Tuning – s4wiki natural gas in spanish


• The Nefmoto Free ECU Flashing Software and an eBay USB VAG KKL FTDI FT232 based cable (note that a CH340 based cable will not work). Does not rely on boot mode, but will not flash bricked ECUs because bootmode support is not complete. You can also use (recent) VCDS (Ross-tech) cables with Nefmoto, but you may have to disable "intelligent mode" in the VCDS setup dialog (intelligent mode causes the VCDS driver software to constantly poll the cable in the background, which may interfere with non VCDS apps). For more information, see the Nefmoto Flashing Guide. If you want to use the RossTech cable as a standard OBDII cable on a COM port (not just USB), install RossTech’s VCP driver. Make sure you uninstall all of their other drivers first. Also, when you upgrade VCDS, do not let it install drivers over your VCP drivers.

The most popular combination is a cheap eBay USB VAG KKL cable used with the Nefmoto Free ECU Flashing Software. electricity symbols However, it is good to have Galletto software and cable handy to rescue a "bricked" ECU using boot mode. It is possible to make most (non-Galletto bundled) FTDI USB based cables work with the Galletto software, but it requires hex editing the executable so that the software looks for [1] [2] or alter the serial number stored in the cable using MProg. [3]

One downside to using a boot mode flasher is that it cannot clear the "Error is P0601- Internal Control Module – Memory Checksum error." DTC. You MUST use flashing software that uses the VAG programming protocol, such as the Nefmoto flashing software, to clear this code. [4] HOWEVER, if you don’t currently have this code, bootmode flashing will not cause it, it just won’t remove it.

Always start with this first. If you get fueling wrong, you will likely break something. Get this right, and do not try pushing the envelope in any tables until you are confident your fueling is where you want it. Always use a wideband sensor. Do not skimp on this. The stock narrow bands do not provide you with accurate enough readings. gastroenteritis For stage 1-2+, adjusting fueling isn’t technically necessary; however, a bit of extra fuel via KFLBTS isn’t such a bad idea if you are running pump gas and a bunch of extra boost.

Scale MLHFM (constant throughout scale vs stock!) to get your idle and partial short term fuel trims (STFT) near zero and your WOT AFR to roughly match your requested AFR. Another good MLFHFM sanity check is to log ps_w vs actual boost at WOT – ps_w should generally be slightly below actual boost. If it is over, your MAF is probably overscaled, and if you are running the stock MAP and not a 5120 [10] hack, you run the risk of maxing out ps_w, which is a bad thing (see below).

If your MLOFS is non-zero (e.g. most Bosch MAF files), you cannot do a simple arithmetic scaling of MLHFM; you must offset it down (subtract 200) by MLOFS, then scale it, then offset it back (add 200). [11] Alternately, you can set MLOFS to zero and shift MLHFM down accordingly, after which you can scale MLHFM arithmetically as usual. Note that MLOFS takes effect after the CPU takes a moving window average of the output of MLHFM, so technically this operation does not yield a completely identical result as stock.

Some argue that using a different MAF housing (to extend the functional metered flow range) requires you to fix this so that measured load is "correct". The upside is that all of Motronic’s tables that are based on load are probably still good. The downside is that you can’t do any fine tuning of regions that are past the end of the axis data, so even if you don’t ride the hard MAF limit, you’ll run off the end of the load axis in the timing tables (and everywhere else). Some say this isn’t so much of an issue. By and large, keeping your max load (at torque peak) under 191 is probably a good idea unless you are prepared to do a lot of remapping to compensate for changing the axis data, or you are ok with not being able to fine tune >191 load regions.

The downside to attempting to add fueling via KFKHFM is that ps_w might cap out, and further additions to KFKHFM will have no effect. wd gaster cosplay Even worse, if you are running a very high power setup, and your MAF is properly scaled, even a stock KFKHFM might result in a ps_w cap (in addition to maxing out load). One possible workaround is to underscale KFKHFM in those regions, and make approprate balancing changes in KFLF. Of course, to make KFLF’s changes line up proplery with KFKHFM, you will have to make sure both maps have the same axis data in the applicable regions. [12]

If it does not follow LDRXN, requested load may be getting limited by ldrlts_w (ChargeLimitTurboProtection), which comes from KFLDHBN (after being converted from pressure ratio, to absolute pressure, to load). That said, you may intentionally use KFLDHBN to limit (and thus determine) boost request by moving LDRXN out of the way and up, such rlmax is higher than ldrlts_w. Some find this more intuitive, since the resulting boost is independent of IAT and VVT angle. The OEM tune only relies on rlmax (instead of ldrlts_w) to determine boost request so that the torque response is more consistent (since this method compensates for IAT and VVT). [27]

However, if you are running a lot of boost, and always want maximum performance, there is no point in increasing boost when it is hot, let alone reducing boost when it is cold. Also, as IATs rise, even with a perfectly flat KFTARX and LDIATA (see below), you will see more requested boost because the ECU knows that a higher P/R is required for a given cylinder fill (through the ftbr correction factor). To compensate, you may want to taper KFTARX across the board as IATs rise to keep your requested boost sane. Make sure LDIATA reflects those changes properly. Alternately, in theory, you should be able to find values for FWFTBRTA such that it cancels out the fixed IAT ftbr correction.

With aftermarket and/or tighter wastegates, you may experience bucking and choppy throttle response in part throttle near waste gate cracking pressure [29]. The throttle angle desired is dependent on the boost pressure in a turbo car since after a certain angle, throttling losses are negligible and it is better to hold the throttle wide open. But if the turbo cannot be controlled at that boost pressure via waste gate control any longer (because the wastegate no longer can open at that pressure), the ECU needs to be told to continue to use the throttle (and not got WOT) up to the new, higher boost pressure to regulate torque instead.

The axes of these maps are nmot (engine speed) and vpssplg_w (requested pressure ratio) and the Z-values are pressure ratio across the throttle body. Look for the values in the table that start to exceed the threshold of PSPVDKUG (generally 0.95) and approach 1.0, and trace up to the vpssplg_w axis. The pressure ratio minus 1 bar at this column (when stock) should be your wastegate pressure (3-6psi for stock wastegates).

An easy way to make an initial pass is by only modifying the vpssplg_w axis data. astrid y gaston lima menu english Take the ratio of the new pressure to the stock wastegate pressure (e.g. 1.8/1.3 = 1.38), and correct the vpssplg_w axis by multiplying each value by this ratio. This roughly sets base boost for proper throttle control. You can further tune this table by making sure areas below the spring/cracking pressure of the wastegates stays below the value in PSPVDKUG.

Additionally, WDKUGDN determines the "base" throttle plate angle corresponding to where the result of KFVPDKSD/E is .95 – that is to say, where to cap the throttle plate to control flow below the wastegate spring/cracking pressure. youtube gas pedal dance As KFVPDKSD/E approach 1.0, this throttle plate angle cap will increase, until the requested pressure ratio is above the spring/cracking pressure.

If your actual boost is not meeting requested boost, you may have to increase the PID I limit for 850 and 1000mBar. In general, you want KFLDIMX to follow what you expect your WGDC to be in the steady state, so after peak boost, you should set this to where you want the WGDC to settle. Note that PID trims (I-Regulation adaptation) may alter this limit. It should also roughly follow the profile of requested boost when it is tracking LDRXN. That is to say, if you have a flat max (WOT) boost request, you should have a flat KFLDIMX.

• KFLDRL – Map for linearization of boost pressure = f(TV). This is the post-PID waste-gate duty correction table. The result of the PID ( ldtvr_w) is the input to this map. The actual DC ( ldtv) is the output of this map. All of the results of the PID end up in this table to be linearized. That is to say, if you have a flat DC going into KFLDRL ( ldtvr_w), the result should be a flat actual boost (most likely requiring a rising ldtv, and thus a rising KFLDRL for a given input ldtvr_w). Calibrating this correctly is time consuming, but worth the effort. [30]

KFLDRL can also be used to get open-loop type behavior for operation past the MAP and requested boost limit by making the output duty cycle unresponsive (flat) to uncorrected duty cycle (from the PID) at various RPM/DC points. Again, if you do this, make sure to leave DSLOFS at the stock value. gas kinetic energy This way, requested boost will always be higher than measured boost, and you will stay in open loop control.

If your I-limit is poorly calibrated (or there are other hardware or PID problems), the ECU will try to compensate for under (and over) boost by adjusting the I-limiter. There are 5 RPM ranges for adaptations, set by STLDIA1-4. If you are under boosting (positive deviation), the ECU will increase the adaptation in the affected RPM range. If you are over boosting (negative deviation), the ECU will adapt the I-limit downwards. If you see large values in your I-adaptation ( ldimxa_0- _4), something is very wrong with your tune or your hardware.

In short, ldimxa_0 through _4 will tell you if your KFLDIMX and LDIATA are correctly calibrated. It is a good idea to monitor these trims through a wide variety of temperatures and altitudes, since they can move around significantly. Also, if you hit an adaptation limit, you may throw a positive or negative deviation code! Finally, if you are running a big turbo (or even K04s), you may want to shift the adaptation RPM ranges upwards into more useful areas. For example, don’t set any below RPMs where you know the turbos will never spool, and reserve a region for the area where actual boost is most likely to first meet actual boost (3000-4000), and other regions where you don’t expect there to be any spool (towards redline).

If you are running near the MAP limit (2.5 bar, or 23psi), and you are seeing your WOT boost start to slowly creep up run to run as you drive your car around after a long period of time, you may be seeing undesired I-Regulation adaptation. This is the most common (software) reason for unexpected overboosting. gas variables pogil answers You can confirm this by logging ldimxa_0 through _4.

If you don’t get all of this just right, and your actual boost goes too far above requested boost (by ~200mBar), you may experience overboost throttle cut due to negative deviation, which is ME attempting to get boost back under control by temporarily closing the throttle plate. If it happens enough, and an I-Regulation adaptation value reaches its negative limit, you may get a P1555 – Negative Deviation DTC, and the car will go in limp mode (permanent 0% WGDC).

Alternately, if your requested boost is far too high for a given load/rpm point, you may experience positive deviation (underboost) limp mode. This occurs if actual boost is too far under requested boost for too long. The result will be the P1557 Positive Deviation code, and from then on out, WGDC restricted to 10%. Note that VCDS reports P1557 incorrectly as an overboost condition, when in reality, it can only be generated by an underboost condition. [31] An actual overboost condition will likely cause P1555, not P1557! Also note that in some non-S4 files (e.g. Golf Jetta LP file), it may also be (incorrectly) reported as P0234 overboost. [32]

If you did not fully "correct" your MAF using KFKHFM, make sure you do a lot of logging to see where the various load points are and how much timing ME7.1 is pulling due to knock activity. Most likely, you will have to adjust the entire map. If you did properly correct your MAF, you can probably leave most of the timing table alone, except at high load/rpm.

You may notice timing goes down significantly as IATs rise. This is due to KFZWWLNM, which is incorrectly labeled as a "warmup" map. In fact, it is always used (not just during warmup), and at high intake temps, it will cause timing pull by increasing dzwwl. In addition, it will affect LAMFAKR fueling through wkrma if CWLAMFAW bit 0 is set to 1 (as it is in the M-box).

The purpose of the torque monitor is to ensure that the actual torque never exceeds the calculated torque limit (during part throttle) and requested torque never exceeds "safe" maximums (during WOT). electricity load shedding Like load (which is expressed as a percentage of a "normalized" load), "torque" in this context is actually "relative torque" and will always be between 0 and (unlike load) 100. Torque values are required to calculate timing intervention, since timing efficiency calculations are all torque based.

ESKONF or Endstuffen Konfig (Power stage configuration) refers to a group of 7 bytes in the 1.8t, and 13 bytes in the 2.7 flash. In short, these bytes tell the ecu which options are configured in that particular file. Typically, it’s located right above KFKHFM. When removing a component ESKONF is required to disable circuit diagnosis. Without properly configuring the relevant bit pairs you will get DTCs (Malfunction in circuit, internal resistance too high, etc) due to the missing hardware. Leaving dead hardware attached may prevent these, but isn’t necessary when properly coded out.