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airtite
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« Reply #120 on: February 26, 2013, 06:38:00 AM »
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Yes it's 1CD218
Axis is 1CD210
8 Bit
A little help with KLDLUL please, the axis is meant to be in RPM right but at that address this is what it looks like?  It is the same as the other tfsi file I have an ols for but I still doesnt look right? If I move the address over to 1CD212 the current factor is 2.000000 whic for RPM should be 40.000000 right? |
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IamwhoIam
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« Reply #121 on: February 26, 2013, 06:38:44 AM »
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The axis for KFDLUL isn't RPM.
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I have no logs because I have a boost gauge (makes things easier)
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airtite
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« Reply #122 on: February 26, 2013, 12:30:51 PM »
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The axis for KFDLUL isn't RPM.
period of time? If yes then why are the axis values 412, 262, 0, 50, 100, 150, 200, 254? |
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B234R
Full Member
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« Reply #123 on: February 26, 2013, 02:40:40 PM »
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No, the axis is hPa (pressure).
Signed, 8 bits, factor is 10.
The axis represents the difference between target boost pressure and minimal target boost pressure (basic pressure)
The map itself shows the allowed negative boost pressure deviation before a fault is set.
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IamwhoIam
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« Reply #124 on: February 27, 2013, 02:30:33 AM »
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No, the axis is hPa (pressure).
Signed, 8 bits, factor is 10.
The axis represents the difference between target boost pressure and minimal target boost pressure (basic pressure)
The map itself shows the allowed negative boost pressure deviation before a fault is set.
Should have left him to read the FR instead of spoon-feeding him the answer... I had intentionally not answered his question completely. |
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I have no logs because I have a boost gauge (makes things easier)
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airtite
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« Reply #125 on: February 27, 2013, 02:48:36 AM »
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Should have left him to read the FR instead of spoon-feeding him the answer... I had intentionally not answered his question completely.
I did read the FR but the german translation isnt quite clear, so the help was appreciated..... If the negative deviation (-lde) KLDLULS mathematics is a value exceeds a period TULV1 ¨, the maximum error is detected and the bit E_ldr B_emxldr. With the bit is used as a protective measure B_emxldr in the% or% BGRLMXS LDRLMX the maximum F ¨ filling lowered by the characteristic LDORXN. An automatic healing is m ¨ possible if after staying in an operating condition near full load (nmot> NDLDRAPU and plsol> plgru_w + DPLPLGD) mathematics is a period TULV3 the negative deviation (-lde) falls below the value KFDLULS-DLUL. |
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RaraK
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« Reply #126 on: February 28, 2013, 11:10:07 AM »
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Things are all very similar to the way ME7 operate...maybe reading the translated docs there would be easier for you.
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airtite
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« Reply #128 on: March 04, 2013, 12:02:34 AM »
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ok back on track, car running much better after using the PID maps from the ed30 k04 file.
Question is it possible to increase spec rail pressure on the stock HPFP or do I need to upgrade the pump? If yes which map am I looking for to do that?
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RaraK
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« Reply #129 on: March 04, 2013, 07:25:39 PM »
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ok back on track, car running much better after using the PID maps from the ed30 k04 file.
Question is it possible to increase spec rail pressure on the stock HPFP or do I need to upgrade the pump? If yes which map am I looking for to do that?
Sent you an email on that.. For all. the rail pressure maps you will touch are the KFPRSOL maps, there are 5 of them, KLLFPRSG, and finally KLPRMAX. If you adjust your HPFP to aftermarket, with different sized piston there are also maps for that, easily found in FDEF, and the calculation to do for sorting out what values you will need. |
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airtite
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« Reply #130 on: March 05, 2013, 12:50:37 AM »
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Sent you an email on that..
For all.
the rail pressure maps you will touch are the KFPRSOL maps, there are 5 of them, KLLFPRSG, and finally KLPRMAX.
If you adjust your HPFP to aftermarket, with different sized piston there are also maps for that, easily found in FDEF, and the calculation to do for sorting out what values you will need.
thank you |
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airtite
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« Reply #131 on: March 05, 2013, 04:47:08 AM »
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anyone able to give some insight to why the actual rail pressure would drop off so badly after 3000rpm but then climb back up to 110bar after 4500rpm even though the boost actual/spec is more or less the same during that whole time?  |
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RaraK
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« Reply #132 on: March 05, 2013, 05:54:38 AM »
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anyone able to give some insight to why the actual rail pressure would drop off so badly after 3000rpm but then climb back up to 110bar after 4500rpm even though the boost actual/spec is more or less the same during that whole time? Stock injectors, stock hpfp, stock PRV with a k04 trying to spike 20 psi? Thats not going to work out. Ramp your load a little bit for gradual increase. Upgrade the PRV at a bare minimum(though it doesnt look like it spiked to pop open) Is this log repeatable? The HPFP are sketchy at times, i have seen logs where it would do this 1 in 10 times for no apparent reason on stock or "stage1" tunes |
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RaraK
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« Reply #133 on: March 05, 2013, 05:56:21 AM »
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oh yea and around 4200 is the sweet spot where fueling will be able to keep up on k04 with stock injectors, so plan on increasing load at that point
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airtite
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« Reply #134 on: March 05, 2013, 06:37:43 AM »
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Is this log repeatable? The HPFP are sketchy at times, i have seen logs where it would do this 1 in 10 times for no apparent reason on stock or "stage1" tunes
log is repeatable, I have ordered the rs4 PRV and I am waiting for my autotech HPFP pin to arrive so hopefully it will better after that, its just in my mind you would think that at higher rpm the motor would be using more fuel and yet its at the higher RPm that the pump then retains actual to what is specified... |
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