_123174.htmlwhen cam is set to stock changeover 1' or when unplug n205 cam valve , car make ton's of boost (easily boost over 1.2-1.3bar) and spool is much better , car is strong as should be. So what is wrong ? maybe the turbo like k03s is to small ? when the cam switches it acts like a n/a cam setup opening the inlet cam early, which is great for a n/a car but on a turbo isn't good, what you find is the inlet and exhaust cam are open at the same time and can blow inlet gas out the exhaust... It's not the k03s is too small but it boosts too quickly and thus there is no need to have an open inlet cam so early, it works well on BT turbos that lag or even on a k04 which isn't quite as responsive as a k03s.. What you need to look at is just adjusting the cam switch map, so instead of running a k04 map, tune it so that you get benefit from using it in high gears low rpm where boost will slower. The point where the turbo kicks in full is the point where you need to run 1, anything where boost is "lacking" is where 22 is good, just think of the map at 22 benefit the engine where the turbo doesn't. On larger laggier turbos using the map to keep the inlet open longer helps, as soon as you have any sensible boost you need to have little or no overlap to stop inlet charge escaping, however there is some evidence that having the inlet valves open whilst the exhaust valves are open can have a cooling effect on the exhaust gas leaving the cylinder but also a heating effect on the inlet charge.. I have no proof of either though.. I can say on running hybrids tuning the cam switch can help with later spool, I assume the reason vvt switching in the k03s maps isn't used is solely because they spool pretty early anyway.. But like said I think you can gain something from them if done correctly.. |
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catbed
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« Reply #25 on: April 21, 2013, 09:08:40 AM »
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when the cam switches it acts like a n/a cam setup opening the inlet cam early, which is great for a n/a car but on a turbo isn't good, what you find is the inlet and exhaust cam are open at the same time and can blow inlet gas out the exhaust... It's not the k03s is too small but it boosts too quickly and thus there is no need to have an open inlet cam so early, it works well on BT turbos that lag or even on a k04 which isn't quite as responsive as a k03s..
What you need to look at is just adjusting the cam switch map, so instead of running a k04 map, tune it so that you get benefit from using it in high gears low rpm where boost will slower. The point where the turbo kicks in full is the point where you need to run 1, anything where boost is "lacking" is where 22 is good, just think of the map at 22 benefit the engine where the turbo doesn't.
On larger laggier turbos using the map to keep the inlet open longer helps, as soon as you have any sensible boost you need to have little or no overlap to stop inlet charge escaping, however there is some evidence that having the inlet valves open whilst the exhaust valves are open can have a cooling effect on the exhaust gas leaving the cylinder but also a heating effect on the inlet charge.. I have no proof of either though.. I can say on running hybrids tuning the cam switch can help with later spool, I assume the reason vvt switching in the k03s maps isn't used is solely because they spool pretty early anyway.. But like said I think you can gain something from them if done correctly..
good post. I just finalized my MAF set-up this weekend so I should be able to grab logs soon. Finals week is coming up though so no promises yet. |
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vagenwerk
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« Reply #26 on: April 21, 2013, 10:59:24 AM »
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littco - very good stuff , thanks for your input ! apploud!
i have one question - if big overlap help spool , and should be used only for spool in non boost moments - why on k04 map is going so far to 4000rpm ( on logs off 4500rpm) ?and why on k04 charge isn't escape so quickly ? it is big type turbo that can make big boost or what ?
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lezsi
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« Reply #27 on: April 22, 2013, 04:33:19 AM »
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littco - very good stuff , thanks for your input ! apploud!
i have one question - if big overlap help spool , and should be used only for spool in non boost moments - why on k04 map is going so far to 4000rpm ( on logs off 4500rpm) ?and why on k04 charge isn't escape so quickly ? it is big type turbo that can make big boost or what ?
I think it's a bit more complicated than that. It must be related to the proportion of intake pressure (MAP) and exhaust manifold pressure (EMAP). It should be beneficial to run big overlap when MAP/EMAP >= 1, or maybe a little lower also. This helps to positively flush the combustion chamber. At a load/rpm point turbine housing gets fulfilled and EMAP goes very high. Then this rate gets down to 0.5, or even 0.33 so the exhaust pressure is two or three times more than the intake pressure. At those points overlap should be minimized, otherwise backward flow happens. Serious drag racer guys who are running really big turbines keep this rate >=1 all the time, and running NA cams with big overlap (and often no VVT) -but that is a very special case utilizing high flow components and frequency tuned runners all over the place. And no question that OEMs have other points besides performance, like low emissions, fuel consumption by fast cat heating, internal EGR... |
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« Last Edit: April 22, 2013, 04:58:10 AM by lezsi »
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