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prj
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« Reply #30 on: June 09, 2015, 08:17:23 AM »
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I understand that there are 2 parts to the time for injection to take place:
1. time for the solenoid to open the injector
2. time for the fluid to flow from the seat to the holes Back to school. The injector does not close instantly either. The injector offset/dead time is the opening time minus the closing time. If the opening time is faster than the closing time, you get a negative offset, simple. |
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ericpaulyoung
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« Reply #31 on: June 09, 2015, 10:50:04 AM »
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Good point. I thought the definition for the "lag" in KLTVTSV was only for defining how much delay to take into account so that the ECU correctly sends a signal to start opening the injector at the correct time, but if it is a combination of both the opening and closing actions, then this makes total sense.
EPY
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ericpaulyoung
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« Reply #32 on: June 09, 2015, 10:53:18 AM »
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Oh, I get it. The "lag" is not a compensation as to when to start the injection, but a compensation to total pulse width used. Very helpful info PRJ, thank you. This makes much more sense now.
EPY
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nyet
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« Reply #33 on: June 09, 2015, 10:57:13 AM »
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Back to school.
The injector does not close instantly either. The injector offset/dead time is the opening time minus the closing time.
If the opening time is faster than the closing time, you get a negative offset, simple.
Well stated, prj. Best kind of explanation - short, simple. |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease 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 ex
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nyet
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« Reply #34 on: June 09, 2015, 10:59:01 AM »
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Oh, I get it. The "lag" is not a compensation as to when to start the injection, but a compensation to total pulse width used. Very helpful info PRJ, thank you. This makes much more sense now.
EPY
Yes, "lag" is a misnomer. "offset" is the correct term for this reason - it is a fixed time that has to be added/subtracted to the effective open time to yield the actual required signal on time. "latency" is an entirely different animal (even though it is half of the "offset" story). |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease 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 ex
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ericpaulyoung
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« Reply #35 on: June 09, 2015, 11:19:29 AM »
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This matches what you would think physically. As pressure increased on the rail, the opening time should decrease and the closing time increase. So values for KLTVTSV should be least at the low pressure condition and greatest at the high pressure. In the case where there is a switch between the magnitude of the opening and closing times, this would have negative values at the low pressure points and positive at the high pressure points.
God, this map just snapped into focus now that is clear. I have been attacking it wrong, and trying to make changes consistently across the map, but in reality, the line could just "tip" more or less and pivot around the same zero point, or even shift the zero point with a change in slope, or translate consistently. There are many variations :/
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ericpaulyoung
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« Reply #36 on: June 09, 2015, 11:23:27 AM »
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Now we just need to find someone with this map defined for a newer RS4 or R8 and see what Audi specifies for these  Please, I know you are out there somewhere. Help end my infinite flashing of different random map changes and bring peace to the realm. EPY |
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Snow Trooper
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« Reply #37 on: September 28, 2015, 09:30:16 PM »
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I have 4.2 r8 and rs4 fully defined and disassembled, what do you need?
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cartoons?
6A 61 72 65 64 40 76 6C 6D 73 70 65 63
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tfsikiller
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« Reply #38 on: November 08, 2017, 09:24:19 PM »
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Such good info guys. Just wanted to say thanks for the info.
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Tezotto01
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« Reply #39 on: April 26, 2019, 09:40:07 AM »
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I have 4.2 r8 and rs4 fully defined and disassembled, what do you need?
I need the supply maps, RKTI and AWEA |
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Tezotto01
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« Reply #40 on: April 29, 2019, 10:20:52 AM »
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This is really useful, is use 079906036D which are injectors used in Audi and Lamborghini V10, I use them in a 2.0tfsi from an audi s3.
I copied the "lag" maps from Lamborghini, KRKATE I adapted to get good LTFT.
I guess I need to workd on the inj. angle at cold start.
rgds
Is this injector code the Audi R8 4.2L and not the correct 5.2L? |
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Tezotto01
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« Reply #41 on: May 24, 2019, 11:57:06 AM »
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After a lot of research I was able to get the RS4 B7 map pack, it's a gift for you.
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lsdlsd88
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« Reply #42 on: November 05, 2019, 04:37:37 AM »
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thank you so much for this ols, really hard to find for me.
Problem is now bigger questions arise: why is that on the RS4 they use 0.0332 of KRKATE when people say to use 0.023 when fitted to 2000 TFSI???
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IamwhoIam
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« Reply #43 on: November 05, 2019, 09:55:04 AM »
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thank you so much for this ols, really hard to find for me.
Problem is now bigger questions arise: why is that on the RS4 they use 0.0332 of KRKATE when people say to use 0.023 when fitted to 2000 TFSI???
because KRKATE is calculated for a GIVEN cylinder displacement, **MAYBE***  !!! what's your individual cylinder displacement on the 4.2 vs a 2.0? |
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I have no logs because I have a boost gauge (makes things easier)
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lsdlsd88
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« Reply #44 on: November 05, 2019, 10:02:41 AM »
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being a V8 I would say it's 525cc vs 500cc on a 2.0 TFSI. only 5% different.
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