NefMoto > Technical > Tuning > audi b6 s4 4.2l v8 supercharger tuning
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Author Topic: audi b6 s4 4.2l v8 supercharger tuning  (Read 54114 times)
airtite
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« Reply #45 on: May 07, 2013, 04:07:39 AM »
4bar fpr
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ddillenger
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« Reply #46 on: May 07, 2013, 09:15:48 AM »
KRKTE = 50.2624*(Liters/Cylinder)/(operating flow rate in cc/min * .684 constant )

4.2=4163cc/6=693.3333cc=.6933l/cylinder

50.2624*.6933=34.8469

440cc injectors @ 4 bar flow 508cc (4/3=1.333333. 1.333333sqrt=1.1547, 1.1547*440cc=508cc)

508*.684=347.5187

34.8469/347.5187=.1003

KRKTE=.1003 given those injectors at that pressure. As fro TVUB, use the latency values shown in the datasheet to start. Just interpolate to get the correct values for the voltages in the axis.
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airtite
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« Reply #47 on: May 07, 2013, 10:50:03 PM »
I appreciate that thank you!
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ddillenger
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« Reply #48 on: May 07, 2013, 10:52:46 PM »
Brush up on your math Smiley

Fueling should be the easy part.
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airtite
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« Reply #49 on: May 08, 2013, 08:13:27 AM »
OK KRKTE and TVUB changed, on my 1.8T fuel trim info was under block 32 in VCDS, under block 32 for the S4 I have 4 lambda values is this STFT/LTFT for each bank? The car smells very rich and has a slight stumble under acceleration.
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airtite
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« Reply #50 on: May 08, 2013, 08:54:54 AM »
Quote from: ddillenger on May 07, 2013, 09:15:48 AM
KRKTE = 50.2624*(Liters/Cylinder)/(operating flow rate in cc/min * .684 constant )

4.2=4163cc/6=693.3333cc=.6933l/cylinder

50.2624*.6933=34.8469

440cc injectors @ 4 bar flow 508cc (4/3=1.333333. 1.333333sqrt=1.1547, 1.1547*440cc=508cc)

508*.684=347.5187

34.8469/347.5187=.1003

KRKTE=.1003 given those injectors at that pressure. As fro TVUB, use the latency values shown in the datasheet to start. Just interpolate to get the correct values for the voltages in the axis.

why have you got 6 here? surely it should be 8? 8 cylinder?
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ddillenger
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« Reply #51 on: May 08, 2013, 09:51:56 AM »
Quote from: airtite on May 08, 2013, 08:54:54 AM
why have you got 6 here? surely it should be 8? 8 cylinder?

Yep, forgot it was a v8. lol.

I'm pretty used to working with the v6 if you couldn't tell. My apologies.

KRKTE .07526
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airtite
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« Reply #52 on: May 08, 2013, 11:14:31 PM »
KVUB 1AB0D?
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airtite
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« Reply #53 on: May 09, 2013, 11:58:19 PM »
ok still looking for the address for KVB if anyone can assist.

attached log from a run last night, I was trying to dial in my WMI and it looks like in this last run it was actually spraying which is why the afr started going wacked after 4000RPM I think I might have a nozzle that is too big in there at the moment.

A couple of questions

1. I seem to have an issue when I go WOT throttle the car seems to jerk for a second and then revs fine, it must be fuelilng related because before I changed the injectors it didnt do that.
2. in the ecuxplot load actual vs requested below, the actual load was higher than requested so I adjust KFMIRL to be more inline with what actual load was and changed the axis of IOP to match the changes I did to IRL, then logged again but it did the oppposite and now requested seems even lower than what is was before, what am I doing wrong?


afr no WMI



afr WMI



load pre changes to IRL/IOP



load after changes to IRL/IOP
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prj
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« Reply #54 on: May 10, 2013, 03:20:28 AM »
What you are doing wrong? Not realizing how req load gets calculated on a N/A motor.
Those spikes are probably throttle cut.
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airtite
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« Reply #55 on: May 10, 2013, 03:29:51 AM »
thanks for the reply......... so how does req load get calculated on a NA motor. In the logs accelerator pedal position vs thottle plate angle are both 100% so I dont think its throttle cut.
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nyet
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« Reply #56 on: May 10, 2013, 10:40:40 AM »
They appear to be torque intervention.... take a look at timing..
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ME7.1 tuning guide (READ FIRST)
ECUx Plot
ME7Sum checksum checker/corrrector for ME7.x

Please 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 experience.
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« Reply #57 on: May 10, 2013, 11:05:27 AM »
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nyet
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« Reply #58 on: May 10, 2013, 11:08:20 AM »
Notice the dips in actual timing that DO NOT correlate with knock correction!

Knock retard is fairly stable... (although you are definitely requesting too much timing down low).

You'll have to log the various torque intervention variables to see what is causing the timing dips.
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ME7.1 tuning guide (READ FIRST)
ECUx Plot
ME7Sum checksum checker/corrrector for ME7.x

Please 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 experience.
airtite
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« Reply #59 on: May 10, 2013, 11:17:33 AM »
thanks nyet, I was under the impression that a CF of -6 is still safe though? Could you give me a list of the torque intervention variables to add to my logging?

prj pointed me to the alpha FR regarding the requested vs actual load issue I had a quick look but I couldnt see anything that made any sense to me, you wouldnt know which maps I would need to look at to bring requested up to what actual load is doing? I modified IRL to match what actual load was doing and it seems to have had the opposite effect instead of matching actual its even lower?
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