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ddillenger
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« Reply #105 on: September 23, 2014, 08:43:27 PM »
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Here is how I view logs for timing work:  If the camshaft angle is 0, that means KFZW is being used. If it is 22, that means we're in KFZW2. In this log, we can see that from 3800 onward the values in KFZW are being used. Prior to that, it is KFZW2. We can also see two knock events. One at 2200rpm, 150ish load. One at 2500, 160ish load. Take a look at the values for in KFZW where 2500rpm and 150 load intersect. Reduce timing in that area. NOTE! Just because CF is 3, does not mean you have to pull 3 degrees! One knock event at that RPM means CF's will be 3. This is actually not bad, and can be left as is, but I wanted to post for illustration purposes. I would then suggest making sure KFZW/KFZW2 have the same values around 140-160 load at 3500-4000rpm to reduce the notch in timing. After that, relog. If you are not showing any CF's, I would then suggest adding more timing up top, from 4500 onward (to KFZW). |
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vwaudiguy
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« Reply #106 on: September 23, 2014, 09:52:10 PM »
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Great explanation. I would like to see overall ign timing on that graph as well if possible. Would you suggest removing timing by say half of what you see in correction? Also is it good to remove timing a little earlier than when you actually see the correction? Might be nice to have LDRXN expressed in both load and psi in the boost folder of the xdf so we can relate to KFZW/2 better.
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« Last Edit: September 23, 2014, 10:10:24 PM by vwaudiguy »
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"If you have a chinese turbo, that you are worried is going to blow up when you floor it, then LOL."
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ddillenger
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« Reply #107 on: September 23, 2014, 10:26:21 PM »
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Like I said, remove as little as possible. As KFZW is 8 bit, the increments are .75 (I said this in the post). As for ignition angle, that is a separate graph. The point of this is to keep it simple and do one thing at a time.
If you feel you have a better way, by all means, post an illustration! This is supposed to be a collaboration after all.
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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!
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DDillenger84(at)gmail(dot)com
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vwaudiguy
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« Reply #108 on: September 23, 2014, 10:45:57 PM »
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Only thing I have to contribute right now is a slightly modified xdf description-wise.  |
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"If you have a chinese turbo, that you are worried is going to blow up when you floor it, then LOL."
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Lost
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« Reply #109 on: September 24, 2014, 12:26:56 AM »
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Here is how I view logs for timing work: If the camshaft angle is 0, that means KFZW is being used. If it is 22, that means we're in KFZW2. In this log, we can see that from 3800 onward the values in KFZW are being used. Prior to that, it is KFZW2. We can also see two knock events. One at 2200rpm, 150ish load. One at 2500, 160ish load. Take a look at the values for in KFZW where 2500rpm and 150 load intersect. Reduce timing in that area. NOTE! Just because CF is 3, does not mean you have to pull 3 degrees! One knock event at that RPM means CF's will be 3. This is actually not bad, and can be left as is, but I wanted to post for illustration purposes. I would then suggest making sure KFZW/KFZW2 have the same values around 140-160 load at 3500-4000rpm to reduce the notch in timing. After that, relog. If you are not showing any CF's, I would then suggest adding more timing up top, from 4500 onward (to KFZW). Thanx gays this is by far most giving explanations i have seen. Question. Can we say that 2.7T Engines Always use in BOTH cams KFZW2 at low rpms, and KFZW both cams in high rpms ( meaning after swichover)  If we lower or bump up timing for ie .75 deg, is the effect lowering or bumping up LOAD in those areas? Meaning getting more TQ in this areas?? |
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« Last Edit: September 24, 2014, 12:40:40 AM by Mocke »
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SB_GLI
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« Reply #110 on: September 24, 2014, 07:47:40 AM »
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wow, I was under the impression that the kfzw tables worked opposite of that.  I thought the switch over caused the tables to go from kfzw to kfzw2. Good to know. |
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FlyboyS4
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« Reply #111 on: September 24, 2014, 08:18:17 AM »
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I would then suggest making sure KFZW/KFZW2 have the same values around 140-160 load at 3500-4000rpm to reduce the notch in timing.
Do that by adjusting one downward or the other upward? Down seems like the safe route but almost certain to need additional modification back upward. |
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ddillenger
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« Reply #112 on: September 24, 2014, 10:03:59 AM »
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Do that by adjusting one downward or the other upward? Down seems like the safe route but almost certain to need additional modification back upward.
Depends. If you have no timing pull after changeover, then yes, increase KFZW. Lower KFZW2 if it is knocking prior to the switch. |
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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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vwaudiguy
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« Reply #113 on: September 24, 2014, 11:13:52 AM »
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wow, I was under the impression that the kfzw tables worked opposite of that. I thought the switch over caused the tables to go from kfzw to kfzw2. Good to know. Me too  |
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"If you have a chinese turbo, that you are worried is going to blow up when you floor it, then LOL."
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Dwynell
Newbie
Karma: +1/-0
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« Reply #114 on: September 24, 2014, 02:15:00 PM »
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I have a question as to why the adjustment would be made in KFZW and not KFZW2 where the knock event was logged based on this statement[Take a look at the values for in KFZW where 2500rpm and 150 load intersect]. Reduce timing in that area
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phila_dot
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« Reply #115 on: September 24, 2014, 02:40:26 PM »
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KFNW uses rlsol_w, so when you go WOT the cam advances right away and begins retarding just after 3600 RPM. In the graph that DD posted, KFZW2 is used where you see cam state at 22*, KFZW is used where it is at 0*, and they are interpolated while the state is changing. fnwue is the percentage of KFZW2. I have a question as to why the adjustment would be made in KFZW and not KFZW2 where the knock event was logged based on this statement[Take a look at the values for in KFZW where 2500rpm and 150 load intersect]. Reduce timing in that area
That was an accident I'm sure. It would be KFZW2, but I wouldn't touch it as it's two cylinders with one knock event each. I would also advance KFZW during/after changeover. |
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Lost
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« Reply #116 on: September 24, 2014, 03:09:27 PM »
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Made me confused as well.
Would you correct this guys??
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phila_dot
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« Reply #117 on: September 24, 2014, 03:16:45 PM »
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What are you confused about?
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FlyboyS4
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« Reply #118 on: September 24, 2014, 03:56:18 PM »
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What is the knock event indicator?
Edit: And to stay with the naming convention: KFZW = Ignition Timing, KFZW2 = Ignition Timing (VVT Active)
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« Last Edit: September 24, 2014, 04:05:31 PM by FlyboyS4 »
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phila_dot
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« Reply #119 on: September 24, 2014, 03:59:21 PM »
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What is the knock event indicator?
B_kl, but you won't catch it 99% of the time because you aren't logging crank sychroneously. Or were you asking how I decided it was only one knock event on the two cylinders? |
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