Oliskos kellän antaa apuja kun omassa A6 2.7bit quattrossa ei irtoa täyttä kaasua vedossa.eli vetoja puuttuu ja torgue ohjelmalla katsottuna kaasuläpän aukeamin prosentit jää välille 30-45 ja tietysti veto sen mukaista.paikoillaan sammuksissa virta kytkettynä läppä aukeaa normaalisti täysin auki.toi torgue ei mulla anna mitään vikakoodeja,koskaan mutta vagin omalla kapulatesterillä tuli koodit maffista ja mapista.nollauksen jälkeen eivät ole tulleet takaisin.noi koodit jäi muistiin varmaan kun oli pistokkeet irti.kaasuläppä on puhdas ja liikkuu herkästi.
hyviä vinkkejä vailla.
2.7bit ja vajaa kaasu
Valvoja: ffp jäsenet
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--hartsa--
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- Viestit: 268
- Liittynyt: 29.7.2008 21:53
Base Boost
With aftermarket and/or tighter wastegates, you may experience bucking and choppy throttle response in part throttle. 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. To correctly determine how much throttle opening is required to produce the amount of torque requested and prevent the ECU from going WOT unnecessarily, a few maps have to be tweaked in the module LDRPLS to set the base boost pressure in the ECU. The maps that set base boost are:
KFVPDKSD - Target pressure ratio in dynamic operation
KFVPDKSE - Target pressure ratio in steady state operation
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, and trace up to the vpssplg_w axis. The pressure ratio minus 1 bar at this column should be your stock wastegate pressure (3-6psi). Take the ratio of this pressure to your new wastegate pressure, and multiply it by the vpssplg_w axis. This roughly sets base boost for proper throttle control. You can further tune this table by making sure areas below the spring pressure of the wastegates stays below the value in PSPVDKUG.
LDRPLS works in conjunction with FUEDK to determine throttle plate angle. After getting base boost situated in LDRPLS, FUEDK determines throttle plate angle via a map that utilizes airflow and throttle plate angle. This map is
KFWDKMSN - Mapping for throttle target angle
and needs to be massaged for proper throttle control. This is accomplished by logging RPM, throttle plate angle, and mass air flow. Populate this table using real world logged values and part throttle response will be much smoother. You will be able to reach 0-wastegate pressure using the throttle.
Along with tuning KFWDKMSN, its inverse
KFMSNWDK - Normalized airflow over throttle plate
should be tuned as well. This has the added benefit of being able to drive without worry (to your local shop, lol) if your MAF sensor fails.
http://s4wiki.com/wiki/Tuning
Ihan hatusta etsimällä ajankuluksi. jos jonkun anturin tiedot ei käy ecun vaatiman kanssa niin meniskö se sitten vaan vikatilassa.
En oo ikinä ollu tuollasen myllyn kanssa edes tekemisissä niin en tiedä montako paineanturia siellä on toimintaa tarkkailemassa.
With aftermarket and/or tighter wastegates, you may experience bucking and choppy throttle response in part throttle. 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. To correctly determine how much throttle opening is required to produce the amount of torque requested and prevent the ECU from going WOT unnecessarily, a few maps have to be tweaked in the module LDRPLS to set the base boost pressure in the ECU. The maps that set base boost are:
KFVPDKSD - Target pressure ratio in dynamic operation
KFVPDKSE - Target pressure ratio in steady state operation
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, and trace up to the vpssplg_w axis. The pressure ratio minus 1 bar at this column should be your stock wastegate pressure (3-6psi). Take the ratio of this pressure to your new wastegate pressure, and multiply it by the vpssplg_w axis. This roughly sets base boost for proper throttle control. You can further tune this table by making sure areas below the spring pressure of the wastegates stays below the value in PSPVDKUG.
LDRPLS works in conjunction with FUEDK to determine throttle plate angle. After getting base boost situated in LDRPLS, FUEDK determines throttle plate angle via a map that utilizes airflow and throttle plate angle. This map is
KFWDKMSN - Mapping for throttle target angle
and needs to be massaged for proper throttle control. This is accomplished by logging RPM, throttle plate angle, and mass air flow. Populate this table using real world logged values and part throttle response will be much smoother. You will be able to reach 0-wastegate pressure using the throttle.
Along with tuning KFWDKMSN, its inverse
KFMSNWDK - Normalized airflow over throttle plate
should be tuned as well. This has the added benefit of being able to drive without worry (to your local shop, lol) if your MAF sensor fails.
http://s4wiki.com/wiki/Tuning
Ihan hatusta etsimällä ajankuluksi. jos jonkun anturin tiedot ei käy ecun vaatiman kanssa niin meniskö se sitten vaan vikatilassa.
En oo ikinä ollu tuollasen myllyn kanssa edes tekemisissä niin en tiedä montako paineanturia siellä on toimintaa tarkkailemassa.
Palaa sivulle “Tekniikka - Bensa”
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