So, in the never ending learning curve of ME7.x, these maps are obviously very important for the car to drive/react happily at both part and full throttle in terms of boost control, etc.  Although I'm not sure yet but it might also have a role in load calculations as well?  I ask only because while I was able to get my car running smoothly by modifying the maps (specifically only the pressure axis) but the car for running the same and more constant boost levels feels slower (could be for the reasons below though)?

That said, I'm curious to know what variables we should be logging to properly dial in these maps (even if it's just to adjust the axis, which for the most part seems to work quite well) when bigger hardware changes are made.

Personal example:

I've always piss poor boost response and stability in my GLI.  The PO had upgraded the turbo to a K04 unit (unsure at this point if it's a real BW or china replica).  Everything else other then the intake silicon and DV is stock on the car and now I've added a 4 BAR FPR.  The car has a lot of miles on it (over 300k km).  I do think there might be some blockage with the stock catalytic as well at this point since I've had issues with the coils in the past as have a cat efficiency for the past little while code so keep that in mind.

I was able to solve almost completely the boost issues by reducing the pressure axis by 15%, here you can see before and after logs...

Before:


After:


No matter what I tried to do with the boost control maps, I was never able to solve the oscillation issues under part/full throttle until now so I'd like to see how people generally go about tuning these maps for their setups/situations.

That first graph looks like it is full throttle: you should have NO problem tuning the PID for that condition.

Changing the pressure axis just changed the way the PID responds, IMO.

I've tried everything I can think of with PID changes and it never, ever turned out as nice as with the simple change to the axis that I made...

Also are you sure that pressure axis is even shared with the PID?  I don't think it is?

exactly... so if everything remains the same but my only change was the pressure axis for the throttle maps, I'm having a hard time to understand how this is PID related that's all I'm saying.

Of course this is why I started this thread

It doesn't matter where I start if I put the pressure axis back to stock for the throttle tables the boost will oscillate all over the place until redline.

So how can it be that the PID is screwed up when the PID settings are identical between the two files?

Here is a log that starts right around the same time as the other run (around 2k):

Still doesn't make sense to me.

Throttle plate angle isn't any different in either file.. Both follow my pedal accordingly and TB never closes.

So how can it be that PID is reacting correctly with just that change but I see no difference with the actual TB movement.

We're obviously looking at WOT only here in all of these runs.

This is exactly what the axis does. Basically if requested boost is below wastegate pressure, rather than allowing the PID to try to control it, it uses the throttle plate angle.

As for it being off, you still had to modify WDKMSN and MSNWDK properly.

BTW the two graphs in the first post have drastically different boost ramps.

the PID should be tuned so it can handle both ...

You need a LOT more D in the RPM area where the boost nears reqest in the first graph..

in the second graph, the D is sufficient at that RPM.