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dream3R
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« Reply #270 on: October 29, 2015, 01:57:35 PM »
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I take it you tried turning ATR off? CWATR iirc?
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Nottingham
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« Reply #271 on: October 29, 2015, 02:40:39 PM »
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Nope, it´s default (Bit 7 = 1, Regeltemperatur = taikr(2)_w).
If CWATR is set to zero, will it disabled EGT based enrichment completely?
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dream3R
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« Reply #272 on: October 29, 2015, 02:46:58 PM »
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Nope, it´s default (Bit 7 = 1, Regeltemperatur = taikr(2)_w).
If CWATR is set to zero, will it disabled EGT based enrichment completely?
afaik it does, so be careful! EGT model will be fubar anyway? Or does it have a sensor? |
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Nottingham
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« Reply #273 on: October 29, 2015, 03:11:38 PM »
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There is no sensor for EGT.
The temperature is calculated based on the resistance of the front lambda.
My taikr reads 1100°C immediately after 5krpm regardless of the mixture or the boost.
Meanwhile the EGT sensor placed directly after the turbine read 796°C peak temperature after some harsh trashing.
I find it quite unlikely that the exhaust gases loose >300°C of the temperature, while travelling around 20cm in environment which is not much cooler than the gases itself.
It appears that the limitation is somewhat fixed.
rlmax_w reads exactly the same (177.xxx%) regardless if LDRXN/ZK allows 205, 200 or 190% charge.
misol_w and mimax_w meanwhile change eventhou the rlmax_w is the same.
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ddillenger
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« Reply #274 on: October 29, 2015, 03:35:03 PM »
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Preturbo EGT's are typically ~2-300 degrees hotter than post turbo.
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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!
Email/Google chat:
DDillenger84(at)gmail(dot)com
Email>PM
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prj
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« Reply #275 on: October 30, 2015, 11:19:31 AM »
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My taikr reads 1100°C immediately after 5krpm regardless of the mixture or the boost.
Meanwhile the EGT sensor placed directly after the turbine read 796°C peak temperature after some harsh trashing.
I find it quite unlikely that the exhaust gases loose >300°C of the temperature, while travelling around 20cm in environment which is not much cooler than the gases itself. Perfect example of why it makes sense to learn something about engines before messing around with engine control. But what do I know... |
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Nottingham
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« Reply #276 on: October 30, 2015, 11:28:34 AM »
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What kind of mechanical defects then cause the EGTs to rocket?
I can restore the software to stock and still hit 1000°C according to ECU.
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dream3R
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« Reply #277 on: October 30, 2015, 11:56:51 AM »
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Perfect example of why it makes sense to learn something about engines before messing around with engine control.
But what do I know...
I was just writing something similar, but less blunt lol - OP did you read Greg Banish 's book for example, there's a few more I can't remember off the top of my head as well you should read by the sounds of it. There's a list somewhere.. edit the original log showed it coming in at 3k did it not.... |
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« Last Edit: October 30, 2015, 11:58:45 AM by dream3R »
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dream3R
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« Reply #278 on: October 30, 2015, 12:01:17 PM »
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What kind of mechanical defects then cause the EGTs to rocket?
I can restore the software to stock and still hit 1000°C according to ECU.
Off the top of my head, restrictive exhaust side, restricted air intake, ignition. I've seen a ported head produce it too. Did you try a pull with ATR off? Edit that's a point how is your timing? |
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« Last Edit: October 30, 2015, 12:08:33 PM by dream3R »
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Nottingham
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« Reply #279 on: October 30, 2015, 12:15:08 PM »
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I haven´t heard anyone F23T having as harsh issues with the calculated EGTs. Sure it is restrictive at some point, but I should be well below that point. IIRC the EGTs on DriverMotorsport development software peaked at ~900°C when measured from the manifold, with significantly more boost and with leaner mixture. The downpipe might be restrictive (USP 3", SKU USP-GRDP-CAT), but I certainly doubt it. The new exhaust (3" non resonated) flows significantly more than the default exhaust from S3. Front lambda was changed recently, but it didn´t make much difference to the calculated EGTs. My load is restricted through the whole RPM range. It just appears to be the higher revs since KFMIRL/S decreases towards the higher revs. I haven´t changed my timing since this: http://nefariousmotorsports.com/forum/index.php?topic=5525.msg79502#msg79502 |
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« Last Edit: October 30, 2015, 12:17:18 PM by Nottingham »
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dream3R
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« Reply #280 on: October 30, 2015, 12:20:24 PM »
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I haven´t heard anyone F23T having as harsh issues with the calculated EGTs.
Sure it is restrictive at some point, but I should be well below that point. IIRC the EGTs on DriverMotorsport development software
peaked at ~900°C when measured from the manifold, with significantly more boost and with leaner mixture.
The downpipe might be restrictive (USP 3", SKU USP-GRDP-CAT), but I certainly doubt it.
The new exhaust (3" non resonated) flows significantly more than the default exhaust from S3.
Front lambda was changed recently, but it didn´t make much difference to the calculated EGTs.
My load is restricted through the whole RPM range.
It just appears to be the higher revs since KFMIRL/S decreases towards the higher revs.
Timing retard can do it also. Timing vs AFR would be interesting to see, on ME7 I've only ever seen high EGT dump fuel. Airfilter ok? Injector DC? |
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« Last Edit: October 30, 2015, 12:27:43 PM by dream3R »
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dream3R
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« Reply #281 on: October 30, 2015, 12:30:48 PM »
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I haven´t heard anyone F23T having as harsh issues with the calculated EGTs. Sure it is restrictive at some point, but I should be well below that point. IIRC the EGTs on DriverMotorsport development software peaked at ~900°C when measured from the manifold, with significantly more boost and with leaner mixture. The downpipe might be restrictive (USP 3", SKU USP-GRDP-CAT), but I certainly doubt it. The new exhaust (3" non resonated) flows significantly more than the default exhaust from S3. Front lambda was changed recently, but it didn´t make much difference to the calculated EGTs. My load is restricted through the whole RPM range. It just appears to be the higher revs since KFMIRL/S decreases towards the higher revs. I haven´t changed my timing since this: http://nefariousmotorsports.com/forum/index.php?topic=5525.msg79502#msg79502Re timing can you log knock? KFFTSRRX asr etc? MDGAT and function? |
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« Last Edit: October 30, 2015, 01:10:34 PM by dream3R »
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Nottingham
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« Reply #282 on: October 30, 2015, 01:59:31 PM »
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I´ll check those too, but I have to first test the version where I added some more RAM variables.
I added most of the variables from LDRLMX to see if corrections or error bits get´s set from there.
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dream3R
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« Reply #283 on: October 30, 2015, 02:02:42 PM »
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I´ll check those too, but I have to first test the version where I added some more RAM variables.
I added most of the variables from LDRLMX to see if corrections or error bits get´s set from there.
Doubtful it's in LDRLMX from looking at the FR but you'll never know unless experience dictates otherwise, do your thing you'll get there. (not meaning to sarcastic) |
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Nottingham
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« Reply #284 on: October 30, 2015, 03:14:39 PM »
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LDRLMX logging didn´t reveal anything new.
I decided to log rinlsu_w just for fun.
The output value is supposed to be the resistance of the LSU Nernst cell, which determines the temperature of the cell.
KLRTLSU converts the resistance to degrees °C.
The values in this map match perfectly the ones found in LSU 4.9 datasheet.
Based on the output values the ECU doesn´t either measure this value, or I got a hardware issue which could explain my high calculated EGTs.
At idle the output value is 300 Ohms, which is the init value (equals 780°C).
During the 3rd gear pull the resistance raises to ~306 Ohms, which means the temperature decreases down to 779.557°C.
The value peaks at 6840rpm where is drops down to 298.4375 Ohms or 783°C.
The sensor itself is a brand new, genuine Bosch unit.
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