I mean 700C @ 2300rpm....  look on tabgts_w -  EGT for component protection and triggers tabgbts kflbts and FBSTABGm

I know the calc EGT before Cat is low - but it doesn't matter because it doesn't trigger tabgbts/kflbts/fbstabgm

Only EGT for parts protection act to KFLBTS FBSTABGm TABGBTS  and i have over 700C @2300rpm look on graph - when i pass 5750rp tabgts_w (egt for part protect.) rise to ~940C and triggers FBSTABGm = AFR fall to 10.9-11

Or maybe it is normal what you think ?

ok so if 950C tabgbts_w is nornal you calm me down

I plan to flash HJbox with this last flash on screen shots and log.
if will work i will be glad

but if still egt enrich hits strong - what about setting FBSTABGm like this ?

950C @ 1 .0
970C@1.05
1000C@1.2
1100@1.5 ?

in this way i will have still working comp protection because fbstabgm is based om tabgbts_w ? Am i right ?

btw - TABGSS (loc@1D078) - factory i have 0 value ? could you check i looking right  ?

yes it was   3rd gear pull 
i don't have egt gauge

prj - what tabgts_w did you achieve on stock 1.8t 180hp with simple file like mine ?

egt before cat on 34 block never exceed 790C@rev limiter- but when i easure tabgbts_w i read 920-950C@rev limit 3rd gear pull  what to think about it ? what makes to egt calc tabgbts_w so high ?

i can't figure out what could possibly have gone wrong with the stock EGT model. There isn't much there to fix unless his MAF is scaled very wrong or he's using a very different exhaust/o2 setup than stock.

Yes you are right i use VVT ECU HJbox fron 1.8t Aum 150hp on non VVT engine - AQA stock 150hp narrowband non VVT no sai no o2postcat with changed maf and changed to wideband lambda probe.
But friend has 1.8t AUQ (ori) with VVt stock SAI Stock O2Post Cat stock VVT ECU  and he also achieve high egt and switch very fast on kflbts and FBSTABGm (lambda 0.75) same like mine. So i think problem is stock EGT tabgbts_w modell i think ?

So measure the real EGT is only reliable solution ?

did you ever measure tabgbts_w on 1.8T 150/180 with chip ? did they also  go so high like in my case   ?

He is using a wideband ECU on an engine that originally ran a narrowband ECU.


You don't have to measure anything, but then you won't know anything either.
I would measure the EGT to know how far off the model is.

That said, if you have a small K03 on there, then revving beyond 6500 rpm or so is completely pointless anyway.

You should log more things also...
Log boost presssure - desired and actual, ti_w (injector pulsewidth) to see duty cycle and so on, some timing variables.

From looking at your log, you are requesting too much load after 6000 rpm.
The 150hp K03 cars I have tuned run out of injector there, but maybe yours are bigger (you never seem to reach your request at the end though).

I looked at your logs, and actually your indicated EGT for part protection seems okay for what you are doing.
I think you should look at what your timing and fueling is doing.

Here is a pic of a 1.8T 150hp narrowband:


This is the max boost it could run with the injectors and BTS active. You can also see the notch at 5200 RPM in duty cycle, as that is where the EGT enrichment kicks in on my tune.
Over all peak boost is reached at 3000-3100 rpm. On stock tune peak boost (0.6 bar) is reached at 2500 rpm.

Hi
Lately i was working with fueling, i also add 3' maf hausing from S3,  and i scaled it as stock - fuel trims idle -0.6% , partial -0.8%, so i am pretty satisfied with that changes, turbo holds boost much longer than before, and spool is better than before.

But I have still problem with LOAD

So probably i have to rise 3 last columns in KFMIOP and KFMIRL and then my actual load should match desired ?