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Author Topic: KFVPDKSD/E and WDKUGDN throttle tuning near wg cracking pressure  (Read 33879 times)
zillarob
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« Reply #30 on: November 02, 2015, 12:19:22 AM »

Well I think I stared at that graph long enough to to maybe get an idea of what is going on there  Huh


Underscaled maf is outputing a lower airflow than what is actually going on.

This lower airflow value is causing WDKMSN to give a lower throttle angle than would be needed for the actual airflow?

This throttle angle is lower than WDKUGDN and somehow interfering with the mechanism that would normally take us to 100% throttle when boost reg comes on?

The ecu thinks it is perfectly fine at this throttle angle, but trying to run that pr at that airflow is bad juju for the turbos?

I think we could open the throttle a at a lower pr and still get the same amount of air to the motor (load) and keep the turbos happy. That might be back to WDKMSN though? I havent had any luck (other than bad) playing with that map Grin Will have to think about it a little bit.
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wannabee900
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« Reply #31 on: November 02, 2015, 08:02:27 AM »

If nyet makes ecuxplot look like that I will kill someone.
Dark or light background is no big deal but some colors like light green should be banned from the lines. Depending on lcd quality in laptop those are difficult to see agains white/grey background especially when it is daylight while sitting in car.
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ddillenger
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« Reply #32 on: November 02, 2015, 11:30:34 AM »

Dark or light background is no big deal but some colors like light green should be banned from the lines. Depending on lcd quality in laptop those are difficult to see agains white/grey background especially when it is daylight while sitting in car.

Agreed. Fuck that light green.
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nyet
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« Reply #33 on: November 02, 2015, 11:31:25 AM »

Agreed. Fuck that light green.

yea i need to go through the color array used for graphing.
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SB_GLI
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« Reply #34 on: November 02, 2015, 01:36:04 PM »

Agreed. Fuck that light green.

Fuck light blue too!  Fuck it right in the A.
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zillarob
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« Reply #35 on: November 02, 2015, 05:09:47 PM »

From what I can tell from logging, for higher PRs, a reduced WDKUGDN might be needed; it doesn't seem that at higher boost, the throttle is doing enough to prevent boost flutter when req load is near wg cracking. Can anybody else confirm this? With the WGDC at 10%, and stock WDKUGDN, boost is still building with vpsspls_w at minimum (.95) and throttle plate at 40%

I think if WDKUGDN doesnt represent the lowest angle where the throttle blade is not a restriction with boost reg off, things are going to get funny when boost reg comes on and you transition from wg psi to something higher.

Too low and I think you will feel a surge as it transitions, too high and I think you will get a bit of a deadband feeling in the pedal.


Also, the active range of vpsspls_w is definitely .95 to 1.0, where 1.0 is entirely wg controlled ingested air and .95 is entirely throttle plate controlled ingested air.

I would agree on the <.95 stuff.
But, I would say that >= .95 is entirely wg control. The (.95-.95)/(1-.95) is only there to keep the throttle blade from being a restriction in a manner that smoothly moves it to 100%.
« Last Edit: November 02, 2015, 05:25:17 PM by zillarob » Logged
nyet
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« Reply #36 on: November 02, 2015, 05:33:52 PM »

Yea. Still messing with it. I'm back to stock WDKUGDN now and things are working fine.
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zillarob
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« Reply #37 on: November 02, 2015, 05:40:47 PM »

If you have a log of an n75 unplugged run from a low rpm, I can plug what I have been doing into a 551m file if you want to see what difference it makes.
Should be easy enough to copy over into your file for a quick test.
« Last Edit: November 02, 2015, 05:44:07 PM by zillarob » Logged
Lost
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« Reply #38 on: December 30, 2015, 12:07:25 PM »

Would you post it here?
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dream3R
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« Reply #39 on: December 30, 2015, 08:07:27 PM »

Yea. Still messing with it. I'm back to stock WDKUGDN now and things are working fine.

I just adjusted the kfvp axis and boost was cool ran well with the etm pipe missing too lol
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How to work out values from an A2L Smiley

http://nefariousmotorsports.com/forum/index.php?topic=5525.msg52371#msg52371


Starting Rev's http://nefariousmotorsports.com/forum/index.php?topic=5397.msg51169#msg51169

noobs read this before asking http://nefariousmotorsports.com/forum/index.php?topic=9014.0title=


ORGORIGINAL 05 5120 creator for Volvo
ORIGINAL Datalogger (Freeware) Author
ORGINAL finder of the 'extra' torque' limits
I don't have ME7.01 A2L I just use ID
giles92
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« Reply #40 on: January 01, 2016, 11:43:40 AM »

Also, BEL files require a similar hack. I can post it if anyone needs it. Mine is a touch different then prj's, but both functional.
Ive got srm k24's coming my way. Ill be using the 551r. If youre willing to share the workaround id really appreciate it.
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ddillenger
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« Reply #41 on: January 01, 2016, 12:36:09 PM »

Here you go.
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dream3R
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« Reply #42 on: January 01, 2016, 10:03:44 PM »

imo WDKUGDN should not need changed unless major work in that hardware area is done, I think displacement might have an input too, either that of different calibrators, minor differences between 2.4 and 2.5L on Volvo both end @ 50% I went from a 0.4 bar wastegate to a 1 bar WG and the transition was perfectly controlled via the mentioned axis.
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How to work out values from an A2L Smiley

http://nefariousmotorsports.com/forum/index.php?topic=5525.msg52371#msg52371


Starting Rev's http://nefariousmotorsports.com/forum/index.php?topic=5397.msg51169#msg51169

noobs read this before asking http://nefariousmotorsports.com/forum/index.php?topic=9014.0title=


ORGORIGINAL 05 5120 creator for Volvo
ORIGINAL Datalogger (Freeware) Author
ORGINAL finder of the 'extra' torque' limits
I don't have ME7.01 A2L I just use ID
zillarob
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« Reply #43 on: January 02, 2016, 01:48:50 AM »


The way I look at is:

If 30% plate is the lowest point where 6psi of airmass can flow without restriction at 3000rpm,

then turning the boost up to 12psi at 3000rpm will cause the plate to become a restriction due to the increased airmass flowing.

This increased airmass would require the blade to be opened slightly to not be a restriction.

I dont know though, maybe the larger airmass is packed down to the same volume as it was before and doesnt have a problem getting through the same plate angle.


*numbers are not accurate and just throw in as placeholders*
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Lost
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« Reply #44 on: January 02, 2016, 02:58:42 AM »

Here you go.


This is org 551R file.
Something i am missing here?
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