How To: VCDS Performance Logging

[jran76]

Several people have asked about logging their vehicle, so I put together a “how to” on logging with the Ross-Tech VCDS software and cable (VAGCOM). Logging is critical to understanding how your car is performing, and even more so if you are tuned. There are several parameters that can be logged that will give a good indication as to how your car is running, and if there are any problems. This “how to” guide will cover how to perform basic performance logging, and also how to interpret some of the results (covered in the next post).

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First, a few things:
*Every version of Ross-Tech software is slightly different. In terms of logging, the only real difference is the location number associated with each logging parameter. The name of the parameter will be similar from version to version, but the associated location number may be different. I am using version 12.12.1 in the screen captures below, but I have updated it with the parameters from version 15.7.1 (updated 10/8/2015). Regardless, your version may be slightly different. The software is updated often.
*One of the key things people like to log is requested and actual boost. In recent versions of the Ross-Tech software boost is not displayed as an absolute value. Some conversion and calculation is required. This is covered in the next post.
*While there are others ways to log a vehicle, this only covers using the full version of Ross-Tech software with their VCDS cable.
*Logging must be done with Windows software. That can be XP, Vista, Windows 7 or 8. Doesn’t really matter. An Apple/Mac that runs Windows will also work (Boot Camp, Parallels, etc.).

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Getting Started
Step 1: Plug the Ross-Tech VCDS cable into the OBDII port under the dash on the driver’s side.

Step 2: With the car on, launch the VCDS software.
*Note: The car can be in the ON position or running for steps 1-11.
http://i570.photobucket.com/albums/ss146/jran76/VCDSstart_zpse122c8c4.jpg (http://s570.photobucket.com/user/jran76/media/VCDSstart_zpse122c8c4.jpg.html)

Check for Fault Codes
Step 3: Before you start logging, ensure there are no fault codes. Press the “Auto-Scan” button on the VCDS main menu.

Step 4: Once in the Auto-Scan section, press the “Start” button to scan for codes. The scan will take a few minutes as it scans all modules. If there are faults, I would recommend saving the scan results (copy/paste, save, print), and then clear the faults with the “Clear all DTC’s” button. Once this is done, “Close” the Auto-Scan section, and return to the main menu.
http://i570.photobucket.com/albums/ss146/jran76/VCDSautoscan_zps2e94133c.jpg (http://s570.photobucket.com/user/jran76/media/VCDSautoscan_zps2e94133c.jpg.html)

Logging Setup
Step 5: Under “Select Control Module” press the “Select” button.
http://i570.photobucket.com/albums/ss146/jran76/VCDSstart_zpse122c8c4.jpg (http://s570.photobucket.com/user/jran76/media/VCDSstart_zpse122c8c4.jpg.html)

Step 6: Under the “Common” tab press the “01-Engine” module button.
http://i570.photobucket.com/albums/ss146/jran76/VCDSmodule_zps5dbd824b.jpg (http://s570.photobucket.com/user/jran76/media/VCDSmodule_zps5dbd824b.jpg.html)

Step 7: In the Engine Controller module, press the “Adv. Meas. Values” button to access the logging section.
http://i570.photobucket.com/albums/ss146/jran76/VCDSengine_zps1564e92c.jpg (http://s570.photobucket.com/user/jran76/media/VCDSengine_zps1564e92c.jpg.html)

Step 8: Select the “Ambient Air Pressure” value from the parameter list. Record the value displayed for future reference, and then uncheck the box. The ambient pressure value will be used later to calculate boost related values.
http://i570.photobucket.com/albums/ss146/jran76/VCDSambientairpres_zps1dceb3fa.jpg (http://s570.photobucket.com/user/jran76/media/VCDSambientairpres_zps1dceb3fa.jpg.html)

Step 9: Select the parameters you would like to log from the list.
*Notes:
-VCDS will let you select a maximum of 12 parameters, or 10 parameters if you use grouping (which is a must for good logs as we’ll cover below). So, concentrate on the parameters that are most important for this particular logging session. Fewer parameters logged will yield higher resolution logs.
-For general performance logging, I recommend the following parameters, but you can pick the appropriate parameter for your needs from the list:

For B8:
Group Number: Parameter Field (Units; details)
002: Accelerator position (in %)
009: Charge air pressure specified value (in hPa; specified boost+ambient air pressure)
018: Engine speed (in RPM)
089: Air mass (in kg/h; intake)
186: Ignition angle; actual (in degrees)
188: Intake air temperature (in degrees C)
190: Intake manifold pressure; absolute (in hPa; actual boost+ambient air pressure)
418: IGA_AD_KNK[0] (in degrees; knock detection/timing pulled on cylinder 1- Just pick 2 Cylinders to log)
419: IGA_AD_KNK[1] (in degrees; knock detection/timing pulled on cylinder 2- Just pick 2 Cylinders to log)
420: IGA_AD_KNK[2] (in degrees; knock detection/timing pulled on cylinder 3- Just pick 2 Cylinders to log)
421: IGA_AD_KNK[3] (in degrees; knock detection/timing pulled on cylinder 4- Just pick 2 Cylinders to log)
422: IGA_AD_KNK[4] (in degrees; knock detection/timing pulled on cylinder 5- Just pick 2 Cylinders to log)
423: IGA_AD_KNK[5] (in degrees; knock detection/timing pulled on cylinder 6- Just pick 2 Cylinders to log)
540: RFP_AV (bypass valve %)

For B8.5:
Group Number: Parameter Field (Units; details)
Group 2: Accelerator position (%)
Group 11: Charge air pressure specified value (hPa)
Group 24: Engine speed (rpm)
Group 134: Air mass (kg/h)
Group 226: Ignition angle; actual (degrees)
Group 228: Intake air temperature (in degrees C)
Group 230: Intake manifold pressure; absolute (hPa)
Group 480-485: IGA_AD_1_KNK_x (knock correction in degrees; x is cylinder number 0-5)
Group 616: RFP_AV (bypass valve %)

http://i570.photobucket.com/albums/ss146/jran76/VCDSloggingfields_zps77230125.jpg (http://s570.photobucket.com/user/jran76/media/VCDSloggingfields_zps77230125.jpg.html)

Step 10: Save the parameter list so you can easily access it at a later time by clicking the "VCDS" icon in the top-left corner. Name the file “performance” or similar. If you have parameter files for other types of logging, name them appropriately.
http://i570.photobucket.com/albums/ss146/jran76/VCDSloggingfieldsave_zpsb4c2abf2.jpg (http://s570.photobucket.com/user/jran76/media/VCDSloggingfieldsave_zpsb4c2abf2.jpg.html)

Logging
Step 11: This step is very important for capturing good logs. Press the “Turbo” button, and check the “Group UDS requests” box at the top of the screen. This will speed up the logging, and also group all 10 fields to the same timestamp. This is the only way to get useful logs (otherwise, each parameter will have a different timestamp).
http://i570.photobucket.com/albums/ss146/jran76/VCDSlog_zps04769222.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlog_zps04769222.jpg.html)

Step 12: Press the “Log” button to initiate the logging session. This will not start the actual logging process
*Note: Your car should be running if it is not already.

Step 13: When you are ready, press the “Start” button. This will start the actual logging process.
*Notes:
-Logging should be performed in a controlled area where you can safely reach 85-90 MPH. The drag strip or dyno are the best options, but in places like Texas there are some pretty safe places to do this on the road (I do it late at night in traffic free areas with 70+ MPH speed limits).
-Logging runs should capture a full 3rd gear pull at a minimum. 4th is probably a little better, but that should only be done at the drag strip or on a dyno. A full pull is around 3000 RPM to 7000 RPM. This can be tricky on a DSG car because you need to avoid triggering the kickdown switch at lower RPM’s. Play around with what works best, but the sooner you can get to full acceleration the better.
-When logging, the A/C and radio should be OFF, the windows UP, car IN dynamic mode if available, and traction/ASR OFF (hold traction button for at least 5 seconds to turn both off).
-Logging should be done on a flat surface, and if done multiple times it should be done at the same location and in similar conditions if possible. This makes comparing data more accurate.
http://i570.photobucket.com/albums/ss146/jran76/VCDSlogstart_zpsb7d252fc.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlogstart_zpsb7d252fc.jpg.html)

Step 14: Once you have captured the needed logs, press the “Stop” button to stop the logging process, and “Done, close” when finished. The logs will be saved to the Ross-Tech/VCDS/Logs folder as a .CSV file (typically on the C:/ or wherever the Ross-Tech software is installed). It can be opened with Excel or similar.
http://i570.photobucket.com/albums/ss146/jran76/VCDSlogstop_zps68e72dfe.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlogstop_zps68e72dfe.jpg.html)

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That is it for capturing basic performance logs. The next post will cover some of the basics in regards to interpreting the logs.

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In addition to logging the basic performance parameters listed above, VCDS gives the option to log many many other things.
*Some examples:
-If you are experiencing timing being pulled due to engine knock detection, you may want to log knock on each individual cylinder instead of just the 2 covered above. In that case you would want to log something like: accelerator position, engine speed, ignition angle; actual, and IGA_AD_KNK[x] on all 6 cylinders. Those 9 parameters may point to an issue with a specific cylinder.
-As you can see, accelerator position and engine speed are really needed every time so you have some reference point in the logs. Intake air temperature is also good to log as it will give a good idea on the conditions.
-More fields and examples are below (updated below).
====================
Update with additional fields:

Misfires:
If you are experiencing misfires, you may want to log misfires on all 6 cylinders to see where the problem is coming from. In that case you would want to log accelerator position, engine speed, misfires all cylinders, misfires cylinder X on all 6 cylinders. These 9 parameters may point to an issue with a specific cylinder, or a more general problem.

Some (low number of) random misfires that DO NOT result in a fault code are fairly normal. I see it on most 3.0 TFSI engines stock or tuned. With that said, Audi has dumbed down the misfire reporting threshold, so it is possible misfires could be causing a performance issue, but also not trigger a CEL. I don't have an answer on what constitutes a real problem.... Maybe others can chime in. In the most basic sense, if you see a CEL due to misfires, there is definitely an issue. If you see a low number of misfires and no CEL, it may be normal. If you see a high number of constant misfires, but no CEL, blame Audi for dumbing down the threshold and try to figure out the problem.

251- Misfires all cylinders per 1000 rpm 0
253- Misfires cylinder 1 per 1000 rpm 0
255- Misfires cylinder 2 per 1000 rpm 0
257- Misfires cylinder 3 per 1000 rpm 0
259- Misfires cylinder 4 per 1000 rpm 0
261- Misfires cylinder 5 per 1000 rpm 0
263- Misfires cylinder 6 per 1000 rpm 0


Lambda/Air:Fuel/EGT:
Lambda or Air:Fuel ratio is important to understand for a couple of reasons. The most basic is to ensure your engine tuning is optimal. This is obviously more important with aftermarket (non-OEM) tuning. If you want to see what "normal" is, log your car with the stock tune, and the specified values will give you a pretty good idea for different scenarios. Assuming fueling is sufficient, specific and actual should be fairly close. If the actual number is higher than the specified value, you will start running into issues (not good).

On that note, if you are running E85 or the fuel system near maximum capacity, it is a good way to determine if fueling needs are being met. Again, E85 or if you are mixing E85 with regular gas, could present an issue on the stock fuel system. E85 has (about 33%) less energy per part compared to regular high octane fuel, so it takes roughly 33% more of it to run your vehicle. This can tap out the stock fuel system pretty quickly if too much is used. To run strait E85, and upgraded HPFP would be required. The advantage of E85 is the higher relative octane (close to the equivalent of 105 octane).

020- Exhaust temperature 1 bank 1 460.0 ∞C
021- Exhaust temperature 1 bank 2 459.5 ∞C
238- Lambda probes actual; bank1 0.9971
13- same?
239- Lambda probes actual; bank2 1.0049
14- same?
244- Lambda probes specification; bank 1 0.9971
245- Lambda probes specification; bank 2 0.9971
246- Lambda probes specified; bank1 0.9971
247- Lambda probes specified; bank2 0.9971
(note that 244-247 seem to be the same thing, the specified Lambda value, so logging one is likely sufficient).

194-199: Knock sensor voltage

Table to convert Lambda to Air:Fuel ratios:
http://i570.photobucket.com/albums/ss146/jran76/LamdaVsAFR_zpsj6s7ctd1.jpg (http://s570.photobucket.com/user/jran76/media/LamdaVsAFR_zpsj6s7ctd1.jpg.html)

Fuel Pressures, Trims, and Injectors

87- Rail pressure actual
170- Rail pressure specified
22- Fuel pressure
187- Fuel pump, actual fuel pressure

Fuel Trims/Adaptations (%)
47- Long-term adaptation; bank 1
48- Long-term adaptation; bank 2
63- Short-term adaptation; bank 1
64- Short-term adaptation; bank 2

Injector Pulse Width (IPW in ms):
609- TI_1_HOM[0]
610- TI_1_HOM[1]
611- TI_1_HOM[2]
612- TI_1_HOM[3]
613- TI_1_HOM[4]
614- TI_1_HOM[5]
To calculate the injector duty cycle, it is something like: (RPM x IPW)/300=IDC


================

Just a quick update on the new version of VCDS (15.7.4). Several people have reported very low resolution when logging 10 parameters with Grouping/Turbo enabled. In my case, I was only getting a couple lines of data on an entire 1/4-mile pass.

Another member changed some settings as recommended by Ross-Tech, and it seemed to help. I've posted the changes he made below. If you are having issues with 15.7.4, you may want to try these changes.




http://www.ross-tech.com/vag-com/faq_4.php#4.8
http://www.ross-tech.com/vag-com/tour/option_screen.html

I changed the parameters as per the Ross tech link above



Blk Int affects the protocol timing. The current default value is 55. To get the highest sample rate possible in the Measuring Blocks screen, set this to 25. Note, however, that this may cause unreliable communications with some controllers.

Char lnt also affects the protocol timing. The current default value is 1. To get the highest sample rate possible in the Measuring Blocks screen, set this to 0. Note, however, that this may cause unreliable communications with some controllers.

[jran76]

Understanding the Logs
Accelerator position (%): Pretty self explanatory. In terms of performance logging, we typically want to look at what the car is doing under wide-open throttle (WOT). On most cars this is in the 93-95% range. It is perfectly normal for the car NOT to hit 100%. The car will adapt to the given range on each vehicle for accelerator and throttle positions.

Engine speed (RPM): Again, pretty self explanatory. This will give a good reference point in the logs when the car is at maximum performance/higher RPM’s. Like WOT, the best indicator of performance is going to be what the car is doing at higher RPM’s; say 3000-7000 RPM.

Charge air pressure; specified value (hPa): This is essentially what the ECU is requesting in terms of air pressure or boost in the case of the B8 S4 engine. This value is in hPa, and needs to be converted to PSI for more common interpretation. You also have to subtract the ambient air pressure to get the actual requested boost number.
*1 kPa=10 hPa
*1 hPa=0.014503774
So, to calculate the requested/specified boost:
Requested boost= (Charge air pressure; specified value hPa) - (Ambient air pressure kPa x 10) x 0.014503774
*On a stock tuned car, this value will be in the 12 PSI range max. Any boost over this amount will trigger the bypass valve, and be bled off.
*On a tuned car, this value can be as high as 17-18 PSI. The tuned cars request more boost than is possible to ensure there is no bypass. The goal of a tuned car is to use all the boost available without opening the bypass valve.

Intake manifold pressure; absolute (hPa): This is the actual amount of pressure in the manifold where the specified is the requested. So, like the specified value, it needs to be converted to PSI, and subtract the ambient pressure. The amount of actual boost will depend on the size of the pulley, and losses due to belt slippage or leakage, environmental conditions, elevation, etc.
Actual boost= (Intake manifold pressure; absolute hPa) – (Ambient air pressure kPa x 10) x 0.014503774
*A stock car will see boost in the 10-11 PSI range, but it will bleed off at higher RPM's.
*A stage 1 car will see boost in the 12 PSI range, but it should not bleed off at higher RPM's
*Stage 2 cars can see as much as 16-17 PSI. I have seen a max of 15 PSI, but that is in really high DA's and we're at about 600 ft. above see level (hotter/less dense air will make slightly less boost).

Air mass (kg/h): This is the amount of air the car is taking in via the intake. The environmental conditions and type of intake you have will effect this value. Obviously, more air can equate to more power, so the higher the better.
*I have seen the stock intake have around 1100 kg/h maximum in my logging (70F, 50% humidity, 2000 DA). Aftermarket intakes that use the stock airbox are in the 1100-1200 kg/h range, and aftermarket open intakes like the Roc-Euro and CTS are in the 1300-1400 kg/h range.

Intake air temperature (degrees C): Another one that is pretty self explanatory; just note that it is in Celsius. IAT’s have a big impact on performance. Higher IAT’s mean less dense air, less timing, and the chance of more knock/timing being pulled and other bad things like misfires. The lower the IAT’s, the better.
*During my logging (see conditions above), I typically see a max of upper 60’s with the stock airbox. With the CTS intake (open filter with heat shield), I typically see in the upper 50’s.

Ignition angle; actual (degrees): This is the total actual timing.
*A tuned stage 2 car on 93 octane should typically sees total timing in the upper teens or low twenties at higher RPM/WOT. On race gas those numbers can be in the mid to upper 20’s in some cases.

ING_AD_KNK_x (degrees): This is the amount of timing being pulled from the given cylinder (x) due to knock detection. The amount will wholly depend on the gas you use, the condition of your car, and environmental conditions. It is very possible (and good) not to see any timing being pulled.
*Something in the -3 to -4 degree range is “normal” in hot temps or with lower quality gas. I have seen timing pull as high as -7 to -8 degrees on my car which will absolutely kill power. High IAT's are usually the most likely cause. Once IAT's get into the 60C range, you will typically see some timing pulled, and you'll see those higher numbers when IAT's reach into the 80C range; especially when mixed with lower quality gas or lower relative octanes.

RFP_AV (%): This is the bypass valve opening percentage.
*A stock car will see significant opening because the car will typically make more boost than requested at higher RPM’s, and the rest is bled off—this is why stock dynos die off after 5000 RPM.
*A properly tuned car should see nothing here; 0%. Anything else means the car is not making max boost/power. There are some instances where a tuned car may bleed off boost. I’ve seen this happen on my 1-2 shift when I get wheel spin, and others have reported it when IAT’s get extremely high as a protection mechanism (Revo tunes seem to prefer this method as opposed to retarding timing).

==============

Here is a post from Spazz with some more details and log examples:
http://www.audizine.com/forum/showthread.php/474796-B8-S4-log-thread-Post-your-VCDS-logs-here

Here is Mike's Chipwerkes thread that has a ton of log file examples (and lots of discussion about logging if you're willing to read through a lot): http://www.audizine.com/forum/showthread.php/645409-B8-5-S4-stock-versus-APR-Stage-1-tune-versus-Chipwerke-piggy-back

Here's a video Jones posted:
http://www.audizine.com/forum/showthread.php/619184-Quick-and-Dirty-How-To-VAGCOM-VCDS?highlight=logging

A few more examples here:
http://www.audizine.com/forum/showthread.php/670472-Revo-stage-2-logs?highlight=logging

More discussion here in regards to different tunes:
http://www.audizine.com/forum/showthread.php/619767-Stage-2-Dyno-Results-2014-GIAC-V1-and-V2-2014-Revo-2012-APR?highlight=logging

Unitronic logs:
http://www.audizine.com/forum/showthread.php/637237-Has-Anyone-Logged-Unitronic-Stage-2?highlight=VCDS+log

Revo logs:
http://www.audizine.com/forum/showthread.php/591382-Logging-results-from-current-Revo-93-revision?highlight=VCDS+log

[saxon]

Great post and explanation, just wish there was better software for logging/graphing

[audistealth]

I wish we had an actively participating moderator to sticky this thread, or add a link to a how to sticky thread.

[aaronz]

Here are the most recent blocks and descriptions for a b8.5 on latest version of VCDS as of 8/18
002 - Acl position
534 - Maf_cyl
227 - Intake manifold pressure absolute
473
474
023 - Engine speed
223 - Ignition advanced actual
225 - Intake air temp
597 - Rfp_av


Any more than that and I tend to get N/A values.




Sent from my iPhone using Tapatalk

[infinkc]

Excellent post! Thanks for taking the time to put this together.

[jran76]

Great post and explanation, just wish there was better software for logging/graphing

Agreed. It's not what I am used to in terms of logging, but it works for the most part.


Here are the most recent blocks and descriptions for a b8.5 on latest version of VCDS as of 8/18
002 - Acl position
534 - Maf_cyl
227 - Intake manifold pressure absolute
473
474
023 - Engine speed
223 - Ignition advanced actual
225 - Intake air temp
597 - Rfp_av


Any more than that and I tend to get N/A values.



Thanks. As I mentioned buried in the post, more than 12 values in normal logging will yield "N/A" values. Same goes for more than 10 when you use the "Grouping UDS requests" option, which is really a must. So, at the end of the day, you are really limited to 10 parameters for good logging.

I have 3 different logging parameter files: one for basic performance logging like I mention in the post, another for knock detection on individual cylinders, and another for misfire detection on each individual cylinder. There are still a lot of other things you could log depending on what is happening.


Excellent post! Thanks for taking the time to put this together.

No problem.

[VDub28t]

Thanks for putting this together. [up]

[saxon]

Does anyone have a way of saving certain parameters so you don't have to check them every time?

Edit : nevermind, I see you already show how to do that

[Moose201]

Wow, great info. Why would the IATs be lower with an open intake? Seems like the stock airbox with snorkel to the grill would produce the lowest temp?

[jran76]

Wow, great info. Why would the IATs be lower with an open intake? Seems like the stock airbox with snorkel to the grill would produce the lowest temp?

I wish I had a great answer, but everyone that has logged various intakes has shown the open filters that have a heat shield to be 5C+ degrees cooler in most instances (Roc-Euro, CTS, USP). I think there are several factors. The stock air box, while sealed, still retains a lot of engine heat in the plastic itself. There is nothing that shields the box and intake tube from engine heat; the exhaust manifold is inches away. It shows that the heat shield is doing it's job, and you still have the same air feeding it through the stock snorkel. The three aforementioned intakes also take in a lot more air in general, which definitely helps.

[sergzz]

Subbed. Thanks for the great info, will do this tomorrow

[bgm130]

this should be brought to the top for people trying chipwerkz.
Jran I have used this thread and one on AR numerous times and its the easiest to follow. still forgot to hit turbo once or twice [headbang] but thanks again for taking the time to make this guide

[bhvrdr]

This is a very helpful thread. Thanks to the OP for doing this!

Mike

[stereojorge]

this should be brought to the top for people trying chipwerkz.
Jran I have used this thread and one on AR numerous times and its the easiest to follow. still forgot to hit turbo once or twice [headbang] but thanks again for taking the time to make this guide

Yup! About to use this with a buddy that just installed the Chipwerke piggy


Sent from my iPhone 6 using Tapatalk

[jran76]

No problem. Next time I do some logging, I'll add some updates in regards to new parameters and such. Shouldn't be long.

[jran76]

Updated with parameters from VCDS version 15.7.1. I also added the fields to log misfires and Lambda/Air:Fuel/EGT. If anyone has any input on changes, just let me know. I'm open to input....

[bhvrdr]

Nice job man. Should be stickied

Mike

[brainpan]

Amazing post you rock op! This will be handy when I go stage 2 next week

Sent from my Note 5

[Ze_Nardo6]

Great post. Extremely educational. Thanks.

[mrmomo313]

Nice job man. Should be stickied

Mike

Agreed

[14S4GWM]

Nice work

[jran76]

Edit: I added the below to the second post.

Here is a post from Spazz with some more details and log examples:
http://www.audizine.com/forum/showthread.php/474796-B8-S4-log-thread-Post-your-VCDS-logs-here

Here is Mike's Chipwerkes thread that has a ton of log file examples (and lots of discussion about logging if you're willing to read through a lot): http://www.audizine.com/forum/showthread.php/645409-B8-5-S4-stock-versus-APR-Stage-1-tune-versus-Chipwerke-piggy-back

Here's a video Jones posted:
http://www.audizine.com/forum/showthread.php/619184-Quick-and-Dirty-How-To-VAGCOM-VCDS?highlight=logging

A few more examples here:
http://www.audizine.com/forum/showthread.php/670472-Revo-stage-2-logs?highlight=logging

More discussion here in regards to different tunes:
http://www.audizine.com/forum/showthread.php/619767-Stage-2-Dyno-Results-2014-GIAC-V1-and-V2-2014-Revo-2012-APR?highlight=logging

Unitronic logs:
http://www.audizine.com/forum/showthread.php/637237-Has-Anyone-Logged-Unitronic-Stage-2?highlight=VCDS+log

Revo logs:
http://www.audizine.com/forum/showthread.php/591382-Logging-results-from-current-Revo-93-revision?highlight=VCDS+log

[skiptowncat]

Anyone run a log through virtual dyno yet, I found it to be failry accurate if used on a flat road

[Rolotuning]

Great post and explanation, just wish there was better software for logging/graphing

Does any one try datazap.me ?

[rtl5009]

Once work calms down (I work for Amazon, fuck Blackfriday through Christmas) I'll write a macro to automatically graph VCDS logs for everyone.

[rtl5009]

Additionally a conversion table isn't needed for AFR. Lambda is relative to stoich, and linear to boot! To get e85 AFR multiply by lambda by 9.9 and for gas AFR multiply lambda by 14.7.

Those are the stoich burn ratio for those fuels.

[jran76]

Once work calms down (I work for Amazon, fuck Blackfriday through Christmas) I'll write a macro to automatically graph VCDS logs for everyone.


Additionally a conversion table isn't needed for AFR. Lambda is relative to stoich, and linear to boot! To get e85 AFR multiply by lambda by 9.9 and for gas AFR multiply lambda by 14.7.

Those are the stoich burn ratio for those fuels.

That would be cool. I spend (waste) way too much time trying to graph things out. I usually add a column with A/F and boost calculated out as that's pretty easy, but I guess graphs aren't my specialty....

[AZT]

Additionally a conversion table isn't needed for AFR. Lambda is relative to stoich, and linear to boot! To get e85 AFR multiply by lambda by 9.9 and for gas AFR multiply lambda by 14.7.
Those are the stoich burn ratio for those fuels.

That would be cool. I spend (waste) way too much time trying to graph things out. I usually add a column with A/F and boost calculated out as that's pretty easy, but I guess graphs aren't my specialty....

And I personally just multiply by 14.7 no matter the gas or ethanol concentration, because it normalizes to a richness scale that people generally understand. Otherwise if you want to get technical, 14.7 isn't the right stoich for most people in the country on 10% ethanol gas where it is more like 14.1. And I may run 30-35% ethanol with my APR which probably has some stoich of 12.5:1 or who knows what on a given day.

So then some hot rodder on the street asks me what AFR my APR tune is running at full boost. I can tell them 0.78 lambda which may get a blank stare, I can tell them the true AFR of 9.7:1 (0.78x12.5:1) which may get laughs that my tune is way too rich, or simply convert 0.78x14.7 on the gasoline scale and say "11.5:1", which most people understand how relatively 'rich' that is. [:d]

[jran76]

Updated. Added fields for logging fuel pressure, trims/adaptations, and injector duty cycle.

[bhvrdr]

Updated. Added fields for logging fuel pressure, trims/adaptations, and injector duty cycle.

REALLY nice work jran. This thread should be stickied. I would only make one small correction which is about calculating duty cycle. The calculation you used is for calculating port fuel injection. For DI you have only 1/4 the time to inject so I assume you would divide by 300 and not 1200. For example, for port injection you have 20ms on-time at 6000rpm being at 100% duty cycle but for DI you would have only 5ms to inject that fuel at the same rpm.

http://forums.vwvortex.com/showthread.php?2681590-Fuel-system-testing-and-some-brief-results

Excellent work.

As an FYI there are also channels for load and a channel for injector status. The load one is nice to use in place of throttle position and the injector status is a nice one just for grins as it tells you when the car is running open/closed loop.

Mike

[VenturiRS]

subscribed.

This will come in handy.

[jran76]

REALLY nice work jran. This thread should be stickied. I would only make one small correction which is about calculating duty cycle. The calculation you used is for calculating port fuel injection. For DI you have only 1/4 the time to inject so I assume you would divide by 300 and not 1200. For example, for port injection you have 20ms on-time at 6000rpm being at 100% duty cycle but for DI you would have only 5ms to inject that fuel at the same rpm.

http://forums.vwvortex.com/showthread.php?2681590-Fuel-system-testing-and-some-brief-results

Excellent work.

As an FYI there are also channels for load and a channel for injector status. The load one is nice to use in place of throttle position and the injector status is a nice one just for grins as it tells you when the car is running open/closed loop.

Mike

Mike, thanks for the link and details. A couple questions just because I'm trying to understand this.... I'm not questioning you at all, but it seems like you've spent some time looking into this. Where did you get the 1/4 the time to inject from on a DI engine compared to a PI engine (or divide by 300 instead of 1200)? I've been reading up on this today, and I can't find anything too conclusive. No doubt there is far less time to inject, but is that 1/4 the amount of time something that is well established or more of just a general estimate.

You're definitely right in that it is much lower than the 1200 number used for a port injected engine, but 300 seems a little low for our engine (it is a lot closer for sure). That number seemed spot on for some of the DI examples I found, but they seemed to run a slightly shorter pulse width. The examples I saw were in the 0.4ms range at idle, and 5ms maximum. I didn't do a lot of logging on this last night (I was trying to log other things), but at idle we are around 0.6ms to 0.7ms. Under normal load, I was easily seeing 7ms-8ms which seems higher than I found in the examples. I didn't get a chance to test out WOT/high RPM's, but I will today....

I read a lot of things that basically said trying to calculate the injector duty cycle of a DI is not really possible, or at least not to do so accurately. I would assume this is because so many factors go into it, and fuel pressure plays a key role beyond just what the injector is doing (i.e. the injector runs close to 100% or the pulse width stays about the same, but the fuel pressure is raised as more fuel is needed).

I've logged load many time before as value 149 (did it last night while I was logging), but I have not done the injector status. Do you know what value # that is, and what it means?

[bhvrdr]

Hi Jran,

When I was first reading up on DI back then I purchased the Bosch Gasoline Engine Management Manual...

http://www.amazon.com/Gasoline-Engine-Management-Robert-Bosch/dp/0470057572

Its still one of my favorite books. That is where I got the 1/4 amount of time. I agree, that there are more variables at play though. I can grab the page number when I get home if it is not packed up (moving soon). The gist is that with DI during homogeneous operation, the fuel must be injected in the induction stroke. So you have only half the crankshaft rotation available for the injection process. For port injection you have 2 full crankshaft revolutions available. That is 4 times as long. Still...would be great to hear from some of the gurus.


I'll grab the channel for open/closed loop mode. If memory is serving it is actually labeled oxygen sensor status or something like this. It is a trivial channel to log except to gain an understanding of how this Simos engine management is working in that it is almost 100% in closed loop mode which is far different than many other manufacturers. For this channel you can basically start the car cold and then go to warm condition and then do some driving in different conditions and chart what mode the car is in (closed/open). Not really useful except to gain understanding of the system.

Mike

[jran76]

Hi Jran,

When I was first reading up on DI back then I purchased the Bosch Gasoline Engine Management Manual...

http://www.amazon.com/Gasoline-Engine-Management-Robert-Bosch/dp/0470057572

Its still one of my favorite books. That is where I got the 1/4 amount of time. I agree, that there are more variables at play though. I can grab the page number when I get home if it is not packed up (moving soon). The gist is that with DI during homogeneous operation, the fuel must be injected in the induction stroke. So you have only half the crankshaft rotation available for the injection process. For port injection you have 2 full crankshaft revolutions available. That is 4 times as long. Still...would be great to hear from some of the gurus.


I'll grab the channel for open/closed loop mode. If memory is serving it is actually labeled oxygen sensor status or something like this. It is a trivial channel to log except to gain an understanding of how this Simos engine management is working in that it is almost 100% in closed loop mode which is far different than many other manufacturers. For this channel you can basically start the car cold and then go to warm condition and then do some driving in different conditions and chart what mode the car is in (closed/open). Not really useful except to gain understanding of the system.

Mike

Good deal, thanks for the response. What you're saying definitely makes sense about when and why it fires the injector so much faster. 300 would make sense based on that, but it just doesn't seem to add up when you calculate it out (I'm getting IDC's close to 150% with that).

andthen is seeing a max of 8ms at around 5200 RPM. Using 300 as the dividing factor, you'd get over 138%. The interesting thing is the IPW went down as RPM's climbed past there. Either fuel pressure is making up the difference, or it was going down because his bypass started to open some. Oh well, we'll do some more testing to see how things look in the name of trying to learn something....

[bhvrdr]

Good deal, thanks for the response. What you're saying definitely makes sense about when and why it fires the injector so much faster. 300 would make sense based on that, but it just doesn't seem to add up when you calculate it out (I'm getting IDC's close to 150% with that).

andthen is seeing a max of 8ms at around 5200 RPM. Using 300 as the dividing factor, you'd get over 138%. The interesting thing is the IPW went down as RPM's climbed past there. Either fuel pressure is making up the difference, or it was going down because his bypass started to open some. Oh well, we'll do some more testing to see how things look in the name of trying to learn something....

Thanks for sparking the interest again. Yeah, as we exercise these cars on e85 and with dual pulleys and stage 3 setups these things will start becoming more relevant. I'd like to hear from the top tuners what they were discovering during things like e85 testing. I suspect they would just be logging AFR and Rail pressure more than anything to see if the fuel system is keeping up. Interesting learning more about this ECU. I need to do some more studies on the fuel trims too. I cant believe how good this car is at keeping up with extra demands.

Mike

[xpoweruk]

Ok just found the newer thread.
I did my first data log totay
Not sure if it is of use or not

2011 S4
Revo stage 1+ (pulley upgrade version )
Revo intake
Milltek ValveSonic exhaust

https://www.dropbox.com/s/9y6zyz4oszfgwn5/LOG-01-091-101-111-191-391-401-1891-1941.CSV?dl=0

[Mat@1975]

Ok just found the newer thread.
I did my first data log totay
Not sure if it is of use or not

2011 S4
Revo stage 1+ (pulley upgrade version )
Revo intake
Milltek ValveSonic exhaust

https://www.dropbox.com/s/9y6zyz4oszfgwn5/LOG-01-091-101-111-191-391-401-1891-1941.CSV?dl=0

Hello,

It seems that you did not choose the UDS group request and Turbo! options.
You did not logged mandatory things like % accelator position and rpm....

I suggest you to take a little time to read this excellent thread where all is perfectly explained.

BR

Mat

[xpoweruk]

will do,found it after logging :(

[BlownOne]

Awesome post with a ton of great information!!!👍🏼

[Ze_Nardo6]

How can we get this thing stickied?

[jran76]

Edit: ADDED THE BELOW TO THE OP

Just a quick update on the new version of VCDS (15.7.4). Several people have reported very low resolution when logging 10 parameters with Grouping/Turbo enabled. In my case, I was only getting a couple lines of data on an entire 1/4-mile pass.

Another member changed some settings as recommended by Ross-Tech, and it seemed to help. I've posted the changes he made below. If you are having issues with 15.7.4, you may want to try these changes.




http://www.ross-tech.com/vag-com/faq_4.php#4.8
http://www.ross-tech.com/vag-com/tour/option_screen.html

I changed the parameters as per the Ross tech link above



Blk Int affects the protocol timing. The current default value is 55. To get the highest sample rate possible in the Measuring Blocks screen, set this to 25. Note, however, that this may cause unreliable communications with some controllers.

Char lnt also affects the protocol timing. The current default value is 1. To get the highest sample rate possible in the Measuring Blocks screen, set this to 0. Note, however, that this may cause unreliable communications with some controllers.

[jran76]

B8.5 Fields Updated

Group #: Field

Group 2: Accelerator position (%)
Group 11: Charge air pressure specified value (hPa)
Group 24: Engine speed (rpm)
Group 134: Air mass (kg/h)
Group 226: Ignition angle; actual (degrees)
Group 228: Intake air temperature (in degrees C)
Group 230: Intake manifold pressure; absolute (hPa)
Group 480-485: IGA_AD_1_KNK_x (knock correction in degrees; x is cylinder number 0-5)
Group 616: RFP_AV (bypass valve %)

[colby7]

B8.5 Fields Updated

Group #: Field

Group 2: Accelerator position (%)
Group 11: Charge air pressure specified value (hPa)
Group 24: Engine speed (rpm)
Group 134: Air mass (kg/h)
Group 226: Ignition angle; actual (degrees)
Group 228: Intake air temperature (in degrees C)
Group 230: Intake manifold pressure; absolute (hPa)
Group 480-485: IGA_AD_1_KNK_x (knock correction in degrees; x is cylinder number 0-5)
Group 616: RFP_AV (bypass valve %)

Thanks jran, I was attempting to log the other day and noticed they changed the selection numbers. I'll go back and verify whether or not I chose the right ones.

[jran76]

Thanks jran, I was attempting to log the other day and noticed they changed the selection numbers. I'll go back and verify whether or not I chose the right ones.

The B8.5 is very different than the B8, and they change constantly. Definitely go by the name as opposed to the group number if you can.

If anyone finds different group numbers, let me know, and I'll update the post. I'm pretty sure these are up to date through version 15.7.4.

[Mat@1975]

The B8.5 is very different than the B8, and they change constantly. Definitely go by the name as opposed to the group number if you can.

If anyone finds different group numbers, let me know, and I'll update the post. I'm pretty sure these are up to date through version 15.7.4.
Hi jran76,

Even for the B8.5, the codes Could vary.
I had à software révision during audi maintenance (551B to 551D) and I had to re do all my .a01 files as all codes changed.

Another thing: I was re reading your original post as I do often and Something got me à question: you advise to start logging with no fault codes. And if some are présent you advise to reset them before logging. My question is: is it optimal to reset fault codes thus reset adaptations Just before logging ? How stabilised adaptations or not affect logging ?

Thanks again for all this stuff that should be sticked.

Cheers

Mat

Envoyé de mon SM-G850F en utilisant Tapatalk

[jran76]

Hi jran76,

Even for the B8.5, the codes Could vary.
I had à software révision during audi maintenance (551B to 551D) and I had to re do all my .a01 files as all codes changed.

Another thing: I was re reading your original post as I do often and Something got me à question: you advise to start logging with no fault codes. And if some are présent you advise to reset them before logging. My question is: is it optimal to reset fault codes thus reset adaptations Just before logging ? How stabilised adaptations or not affect logging ?

Thanks again for all this stuff that should be sticked.

Cheers

Mat

Envoyé de mon SM-G850F en utilisant Tapatalk

Good points Mat. Different ECU revisions and box codes seem to vary quite a bit. As I mentioned, it's best to go off of the field names as opposed to numbers (probably not easy in regions where English is not used-- your logs had very different field names for example).

In regards to clearing codes, I would not if you are trying to log adaptations or look specifically at what is happening when a code occurs. At the same time, if you are logging strictly for performance, some codes can definitively effect the overall performance of the car if they are not cleared. So, you'd just have to make th call based on what data you are really trying to log for.

[Q5OnTheMove]

Is there any info on the thresholds and where our cars should be when Long term adaptation, Knock Sensor voltage, and injector pulse width? The Timing,boost, temp numbers it seems many have a great understanding on,but I searched and cant find anything on the none default parameters folks run.

[S-Fore]

I don't have an answer for you, but wanted to ask about the Q6 that you have listed in your signature....[:D]



Is there any info on the thresholds and where our cars should be when Long term adaptation, Knock Sensor voltage, and injector pulse width? The Timing,boost, temp numbers it seems many have a great understanding on,but I searched and cant find anything on the none default parameters folks run.

[whiped]

Is there any info on the thresholds and where our cars should be when Long term adaptation, Knock Sensor voltage, and injector pulse width? The Timing,boost, temp numbers it seems many have a great understanding on,but I searched and cant find anything on the none default parameters folks run.

Create a thread and provide your data.

Others will do the same. Sharing is caring and knowledge is power [wrench]

[Q5OnTheMove]

Create a thread and provide your data.

Others will do the same. Sharing is caring and knowledge is power [wrench]

Did so, http://www.audizine.com/forum/showthread.php/729834-VCDS-log-of-1st-3rd-Gear-pull-on-93-octane-file-and-100-93-octane-Shell-fuel

Just curious on if folks in this thread had the info.

- - - Updated - - -


I don't have an answer for you, but wanted to ask about the Q6 that you have listed in your signature....[:D]


Lol, signature fixed

[jran76]

Is there any info on the thresholds and where our cars should be when Long term adaptation, Knock Sensor voltage, and injector pulse width? The Timing,boost, temp numbers it seems many have a great understanding on,but I searched and cant find anything on the none default parameters folks run.

I'm not sure on knock sensor voltage. but I'll try to find out....

For long-term adaptation, I'm not sure that there is a threshold per se. The general consensus is that under 10% is good in terms of the fuel system keeping up with demands and the tuning being on-point for the fuel being used. Several people have said that anything over 25% is a sign the ECU is not able to keep up with demands, and can lead to problems. I don't know that that is completely confirmed, but probably a good rule of thumb. You also need to take short-term adaptations into account at the same time as really those two work together in real time.

Pulse widths will vary greatly depending on the fuel and demand (load, power levels, etc.). Again, I don't know that there is a threshold, but more of a range. Just as an example, my stage 2 car maxes out in the 6.2ms range, and a dual pulley/E85 seems to max out in the 7.8ms range which is the highest I've seen.

[jran76]

Unrelated, but the new version of VCDS has very different fields. Probably the biggest recent change, but it does seem to work better.... I'll update the info this week, and add the logging for 0-60 and 1/4 mile times.

[bhvrdr]

Knock voltages are not useful to monitor with VCDS. The sampling rate is not fast enough to catch what is going on with knock voltages (comparing noise to instantaneous spikes). High knock voltages that you see on VCDS do not necessarily indicate knock at all. It can be just more "noise" whereas lower knock voltages could be seen in a car that is knocking but VCDS may not be able to see the small spikes that are read as knock. For this reason, you just want to monitor selective cylinder knock retards. Knock retard is based on one variable... knock sensor data. Thats it. Ignition timing is based on multiple data/maps but not knock retard or the IKC system. Short story: monitor knock retard, not knock voltages.

Mike

[Q5OnTheMove]

I'm not sure on knock sensor voltage. but I'll try to find out....

For long-term adaptation, I'm not sure that there is a threshold per se. The general consensus is that under 10% is good in terms of the fuel system keeping up with demands and the tuning being on-point for the fuel being used. Several people have said that anything over 25% is a sign the ECU is not able to keep up with demands, and can lead to problems. I don't know that that is completely confirmed, but probably a good rule of thumb. You also need to take short-term adaptations into account at the same time as really those two work together in real time.

Pulse widths will vary greatly depending on the fuel and demand (load, power levels, etc.). Again, I don't know that there is a threshold, but more of a range. Just as an example, my stage 2 car maxes out in the 6.2ms range, and a dual pulley/E85 seems to max out in the 7.8ms range which is the highest I've seen.

JRan,

Super helpful, thanks!

I'm seeing slightly less then 6ms when using 3 gallons E85 with 16.8 gallons 93 octance (in essence E21 per this calculator online (https://www.intercepteft.com/calc.html)).

Based on your statement, it seems that ~7.8 is possible with our fuel system. Hence we should be able to up our Ethanol amount in our gas based on your info.

[Q5OnTheMove]

Knock voltages are not useful to monitor with VCDS. The sampling rate is not fast enough to catch what is going on with knock voltages (comparing noise to instantaneous spikes). High knock voltages that you see on VCDS do not necessarily indicate knock at all. It can be just more "noise" whereas lower knock voltages could be seen in a car that is knocking but VCDS may not be able to see the small spikes that are read as knock. For this reason, you just want to monitor selective cylinder knock retards. Knock retard is based on one variable... knock sensor data. Thats it. Ignition timing is based on multiple data/maps but not knock retard or the IKC system. Short story: monitor knock retard, not knock voltages.

Mike

Thanks Mike.

Will check out my other parameters to make sure there in check as i just threw a code for Low Fuel Pressure and this will help diagnose the issue. Once my 93 Octane tune is in check, i'll move up to logging my race file.

018 - Engine speed (in RPM)
87- Rail pressure actual
170- Rail pressure specified
22- Fuel pressure
187- Fuel pump, actual fuel pressure
238- Lambda probes actual; bank1 0.9971
246- Lambda probes specified; bank1 0.9971
609- TI_1_HOM[0]
610- TI_1_HOM[3]

[bhvrdr]

There is another logs thread about posting datalogs in one place but the OP of it doesnt seem to post anymore so I'll throw some up here if anyone finds this interesting. I know jran checks in every once in awhile.

This one is on open loop versus closed loop fueling. I did some atypical logs the other day. Instead of WOT performance logs, I did some varying load logs to specifically show how our open versus closed loop control strategy works. Below is a log that shows some varying loads from accelerating at around 75% load to just coasting, to light throttle to maintain speed, to engine braking and even some idling.

Basically if the car is under any load at all it is in closed loop operation but it does quickly shift over to open loop when you lift off throttle (remove load). Nothing earth shattering but thought some would find it interesting...

https://drive.google.com/open?id=0B2qLNaD2PEmkYUZEWUZuNjlTRGs

Mike

[4Rings3Liters]

What is the cheapest way to log? I see cables range from $25 to $300.

[14S4GWM]

What is the cheapest way to log? I see cables range from $25 to $300.

Get a legit ross tech cable and have at it. You won't find a real cable for 25, they range from 200-300 used on here. The newest version cable just came out on ross tech website, the everyone is using now is discontinued.

[Mat@1975]

Hi there !

Back in this very good thread.
My question is aimed at "E85 blend" logging in order to really understand what has to be looked at in order to find the max allowable quantity of E85.

I understood that i have to look at specified vs. effective lambda and check if the effective stays Under/equal to specified. (only one bank is necessary , right ?)

But does long term fuel trims can also be used in this goal ? (LTFT during WOT, right ?) . I don't know if there is a known value not to be exceeded ?

What about short term fuel trims ?

Another little question : fuel trims have only sense while WOT, right ? (as it's an open loop phase ?)

Thanks in advance !!!

BR

Mat

Edit: of course, my goal is to increase the E85 quantity until i see 0 timing correction. beyond that i think i will not make sense.

[whiped]

You'll want to log both banks periodically.

Currently, my second bank runs leaner than my first.

Open loop is important in terms of figuring out what the ceiling of the pump is.

You'll want to monitor LTFT though as if those aren't correct or too high you will throw codes on startup. (Sound familiar? [rolleyes])

You can practice your Stoich skills to figure out roughly what the correction to your trims should be for a given mixture.

---------------------------------------------------------------------------------------------------------------------------

Kind of related, if you run a CW and blend E85 be careful as that odd partial throttle feeling you get sometimes effects the fueling and can cause you to misfire.

[Mat@1975]

Hello Friends !

I have just updated to version 17.1.3 of VCDS and i think i was a mistake ...[=(]

For this, i had to do a hardware update of the cable (1.94--> 1.96)

When i tried to log parameters, i noticed that i couldn't log more than 5 now ! (instead of 10 with the 15.7.1 version with a good sampling rate)

I tried to go back to v 15.7.1 as i kept the installer for that version but i can't connect anymore to the car now, because of the hardware version of the cable beeing incompatible with the old 17.1.3 version...

What do you think i should do now ?? Only 5 parameters at a time is a PITA !!

Thanks in advance,

Mat

[Loe]

I would not compare spec/actual lambda, it will normally just say .900x for the spec lambda. What I would do is log your cars actual lambda on 93 pump (or your choice of fuel), and then start blending to see comparable actual lambda. The lambda values should be +/- .01 from each other to what I would feel comfortable with with mixing, however deviating .02 +/- may not be too bad, just out of my comfort zone.

[Mat@1975]

I would not compare spec/actual lambda, it will normally just say .900x for the spec lambda. What I would do is log your cars actual lambda on 93 pump (or your choice of fuel), and then start blending to see comparable actual lambda. The lambda values should be +/- .01 from each other to what I would feel comfortable with with mixing, however deviating .02 +/- may not be too bad, just out of my comfort zone.

thanks Loe !

What are your LTFT values with your E37.7 blend ?

Do you have VCDS 17.1.3 now ? troubles with logging more than 5 values? I find it weird, personnaly...

See you !

Mat

[Loe]

Yeah, v17.1.3 is not working very well for me. If I log more than 5 value's, the turbo function seems to not work even though it's pressed as an option, same with a few logs my friend sent me on his APR-DP setup. The last file versions I could log 9 fields reliably.

My LTFT are normally 0% +/- 1% every so often, but I do have an Autotech HPFP + GIAC's supplemental fuel pump. STFT are normally -5 to -7% once the supplemental fuel pump activates.

Before any of the fuel upgrades, I would see LTFT still around 0%, and STFT are 7-10% depending (don't quote me on the exact #'s though, I'd have do dig through hundreds of logs [:D] )

[whiped]

My ltfts are usually ~+15%

I'd consider this to be about the ceiling of the stock pump. HPFP will be my next upgrade probably.

I usually log lambda to monitor my fueling. Like Loe anything +/- 0.01 is fine in my books.

[Mat@1975]

Thanks fellows !

Mat

[cjw]

Tried my first log today, everything per the original post. Seemed too be working, but when I open the log file, only the parameters are there, no values. I did three back to back pulls.

[Hofahome]

My ltfts are usually ~+15%

I'd consider this to be about the ceiling of the stock pump. HPFP will be my next upgrade probably.

I usually log lambda to monitor my fueling. Like Loe anything +/- 0.01 is fine in my books.

Wait, are you running a blend? LTFT should not be that high

[whiped]

Wait, are you running a blend? LTFT should not be that high

E35 with the ported TB. This is about the ceiling on my car.

[cjw]

Tried my first log today, everything per the original post. Seemed too be working, but when I open the log file, only the parameters are there, no values. I did three back to back pulls.

Anyone?

[Johnson]

Anyone?
Did you press start after pressing the log button? I just got my VCDS cable a week ago and almost missed this step when logging

Sent from my SM-G920V using Tapatalk

[Andrew Lane]

Great post! I just installed my EPL Stage 2 tune and was thinking about trying to figure out how to do data logging. I got the cable and VCDS software from Ross-Tech a few months ago, but haven't played around with it too much yet... This will come in very handy! I added it to my bookmarks, but agree that it should be made a sticky!

[jran76]

I've heard of that happening, but I don't have a real solution. Could be something funky with it not really starting, or maybe too many parameters. I'd start by backing off to one or two parameters to see if it works, and then bump up from there if that's it. Several people have reported the latest version only allows 5-6 parameters with grouping/turbo, and if you go over that, you'll end up with an empty log....

[cjw]

Yep. Three times. There was a file created with the right parameters in a CSV format, just nothing in the columns under those parameters.

[jran76]

Like I said, just do a quick log sitting in your driveway with a couple parameters to see if it works like that. If it does, add some additional parameters and/or turbo and grouping to see where the problem starts. Typically, the values displayed on the screen will go to N/A once it gets to the point of too many, and you'll end up with a blank log like that.

[cjw]

Awesome, will try. Thanks.

[AdamInKC]

I am running 'group UDS' and 'turbo' in my data logs and once in awhile see a few second gaps when I'm trying to log data.

Anyone else ever ran into this? It always happens in the middle of a pull. I have verified my cable connection is good.

[Johnson]

I am running 'group UDS' and 'turbo' in my data logs and once in awhile see a few second gaps when I'm trying to log data.

Anyone else ever ran into this? It always happens in the middle of a pull. I have verified my cable connection is good.

This happens to me too and it's very frustrating. I'm running the latest version of VCDS

[jran76]

I have not seen gaps that large so the only real suggestion I have it to try and scale back the number of parameters and see if that helps (or maybe try the comm settings mentioned at the end of the first post). I am not running the latest version, but I'll probably update to it soon. Once I do, I'll play around with it and report what I find, and I'll also update any fields. If there is a 2013+ in the DFW area that wants to do some logging, I'll update the B8.5 fields too. This thread is definitely due for some updates.

[kelseysautobody]

How many groups are you logging?

[Johnson]

It happens with 10 groups and with 9 groups. I'll try the comm settings mentioned on the first page.
I don't think this is an issue with number of parameters selected. It may be a hardware issue on my end (laptop).

With 10 groups I get ~10 samples/sec
With 9 groups I get ~13 samples/sec

[omegis83]

If there is a 2013+ in the DFW area that wants to do some logging, I'll update the B8.5 fields too. This thread is definitely due for some updates.

As much as I'd like to drive 2.5 hours east to DFW, this will have to do

https://uploads.tapatalk-cdn.com/20170421/a28d82eb8791eeffab5ee6e6cab30662.jpg


It happens with 10 groups and with 9 groups. I'll try the comm settings mentioned on the first page.
I don't think this is an issue with number of parameters selected. It may be a hardware issue on my end (laptop).

With 10 groups I get ~10 samples/sec
With 9 groups I get ~13 samples/sec

I had this issue, along with lock ups, attempting to use an older Asus netbook to log. Decided to upgrade to a newer laptop and the logging problems are fixed.

[vpls4]

RFP_AV (%): This is the bypass valve opening percentage.
*A stock car will see significant opening because the car will typically make more boost than requested at higher RPM’s, and the rest is bled off—this is why stock dynos die off after 5000 RPM.
*A properly tuned car should see nothing here; 0%. Anything else means the car is not making max boost/power. There are some instances where a tuned car may bleed off boost. I’ve seen this happen on my 1-2 shift when I get wheel spin, and others have reported it when IAT’s get extremely high as a protection mechanism (Revo tunes seem to prefer this method as opposed to retarding timing).


? Does Traction Control try to impead WOT from a stop ?
I’m new to Audi and mods. Flew out to Santa Ana in Feb to pick up a ’15 monsoon grey s4 w/sport diff.
Had Tuning Gruppe do a GIAC stage II w/AWE pulley and DSG tune. I have great power all through the gears except WOT from a stop the first 1/3 of 1st gear seems like a lot of rev w/o a lot of go. Someone told me it might be starting to tire spin so traction control kicks in and limits it until car starts moving a bit. The last 2/3 of so of 1st gear and all the rest the car has great power. Oh not talking about launch control either just WOT from a stop in dynamic mode. Do you guys take traction control off to get a better start ?

[evil35r]

What cable do I need to buy to log? Can skmeo me post the link?

[Jroyalty7]

https://store.ross-tech.com/shop/vchv2_ent/

Sent from my SM-G955U using Tapatalk

[evil35r]

Thanks! Just figuring if it's worth the $200 to log and get a updated tune from epl or just stick with the ots tunes.

[Jroyalty7]

Thanks! Just figuring if it's worth the $200 to log and get a updated tune from epl or just stick with the ots tunes.
Its worth it for that and to be able to diagnose fault codes clear codes, as well as the mods you can do with it. Sometimes you can catch one on the classifieds too. I have the last gen which had unlimited cars. These newer ones have a 10 car limit I think

Sent from my SM-G955U using Tapatalk

[14S4GWM]

Its worth it for that and to be able to diagnose fault codes clear codes, as well as the mods you can do with it. Sometimes you can catch one on the classifieds too. I have the last gen which had unlimited cars. These newer ones have a 10 car limit I think

Sent from my SM-G955U using Tapatalk

You can pay extra to have the new one unlimited, I believe it's 170 more

[Jroyalty7]

You can pay extra to have the new one unlimited, I believe it's 170 more
Nice figured they would have an option like that, that's worth it for the resale value alone

Sent from my SM-G955U using Tapatalk

[Phoang1988]

Anyone have these instructions with the pics saved? photobucket is screwing us with this too

[shaunm82]

Anyone have these instructions with the pics saved? photobucket is screwing us with this too

I do. PM me your email and I can send them to you if you'd like.

[JD S4]

PMd

[jran76]

I'll try to host the pics somewhere else and do a thread update soon. Just super busy right now. And F$&K photobucket....

[maty360414]

Several people have asked about logging their vehicle, so I put together a “how to” on logging with the Ross-Tech VCDS software and cable (VAGCOM). Logging is critical to understanding how your car is performing, and even more so if you are tuned. There are several parameters that can be logged that will give a good indication as to how your car is running, and if there are any problems. This “how to” guide will cover how to perform basic performance logging, and also how to interpret some of the results (covered in the next post).

============
First, a few things:
*Every version of Ross-Tech software is slightly different. In terms of logging, the only real difference is the location number associated with each logging parameter. The name of the parameter will be similar from version to version, but the associated location number may be different. I am using version 12.12.1 in the screen captures below, but I have updated it with the parameters from version 15.7.1 (updated 10/8/2015). Regardless, your version may be slightly different. The software is updated often.
*One of the key things people like to log is requested and actual boost. In recent versions of the Ross-Tech software boost is not displayed as an absolute value. Some conversion and calculation is required. This is covered in the next post.
*While there are others ways to log a vehicle, this only covers using the full version of Ross-Tech software with their VCDS cable.
*Logging must be done with Windows software. That can be XP, Vista, Windows 7 or 8. Doesn’t really matter. An Apple/Mac that runs Windows will also work (Boot Camp, Parallels, etc.).

============
Getting Started
Step 1: Plug the Ross-Tech VCDS cable into the OBDII port under the dash on the driver’s side.

Step 2: With the car on, launch the VCDS software.
*Note: The car can be in the ON position or running for steps 1-11.
http://i570.photobucket.com/albums/ss146/jran76/VCDSstart_zpse122c8c4.jpg (http://s570.photobucket.com/user/jran76/media/VCDSstart_zpse122c8c4.jpg.html)

Check for Fault Codes
Step 3: Before you start logging, ensure there are no fault codes. Press the “Auto-Scan” button on the VCDS main menu.

Step 4: Once in the Auto-Scan section, press the “Start” button to scan for codes. The scan will take a few minutes as it scans all modules. If there are faults, I would recommend saving the scan results (copy/paste, save, print), and then clear the faults with the “Clear all DTC’s” button. Once this is done, “Close” the Auto-Scan section, and return to the main menu.
http://i570.photobucket.com/albums/ss146/jran76/VCDSautoscan_zps2e94133c.jpg (http://s570.photobucket.com/user/jran76/media/VCDSautoscan_zps2e94133c.jpg.html)

Logging Setup
Step 5: Under “Select Control Module” press the “Select” button.
http://i570.photobucket.com/albums/ss146/jran76/VCDSstart_zpse122c8c4.jpg (http://s570.photobucket.com/user/jran76/media/VCDSstart_zpse122c8c4.jpg.html)

Step 6: Under the “Common” tab press the “01-Engine” module button.
http://i570.photobucket.com/albums/ss146/jran76/VCDSmodule_zps5dbd824b.jpg (http://s570.photobucket.com/user/jran76/media/VCDSmodule_zps5dbd824b.jpg.html)

Step 7: In the Engine Controller module, press the “Adv. Meas. Values” button to access the logging section.
http://i570.photobucket.com/albums/ss146/jran76/VCDSengine_zps1564e92c.jpg (http://s570.photobucket.com/user/jran76/media/VCDSengine_zps1564e92c.jpg.html)

Step 8: Select the “Ambient Air Pressure” value from the parameter list. Record the value displayed for future reference, and then uncheck the box. The ambient pressure value will be used later to calculate boost related values.
http://i570.photobucket.com/albums/ss146/jran76/VCDSambientairpres_zps1dceb3fa.jpg (http://s570.photobucket.com/user/jran76/media/VCDSambientairpres_zps1dceb3fa.jpg.html)

Step 9: Select the parameters you would like to log from the list.
*Notes:
-VCDS will let you select a maximum of 12 parameters, or 10 parameters if you use grouping (which is a must for good logs as we’ll cover below). So, concentrate on the parameters that are most important for this particular logging session. Fewer parameters logged will yield higher resolution logs.
-For general performance logging, I recommend the following parameters, but you can pick the appropriate parameter for your needs from the list:

For B8:
Group Number: Parameter Field (Units; details)
002: Accelerator position (in %)
009: Charge air pressure specified value (in hPa; specified boost+ambient air pressure)
018: Engine speed (in RPM)
089: Air mass (in kg/h; intake)
186: Ignition angle; actual (in degrees)
188: Intake air temperature (in degrees C)
190: Intake manifold pressure; absolute (in hPa; actual boost+ambient air pressure)
418: IGA_AD_KNK[0] (in degrees; knock detection/timing pulled on cylinder 1- Just pick 2 Cylinders to log)
419: IGA_AD_KNK[1] (in degrees; knock detection/timing pulled on cylinder 2- Just pick 2 Cylinders to log)
420: IGA_AD_KNK[2] (in degrees; knock detection/timing pulled on cylinder 3- Just pick 2 Cylinders to log)
421: IGA_AD_KNK[3] (in degrees; knock detection/timing pulled on cylinder 4- Just pick 2 Cylinders to log)
422: IGA_AD_KNK[4] (in degrees; knock detection/timing pulled on cylinder 5- Just pick 2 Cylinders to log)
423: IGA_AD_KNK[5] (in degrees; knock detection/timing pulled on cylinder 6- Just pick 2 Cylinders to log)
540: RFP_AV (bypass valve %)

For B8.5:
Group Number: Parameter Field (Units; details)
Group 2: Accelerator position (%)
Group 11: Charge air pressure specified value (hPa)
Group 24: Engine speed (rpm)
Group 134: Air mass (kg/h)
Group 226: Ignition angle; actual (degrees)
Group 228: Intake air temperature (in degrees C)
Group 230: Intake manifold pressure; absolute (hPa)
Group 480-485: IGA_AD_1_KNK_x (knock correction in degrees; x is cylinder number 0-5)
Group 616: RFP_AV (bypass valve %)

http://i570.photobucket.com/albums/ss146/jran76/VCDSloggingfields_zps77230125.jpg (http://s570.photobucket.com/user/jran76/media/VCDSloggingfields_zps77230125.jpg.html)

Step 10: Save the parameter list so you can easily access it at a later time by clicking the "VCDS" icon in the top-left corner. Name the file “performance” or similar. If you have parameter files for other types of logging, name them appropriately.
http://i570.photobucket.com/albums/ss146/jran76/VCDSloggingfieldsave_zpsb4c2abf2.jpg (http://s570.photobucket.com/user/jran76/media/VCDSloggingfieldsave_zpsb4c2abf2.jpg.html)

Logging
Step 11: This step is very important for capturing good logs. Press the “Turbo” button, and check the “Group UDS requests” box at the top of the screen. This will speed up the logging, and also group all 10 fields to the same timestamp. This is the only way to get useful logs (otherwise, each parameter will have a different timestamp).
http://i570.photobucket.com/albums/ss146/jran76/VCDSlog_zps04769222.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlog_zps04769222.jpg.html)

Step 12: Press the “Log” button to initiate the logging session. This will not start the actual logging process
*Note: Your car should be running if it is not already.

Step 13: When you are ready, press the “Start” button. This will start the actual logging process.
*Notes:
-Logging should be performed in a controlled area where you can safely reach 85-90 MPH. The drag strip or dyno are the best options, but in places like Texas there are some pretty safe places to do this on the road (I do it late at night in traffic free areas with 70+ MPH speed limits).
-Logging runs should capture a full 3rd gear pull at a minimum. 4th is probably a little better, but that should only be done at the drag strip or on a dyno. A full pull is around 3000 RPM to 7000 RPM. This can be tricky on a DSG car because you need to avoid triggering the kickdown switch at lower RPM’s. Play around with what works best, but the sooner you can get to full acceleration the better.
-When logging, the A/C and radio should be OFF, the windows UP, car IN dynamic mode if available, and traction/ASR OFF (hold traction button for at least 5 seconds to turn both off).
-Logging should be done on a flat surface, and if done multiple times it should be done at the same location and in similar conditions if possible. This makes comparing data more accurate.
http://i570.photobucket.com/albums/ss146/jran76/VCDSlogstart_zpsb7d252fc.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlogstart_zpsb7d252fc.jpg.html)

Step 14: Once you have captured the needed logs, press the “Stop” button to stop the logging process, and “Done, close” when finished. The logs will be saved to the Ross-Tech/VCDS/Logs folder as a .CSV file (typically on the C:/ or wherever the Ross-Tech software is installed). It can be opened with Excel or similar.
http://i570.photobucket.com/albums/ss146/jran76/VCDSlogstop_zps68e72dfe.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlogstop_zps68e72dfe.jpg.html)

============
That is it for capturing basic performance logs. The next post will cover some of the basics in regards to interpreting the logs.

============
In addition to logging the basic performance parameters listed above, VCDS gives the option to log many many other things.
*Some examples:
-If you are experiencing timing being pulled due to engine knock detection, you may want to log knock on each individual cylinder instead of just the 2 covered above. In that case you would want to log something like: accelerator position, engine speed, ignition angle; actual, and IGA_AD_KNK[x] on all 6 cylinders. Those 9 parameters may point to an issue with a specific cylinder.
-As you can see, accelerator position and engine speed are really needed every time so you have some reference point in the logs. Intake air temperature is also good to log as it will give a good idea on the conditions.
-More fields and examples are below (updated below).
====================
Update with additional fields:

Misfires:
If you are experiencing misfires, you may want to log misfires on all 6 cylinders to see where the problem is coming from. In that case you would want to log accelerator position, engine speed, misfires all cylinders, misfires cylinder X on all 6 cylinders. These 9 parameters may point to an issue with a specific cylinder, or a more general problem.

Some (low number of) random misfires that DO NOT result in a fault code are fairly normal. I see it on most 3.0 TFSI engines stock or tuned. With that said, Audi has dumbed down the misfire reporting threshold, so it is possible misfires could be causing a performance issue, but also not trigger a CEL. I don't have an answer on what constitutes a real problem.... Maybe others can chime in. In the most basic sense, if you see a CEL due to misfires, there is definitely an issue. If you see a low number of misfires and no CEL, it may be normal. If you see a high number of constant misfires, but no CEL, blame Audi for dumbing down the threshold and try to figure out the problem.

251- Misfires all cylinders per 1000 rpm 0
253- Misfires cylinder 1 per 1000 rpm 0
255- Misfires cylinder 2 per 1000 rpm 0
257- Misfires cylinder 3 per 1000 rpm 0
259- Misfires cylinder 4 per 1000 rpm 0
261- Misfires cylinder 5 per 1000 rpm 0
263- Misfires cylinder 6 per 1000 rpm 0


Lambda/Air:Fuel/EGT:
Lambda or Air:Fuel ratio is important to understand for a couple of reasons. The most basic is to ensure your engine tuning is optimal. This is obviously more important with aftermarket (non-OEM) tuning. If you want to see what "normal" is, log your car with the stock tune, and the specified values will give you a pretty good idea for different scenarios. Assuming fueling is sufficient, specific and actual should be fairly close. If the actual number is higher than the specified value, you will start running into issues (not good).

On that note, if you are running E85 or the fuel system near maximum capacity, it is a good way to determine if fueling needs are being met. Again, E85 or if you are mixing E85 with regular gas, could present an issue on the stock fuel system. E85 has (about 33%) less energy per part compared to regular high octane fuel, so it takes roughly 33% more of it to run your vehicle. This can tap out the stock fuel system pretty quickly if too much is used. To run strait E85, and upgraded HPFP would be required. The advantage of E85 is the higher relative octane (close to the equivalent of 105 octane).

020- Exhaust temperature 1 bank 1 460.0 ∞C
021- Exhaust temperature 1 bank 2 459.5 ∞C
238- Lambda probes actual; bank1 0.9971
13- same?
239- Lambda probes actual; bank2 1.0049
14- same?
244- Lambda probes specification; bank 1 0.9971
245- Lambda probes specification; bank 2 0.9971
246- Lambda probes specified; bank1 0.9971
247- Lambda probes specified; bank2 0.9971
(note that 244-247 seem to be the same thing, the specified Lambda value, so logging one is likely sufficient).

194-199: Knock sensor voltage

Table to convert Lambda to Air:Fuel ratios:
http://i570.photobucket.com/albums/ss146/jran76/LamdaVsAFR_zpsj6s7ctd1.jpg (http://s570.photobucket.com/user/jran76/media/LamdaVsAFR_zpsj6s7ctd1.jpg.html)

Fuel Pressures, Trims, and Injectors

87- Rail pressure actual
170- Rail pressure specified
22- Fuel pressure
187- Fuel pump, actual fuel pressure

Fuel Trims/Adaptations (%)
47- Long-term adaptation; bank 1
48- Long-term adaptation; bank 2
63- Short-term adaptation; bank 1
64- Short-term adaptation; bank 2

Injector Pulse Width (IPW in ms):
609- TI_1_HOM[0]
610- TI_1_HOM[1]
611- TI_1_HOM[2]
612- TI_1_HOM[3]
613- TI_1_HOM[4]
614- TI_1_HOM[5]
To calculate the injector duty cycle, it is something like: (RPM x IPW)/300=IDC


================

Just a quick update on the new version of VCDS (15.7.4). Several people have reported very low resolution when logging 10 parameters with Grouping/Turbo enabled. In my case, I was only getting a couple lines of data on an entire 1/4-mile pass.

Another member changed some settings as recommended by Ross-Tech, and it seemed to help. I've posted the changes he made below. If you are having issues with 15.7.4, you may want to try these changes.

can you reupload the pictures please, thanks

[shaunm82]

Several people have asked about logging their vehicle, so I put together a “how to” on logging with the Ross-Tech VCDS software and cable (VAGCOM). Logging is critical to understanding how your car is performing, and even more so if you are tuned. There are several parameters that can be logged that will give a good indication as to how your car is running, and if there are any problems. This “how to” guide will cover how to perform basic performance logging, and also how to interpret some of the results (covered in the next post).

============
First, a few things:
*Every version of Ross-Tech software is slightly different. In terms of logging, the only real difference is the location number associated with each logging parameter. The name of the parameter will be similar from version to version, but the associated location number may be different. I am using version 12.12.1 in the screen captures below, but I have updated it with the parameters from version 15.7.1 (updated 10/8/2015). Regardless, your version may be slightly different. The software is updated often.
*One of the key things people like to log is requested and actual boost. In recent versions of the Ross-Tech software boost is not displayed as an absolute value. Some conversion and calculation is required. This is covered in the next post.
*While there are others ways to log a vehicle, this only covers using the full version of Ross-Tech software with their VCDS cable.
*Logging must be done with Windows software. That can be XP, Vista, Windows 7 or 8. Doesn’t really matter. An Apple/Mac that runs Windows will also work (Boot Camp, Parallels, etc.).

============
Getting Started
Step 1: Plug the Ross-Tech VCDS cable into the OBDII port under the dash on the driver’s side.

Step 2: With the car on, launch the VCDS software.
*Note: The car can be in the ON position or running for steps 1-11.
http://i.imgur.com/htgZZ0I.jpg

Check for Fault Codes
Step 3: Before you start logging, ensure there are no fault codes. Press the “Auto-Scan” button on the VCDS main menu.

Step 4: Once in the Auto-Scan section, press the “Start” button to scan for codes. The scan will take a few minutes as it scans all modules. If there are faults, I would recommend saving the scan results (copy/paste, save, print), and then clear the faults with the “Clear all DTC’s” button. Once this is done, “Close” the Auto-Scan section, and return to the main menu.
http://i.imgur.com/gvcuX1w.jpg

Logging Setup
Step 5: Under “Select Control Module” press the “Select” button.
http://i.imgur.com/htgZZ0I.jpg

Step 6: Under the “Common” tab press the “01-Engine” module button.
http://i.imgur.com/I3Ymvgm.jpg

Step 7: In the Engine Controller module, press the “Adv. Meas. Values” button to access the logging section.
http://i.imgur.com/LU89cy1.jpg

Step 8: Select the “Ambient Air Pressure” value from the parameter list. Record the value displayed for future reference, and then uncheck the box. The ambient pressure value will be used later to calculate boost related values.
http://i.imgur.com/phCZZUj.jpg

Step 9: Select the parameters you would like to log from the list.
*Notes:
-VCDS will let you select a maximum of 12 parameters, or 10 parameters if you use grouping (which is a must for good logs as we’ll cover below). So, concentrate on the parameters that are most important for this particular logging session. Fewer parameters logged will yield higher resolution logs.
-For general performance logging, I recommend the following parameters, but you can pick the appropriate parameter for your needs from the list:

For B8:
Group Number: Parameter Field (Units; details)
002: Accelerator position (in %)
009: Charge air pressure specified value (in hPa; specified boost+ambient air pressure)
018: Engine speed (in RPM)
089: Air mass (in kg/h; intake)
186: Ignition angle; actual (in degrees)
188: Intake air temperature (in degrees C)
190: Intake manifold pressure; absolute (in hPa; actual boost+ambient air pressure)
418: IGA_AD_KNK[0] (in degrees; knock detection/timing pulled on cylinder 1- Just pick 2 Cylinders to log)
419: IGA_AD_KNK[1] (in degrees; knock detection/timing pulled on cylinder 2- Just pick 2 Cylinders to log)
420: IGA_AD_KNK[2] (in degrees; knock detection/timing pulled on cylinder 3- Just pick 2 Cylinders to log)
421: IGA_AD_KNK[3] (in degrees; knock detection/timing pulled on cylinder 4- Just pick 2 Cylinders to log)
422: IGA_AD_KNK[4] (in degrees; knock detection/timing pulled on cylinder 5- Just pick 2 Cylinders to log)
423: IGA_AD_KNK[5] (in degrees; knock detection/timing pulled on cylinder 6- Just pick 2 Cylinders to log)
540: RFP_AV (bypass valve %)

For B8.5:
Group Number: Parameter Field (Units; details)
Group 2: Accelerator position (%)
Group 11: Charge air pressure specified value (hPa)
Group 24: Engine speed (rpm)
Group 134: Air mass (kg/h)
Group 226: Ignition angle; actual (degrees)
Group 228: Intake air temperature (in degrees C)
Group 230: Intake manifold pressure; absolute (hPa)
Group 480-485: IGA_AD_1_KNK_x (knock correction in degrees; x is cylinder number 0-5)
Group 616: RFP_AV (bypass valve %)

http://i.imgur.com/bJNJy86.jpg

Step 10: Save the parameter list so you can easily access it at a later time by clicking the "VCDS" icon in the top-left corner. Name the file “performance” or similar. If you have parameter files for other types of logging, name them appropriately.
http://i.imgur.com/sqFT7YO.jpg

Logging
Step 11: This step is very important for capturing good logs. Press the “Turbo” button, and check the “Group UDS requests” box at the top of the screen. This will speed up the logging, and also group all 10 fields to the same timestamp. This is the only way to get useful logs (otherwise, each parameter will have a different timestamp).
http://i.imgur.com/lxZSKXL.jpg

Step 12: Press the “Log” button to initiate the logging session. This will not start the actual logging process
*Note: Your car should be running if it is not already.

Step 13: When you are ready, press the “Start” button. This will start the actual logging process.
*Notes:
-Logging should be performed in a controlled area where you can safely reach 85-90 MPH. The drag strip or dyno are the best options, but in places like Texas there are some pretty safe places to do this on the road (I do it late at night in traffic free areas with 70+ MPH speed limits).
-Logging runs should capture a full 3rd gear pull at a minimum. 4th is probably a little better, but that should only be done at the drag strip or on a dyno. A full pull is around 3000 RPM to 7000 RPM. This can be tricky on a DSG car because you need to avoid triggering the kickdown switch at lower RPM’s. Play around with what works best, but the sooner you can get to full acceleration the better.
-When logging, the A/C and radio should be OFF, the windows UP, car IN dynamic mode if available, and traction/ASR OFF (hold traction button for at least 5 seconds to turn both off).
-Logging should be done on a flat surface, and if done multiple times it should be done at the same location and in similar conditions if possible. This makes comparing data more accurate.
http://i.imgur.com/QHmVzVp.jpg

Step 14: Once you have captured the needed logs, press the “Stop” button to stop the logging process, and “Done, close” when finished. The logs will be saved to the Ross-Tech/VCDS/Logs folder as a .CSV file (typically on the C:/ or wherever the Ross-Tech software is installed). It can be opened with Excel or similar.
http://i.imgur.com/5NvdPKU.jpg

============
That is it for capturing basic performance logs. The next post will cover some of the basics in regards to interpreting the logs.

============
In addition to logging the basic performance parameters listed above, VCDS gives the option to log many many other things.
*Some examples:
-If you are experiencing timing being pulled due to engine knock detection, you may want to log knock on each individual cylinder instead of just the 2 covered above. In that case you would want to log something like: accelerator position, engine speed, ignition angle; actual, and IGA_AD_KNK[x] on all 6 cylinders. Those 9 parameters may point to an issue with a specific cylinder.
-As you can see, accelerator position and engine speed are really needed every time so you have some reference point in the logs. Intake air temperature is also good to log as it will give a good idea on the conditions.
-More fields and examples are below (updated below).
====================
Update with additional fields:

Misfires:
If you are experiencing misfires, you may want to log misfires on all 6 cylinders to see where the problem is coming from. In that case you would want to log accelerator position, engine speed, misfires all cylinders, misfires cylinder X on all 6 cylinders. These 9 parameters may point to an issue with a specific cylinder, or a more general problem.

Some (low number of) random misfires that DO NOT result in a fault code are fairly normal. I see it on most 3.0 TFSI engines stock or tuned. With that said, Audi has dumbed down the misfire reporting threshold, so it is possible misfires could be causing a performance issue, but also not trigger a CEL. I don't have an answer on what constitutes a real problem.... Maybe others can chime in. In the most basic sense, if you see a CEL due to misfires, there is definitely an issue. If you see a low number of misfires and no CEL, it may be normal. If you see a high number of constant misfires, but no CEL, blame Audi for dumbing down the threshold and try to figure out the problem.

251- Misfires all cylinders per 1000 rpm 0
253- Misfires cylinder 1 per 1000 rpm 0
255- Misfires cylinder 2 per 1000 rpm 0
257- Misfires cylinder 3 per 1000 rpm 0
259- Misfires cylinder 4 per 1000 rpm 0
261- Misfires cylinder 5 per 1000 rpm 0
263- Misfires cylinder 6 per 1000 rpm 0


Lambda/Air:Fuel/EGT:
Lambda or Air:Fuel ratio is important to understand for a couple of reasons. The most basic is to ensure your engine tuning is optimal. This is obviously more important with aftermarket (non-OEM) tuning. If you want to see what "normal" is, log your car with the stock tune, and the specified values will give you a pretty good idea for different scenarios. Assuming fueling is sufficient, specific and actual should be fairly close. If the actual number is higher than the specified value, you will start running into issues (not good).

On that note, if you are running E85 or the fuel system near maximum capacity, it is a good way to determine if fueling needs are being met. Again, E85 or if you are mixing E85 with regular gas, could present an issue on the stock fuel system. E85 has (about 33%) less energy per part compared to regular high octane fuel, so it takes roughly 33% more of it to run your vehicle. This can tap out the stock fuel system pretty quickly if too much is used. To run strait E85, and upgraded HPFP would be required. The advantage of E85 is the higher relative octane (close to the equivalent of 105 octane).

020- Exhaust temperature 1 bank 1 460.0 ∞C
021- Exhaust temperature 1 bank 2 459.5 ∞C
238- Lambda probes actual; bank1 0.9971
13- same?
239- Lambda probes actual; bank2 1.0049
14- same?
244- Lambda probes specification; bank 1 0.9971
245- Lambda probes specification; bank 2 0.9971
246- Lambda probes specified; bank1 0.9971
247- Lambda probes specified; bank2 0.9971
(note that 244-247 seem to be the same thing, the specified Lambda value, so logging one is likely sufficient).

194-199: Knock sensor voltage

Table to convert Lambda to Air:Fuel ratios:
http://i.imgur.com/34yYF3e.jpg

Fuel Pressures, Trims, and Injectors

87- Rail pressure actual
170- Rail pressure specified
22- Fuel pressure
187- Fuel pump, actual fuel pressure

Fuel Trims/Adaptations (%)
47- Long-term adaptation; bank 1
48- Long-term adaptation; bank 2
63- Short-term adaptation; bank 1
64- Short-term adaptation; bank 2

Injector Pulse Width (IPW in ms):
609- TI_1_HOM[0]
610- TI_1_HOM[1]
611- TI_1_HOM[2]
612- TI_1_HOM[3]
613- TI_1_HOM[4]
614- TI_1_HOM[5]
To calculate the injector duty cycle, it is something like: (RPM x IPW)/300=IDC


================

Just a quick update on the new version of VCDS (15.7.4). Several people have reported very low resolution when logging 10 parameters with Grouping/Turbo enabled. In my case, I was only getting a couple lines of data on an entire 1/4-mile pass.

Another member changed some settings as recommended by Ross-Tech, and it seemed to help. I've posted the changes he made below. If you are having issues with 15.7.4, you may want to try these changes.


I'll throw them up. jran can use these links if he wants to, and when he has the time~

[kelseysautobody]

I'll throw them up. jran can use these links if he wants to, and when he has the time~

How did you get the images back up? Did you upgrade or is there a work around? I use photo bucket and lost 3rd part hosting as well.

[shaunm82]

How did you get the images back up? Did you upgrade or is there a work around? I use photo bucket and lost 3rd part hosting as well.

I uploaded the images onto imgur, and just went through and changed all the links.

Hayden did post a link on a temp workaround for photobucket, if you use Chrome

http://www.audizine.com/forum/showthread.php/774839-FYI-Photobucket-Embed-Fix-Plugin-for-Chrome?highlight=photobucket

So I installed that extension for Chrome, and went through all the DIY links in the A4/S4 and saved quite a few of the ones I thought I might need/want someday lol.

[WHITELIGHTINGS4]

anybody know what group the injectors are on b8.5 latest update

[WHITELIGHTINGS4]

[headbang]anybody know what group the injectors are on b8.5 latest update

[dls11b8]

http://i598.photobucket.com/albums/tt63/dls458/10-22-2017%20Performance%20Log_zpsvgzbsrrn.jpg (http://s598.photobucket.com/user/dls458/media/10-22-2017%20Performance%20Log_zpsvgzbsrrn.jpg.html)

Correct me if I'm wrong, but 30 psi seems high for a stage 2 car.. hPa -> psi conversion should be hPa * .0145 = psi, right??

[FromRagsToS4]

I measured ambient air pressure at idle and got 93kPa.

Then I did this equation:

((Intake Manifold Pressure; Absolute) - (kPa*10)) * (1hpa)

Also written:

(Intake Manifold Pressure; Absolute) - (930)) * (0.0145)

For Requested Boost, do the equation with "Charge Air Pressure; Specified". For Actual Boost, do the equation with "Intake Manifold Pressure; Absolute"

[dls11b8]

I measured ambient air pressure at idle and got 93kPa.

Then I did this equation:

((Intake Manifold Pressure; Absolute) - (kPa*10)) * (1hpa)

Also written:

(Intake Manifold Pressure; Absolute) - (930)) * (0.0145)

For Requested Boost, do the equation with "Charge Air Pressure; Specified". For Actual Boost, do the equation with "Intake Manifold Pressure; Absolute"

Duh... forgot they were absolute values.. thanks!


Sent from my iPhone using Audizine (http://r.tapatalk.com/byo?rid=87676)

[kelseysautobody]

Can Mode 6 be accessed through VCDS somehow on the B8.5? It is greyed out in OBD II mode and I'm trying to get some live data on my rear O2 sensors for a P014B code.

[Loe]

you select the option for "ODB-II" functions to monitor the rear O2 sensors live. Once you get to the next menu, select the B1/S2 and B2/S2 Oxygen Sensor from the drop-down menu's and hit "graph"

http://i.imgur.com/htgZZ0I.jpg

Green line is a bad cat, "Purple" line is a healthy cat:

http://www.audizine.com/gallery/data/500/bad-cat.JPG

[TC_S4]

Several people have asked about logging their vehicle, so I put together a “how to” on logging with the Ross-Tech VCDS software and cable (VAGCOM). Logging is critical to understanding how your car is performing, and even more so if you are tuned. There are several parameters that can be logged that will give a good indication as to how your car is running, and if there are any problems. This “how to” guide will cover how to perform basic performance logging, and also how to interpret some of the results (covered in the next post).

============
First, a few things:
*Every version of Ross-Tech software is slightly different. In terms of logging, the only real difference is the location number associated with each logging parameter. The name of the parameter will be similar from version to version, but the associated location number may be different. I am using version 12.12.1 in the screen captures below, but I have updated it with the parameters from version 15.7.1 (updated 10/8/2015). Regardless, your version may be slightly different. The software is updated often.
*One of the key things people like to log is requested and actual boost. In recent versions of the Ross-Tech software boost is not displayed as an absolute value. Some conversion and calculation is required. This is covered in the next post.
*While there are others ways to log a vehicle, this only covers using the full version of Ross-Tech software with their VCDS cable.
*Logging must be done with Windows software. That can be XP, Vista, Windows 7 or 8. Doesn’t really matter. An Apple/Mac that runs Windows will also work (Boot Camp, Parallels, etc.).

============
Getting Started
Step 1: Plug the Ross-Tech VCDS cable into the OBDII port under the dash on the driver’s side.

Step 2: With the car on, launch the VCDS software.
*Note: The car can be in the ON position or running for steps 1-11.
http://i570.photobucket.com/albums/ss146/jran76/VCDSstart_zpse122c8c4.jpg (http://s570.photobucket.com/user/jran76/media/VCDSstart_zpse122c8c4.jpg.html)

Check for Fault Codes
Step 3: Before you start logging, ensure there are no fault codes. Press the “Auto-Scan” button on the VCDS main menu.

Step 4: Once in the Auto-Scan section, press the “Start” button to scan for codes. The scan will take a few minutes as it scans all modules. If there are faults, I would recommend saving the scan results (copy/paste, save, print), and then clear the faults with the “Clear all DTC’s” button. Once this is done, “Close” the Auto-Scan section, and return to the main menu.
http://i570.photobucket.com/albums/ss146/jran76/VCDSautoscan_zps2e94133c.jpg (http://s570.photobucket.com/user/jran76/media/VCDSautoscan_zps2e94133c.jpg.html)

Logging Setup
Step 5: Under “Select Control Module” press the “Select” button.
http://i570.photobucket.com/albums/ss146/jran76/VCDSstart_zpse122c8c4.jpg (http://s570.photobucket.com/user/jran76/media/VCDSstart_zpse122c8c4.jpg.html)

Step 6: Under the “Common” tab press the “01-Engine” module button.
http://i570.photobucket.com/albums/ss146/jran76/VCDSmodule_zps5dbd824b.jpg (http://s570.photobucket.com/user/jran76/media/VCDSmodule_zps5dbd824b.jpg.html)

Step 7: In the Engine Controller module, press the “Adv. Meas. Values” button to access the logging section.
http://i570.photobucket.com/albums/ss146/jran76/VCDSengine_zps1564e92c.jpg (http://s570.photobucket.com/user/jran76/media/VCDSengine_zps1564e92c.jpg.html)

Step 8: Select the “Ambient Air Pressure” value from the parameter list. Record the value displayed for future reference, and then uncheck the box. The ambient pressure value will be used later to calculate boost related values.
http://i570.photobucket.com/albums/ss146/jran76/VCDSambientairpres_zps1dceb3fa.jpg (http://s570.photobucket.com/user/jran76/media/VCDSambientairpres_zps1dceb3fa.jpg.html)

Step 9: Select the parameters you would like to log from the list.
*Notes:
-VCDS will let you select a maximum of 12 parameters, or 10 parameters if you use grouping (which is a must for good logs as we’ll cover below). So, concentrate on the parameters that are most important for this particular logging session. Fewer parameters logged will yield higher resolution logs.
-For general performance logging, I recommend the following parameters, but you can pick the appropriate parameter for your needs from the list:

For B8:
Group Number: Parameter Field (Units; details)
002: Accelerator position (in %)
009: Charge air pressure specified value (in hPa; specified boost+ambient air pressure)
018: Engine speed (in RPM)
089: Air mass (in kg/h; intake)
186: Ignition angle; actual (in degrees)
188: Intake air temperature (in degrees C)
190: Intake manifold pressure; absolute (in hPa; actual boost+ambient air pressure)
418: IGA_AD_KNK[0] (in degrees; knock detection/timing pulled on cylinder 1- Just pick 2 Cylinders to log)
419: IGA_AD_KNK[1] (in degrees; knock detection/timing pulled on cylinder 2- Just pick 2 Cylinders to log)
420: IGA_AD_KNK[2] (in degrees; knock detection/timing pulled on cylinder 3- Just pick 2 Cylinders to log)
421: IGA_AD_KNK[3] (in degrees; knock detection/timing pulled on cylinder 4- Just pick 2 Cylinders to log)
422: IGA_AD_KNK[4] (in degrees; knock detection/timing pulled on cylinder 5- Just pick 2 Cylinders to log)
423: IGA_AD_KNK[5] (in degrees; knock detection/timing pulled on cylinder 6- Just pick 2 Cylinders to log)
540: RFP_AV (bypass valve %)

For B8.5:
Group Number: Parameter Field (Units; details)
Group 2: Accelerator position (%)
Group 11: Charge air pressure specified value (hPa)
Group 24: Engine speed (rpm)
Group 134: Air mass (kg/h)
Group 226: Ignition angle; actual (degrees)
Group 228: Intake air temperature (in degrees C)
Group 230: Intake manifold pressure; absolute (hPa)
Group 480-485: IGA_AD_1_KNK_x (knock correction in degrees; x is cylinder number 0-5)
Group 616: RFP_AV (bypass valve %)

http://i570.photobucket.com/albums/ss146/jran76/VCDSloggingfields_zps77230125.jpg (http://s570.photobucket.com/user/jran76/media/VCDSloggingfields_zps77230125.jpg.html)

Step 10: Save the parameter list so you can easily access it at a later time by clicking the "VCDS" icon in the top-left corner. Name the file “performance” or similar. If you have parameter files for other types of logging, name them appropriately.
http://i570.photobucket.com/albums/ss146/jran76/VCDSloggingfieldsave_zpsb4c2abf2.jpg (http://s570.photobucket.com/user/jran76/media/VCDSloggingfieldsave_zpsb4c2abf2.jpg.html)

Logging
Step 11: This step is very important for capturing good logs. Press the “Turbo” button, and check the “Group UDS requests” box at the top of the screen. This will speed up the logging, and also group all 10 fields to the same timestamp. This is the only way to get useful logs (otherwise, each parameter will have a different timestamp).
http://i570.photobucket.com/albums/ss146/jran76/VCDSlog_zps04769222.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlog_zps04769222.jpg.html)

Step 12: Press the “Log” button to initiate the logging session. This will not start the actual logging process
*Note: Your car should be running if it is not already.

Step 13: When you are ready, press the “Start” button. This will start the actual logging process.
*Notes:
-Logging should be performed in a controlled area where you can safely reach 85-90 MPH. The drag strip or dyno are the best options, but in places like Texas there are some pretty safe places to do this on the road (I do it late at night in traffic free areas with 70+ MPH speed limits).
-Logging runs should capture a full 3rd gear pull at a minimum. 4th is probably a little better, but that should only be done at the drag strip or on a dyno. A full pull is around 3000 RPM to 7000 RPM. This can be tricky on a DSG car because you need to avoid triggering the kickdown switch at lower RPM’s. Play around with what works best, but the sooner you can get to full acceleration the better.
-When logging, the A/C and radio should be OFF, the windows UP, car IN dynamic mode if available, and traction/ASR OFF (hold traction button for at least 5 seconds to turn both off).
-Logging should be done on a flat surface, and if done multiple times it should be done at the same location and in similar conditions if possible. This makes comparing data more accurate.
http://i570.photobucket.com/albums/ss146/jran76/VCDSlogstart_zpsb7d252fc.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlogstart_zpsb7d252fc.jpg.html)

Step 14: Once you have captured the needed logs, press the “Stop” button to stop the logging process, and “Done, close” when finished. The logs will be saved to the Ross-Tech/VCDS/Logs folder as a .CSV file (typically on the C:/ or wherever the Ross-Tech software is installed). It can be opened with Excel or similar.
http://i570.photobucket.com/albums/ss146/jran76/VCDSlogstop_zps68e72dfe.jpg (http://s570.photobucket.com/user/jran76/media/VCDSlogstop_zps68e72dfe.jpg.html)

============
That is it for capturing basic performance logs. The next post will cover some of the basics in regards to interpreting the logs.

============
In addition to logging the basic performance parameters listed above, VCDS gives the option to log many many other things.
*Some examples:
-If you are experiencing timing being pulled due to engine knock detection, you may want to log knock on each individual cylinder instead of just the 2 covered above. In that case you would want to log something like: accelerator position, engine speed, ignition angle; actual, and IGA_AD_KNK[x] on all 6 cylinders. Those 9 parameters may point to an issue with a specific cylinder.
-As you can see, accelerator position and engine speed are really needed every time so you have some reference point in the logs. Intake air temperature is also good to log as it will give a good idea on the conditions.
-More fields and examples are below (updated below).
====================
Update with additional fields:

Misfires:
If you are experiencing misfires, you may want to log misfires on all 6 cylinders to see where the problem is coming from. In that case you would want to log accelerator position, engine speed, misfires all cylinders, misfires cylinder X on all 6 cylinders. These 9 parameters may point to an issue with a specific cylinder, or a more general problem.

Some (low number of) random misfires that DO NOT result in a fault code are fairly normal. I see it on most 3.0 TFSI engines stock or tuned. With that said, Audi has dumbed down the misfire reporting threshold, so it is possible misfires could be causing a performance issue, but also not trigger a CEL. I don't have an answer on what constitutes a real problem.... Maybe others can chime in. In the most basic sense, if you see a CEL due to misfires, there is definitely an issue. If you see a low number of misfires and no CEL, it may be normal. If you see a high number of constant misfires, but no CEL, blame Audi for dumbing down the threshold and try to figure out the problem.

251- Misfires all cylinders per 1000 rpm 0
253- Misfires cylinder 1 per 1000 rpm 0
255- Misfires cylinder 2 per 1000 rpm 0
257- Misfires cylinder 3 per 1000 rpm 0
259- Misfires cylinder 4 per 1000 rpm 0
261- Misfires cylinder 5 per 1000 rpm 0
263- Misfires cylinder 6 per 1000 rpm 0


Lambda/Air:Fuel/EGT:
Lambda or Air:Fuel ratio is important to understand for a couple of reasons. The most basic is to ensure your engine tuning is optimal. This is obviously more important with aftermarket (non-OEM) tuning. If you want to see what "normal" is, log your car with the stock tune, and the specified values will give you a pretty good idea for different scenarios. Assuming fueling is sufficient, specific and actual should be fairly close. If the actual number is higher than the specified value, you will start running into issues (not good).

On that note, if you are running E85 or the fuel system near maximum capacity, it is a good way to determine if fueling needs are being met. Again, E85 or if you are mixing E85 with regular gas, could present an issue on the stock fuel system. E85 has (about 33%) less energy per part compared to regular high octane fuel, so it takes roughly 33% more of it to run your vehicle. This can tap out the stock fuel system pretty quickly if too much is used. To run strait E85, and upgraded HPFP would be required. The advantage of E85 is the higher relative octane (close to the equivalent of 105 octane).

020- Exhaust temperature 1 bank 1 460.0 ∞C
021- Exhaust temperature 1 bank 2 459.5 ∞C
238- Lambda probes actual; bank1 0.9971
13- same?
239- Lambda probes actual; bank2 1.0049
14- same?
244- Lambda probes specification; bank 1 0.9971
245- Lambda probes specification; bank 2 0.9971
246- Lambda probes specified; bank1 0.9971
247- Lambda probes specified; bank2 0.9971
(note that 244-247 seem to be the same thing, the specified Lambda value, so logging one is likely sufficient).

194-199: Knock sensor voltage

Table to convert Lambda to Air:Fuel ratios:
http://i570.photobucket.com/albums/ss146/jran76/LamdaVsAFR_zpsj6s7ctd1.jpg (http://s570.photobucket.com/user/jran76/media/LamdaVsAFR_zpsj6s7ctd1.jpg.html)

Fuel Pressures, Trims, and Injectors

87- Rail pressure actual
170- Rail pressure specified
22- Fuel pressure
187- Fuel pump, actual fuel pressure

Fuel Trims/Adaptations (%)
47- Long-term adaptation; bank 1
48- Long-term adaptation; bank 2
63- Short-term adaptation; bank 1
64- Short-term adaptation; bank 2

Injector Pulse Width (IPW in ms):
609- TI_1_HOM[0]
610- TI_1_HOM[1]
611- TI_1_HOM[2]
612- TI_1_HOM[3]
613- TI_1_HOM[4]
614- TI_1_HOM[5]
To calculate the injector duty cycle, it is something like: (RPM x IPW)/300=IDC


================

Just a quick update on the new version of VCDS (15.7.4). Several people have reported very low resolution when logging 10 parameters with Grouping/Turbo enabled. In my case, I was only getting a couple lines of data on an entire 1/4-mile pass.

Another member changed some settings as recommended by Ross-Tech, and it seemed to help. I've posted the changes he made below. If you are having issues with 15.7.4, you may want to try these changes.


I’m not a photobucket subscriber, is there a way to view the pics?

[MSq5]

I’m not a photobucket subscriber, is there a way to view the pics?

Read post #96 above. A later poster went to a lot of trouble to do this, which, with respect, you failed to read.

[TC_S4]

Read post #96 above. A later poster went to a lot of trouble to do this, which, with respect, you failed to read.

You ’re right my bad.
Thx!

[vpls4]

Hey guys, I did my 1st log today. 0-70 something just to practice. Is the IGA_AD_1_KNK[1] supposed to be 0? Is this something to be concerned about? I'm stage 2 going DP soon. The shop actually 'lost' the fluidampr pulley WTF!? Wondering if healthy enough to even go dual pulley. I opened an acct on datazap as recommended by boosteasy. I'll post a pic of excel for now.
https://image.frl/i/x5nd4n0sm94ns4sd.JPG

Datazap.me Chart:
https://datazap.me/u/mpls4/log-1516833399?log=0&data=1-3-5-7-9

[Jester2893]

Hey guys, I did my 1st log today. 0-70 something just to practice. Is the IGA_AD_1_KNK[1] supposed to be 0. Is this something to be concerned about? I'm stage 2 going DP as soon. Wondering if healthy enough. I opened an acct on datazap as recommended by boosteasy. I'll post a pic of excel. Looking to know what all I can clean up on the excel sheet. I can delete all but 1st timestamp and on the headers do i need location or just name?


As suggested to me when I was first starting, you should log knock “knk” on opposite cylinders. Additionally, knock is better as the values are closer to zero. Not sure what tune you’re running but knock correction seems a little high, but I’m also fairly new to this so I’m assure someone can give you more inputs

[AdamInKC]

I would be concerned with 5 anything over 4 degrees of knock. What fuel are you running? Have you tried mixing in some E85? Your timing values are very conservative also!

[vpls4]

Thanks guys,

I will log for knk on each side, perhaps [1] & [4], looks like I missed that from jran76's general-performance set. Will also get log of the misfire set. As far as fuel, I'm using crappy 91 oct. I've got an ethanol test kit and gas can to get and test some supposed e51 that's nearby. Think I will start that if spark plug gap doesn't solve some stuff. Going to try .026 as Loe suggested. right now I'm at .028 which my particular shop prefers.
I was actually all set to get DP installed today, but another shop I go to for parts mods can't find the 183 fd pulley, that was delivered to them last friday, they fricken lost it. Maybe just as well until I get some of the pulled timing, misfires, knk situated.

[vpls4]

Is there a way to check what version or revision of giac ecu and tcu I have with vcds? And someone mentioned I could see how many times it's been launched?

[whiped]

Is there a way to check what version or revision of giac ecu and tcu I have with vcds? And someone mentioned I could see how many times it's been launched?
Something like this:
If you go into transmission -> Advanced Measuring Values -> Look up "Launch Counter"

For software version, you can sometimes check it under Engine -> Advanced ID.

I am not sure this will correlate to a specific version of the tune though.

[hnussman]

So what is the best way to run logs now in 2018? The app with a Bluetooth adapter?


Sent from my iPhone using Audizine (http://r.tapatalk.com/byo?rid=87676)

[vpls4]

Something like this:
If you go into transmission -> Advanced Measuring Values -> Look up "Launch Counter"

For software version, you can sometimes check it under Engine -> Advanced ID.

I am not sure this will correlate to a specific version of the tune though.

Thanks for the info, apparently only launched 8 times and I think all of those were me. Wasn't counting.

[Loe]

if anyone needs .icu files to upload into their ross-tech, these are the parameters I normally log and save:

https://drive.google.com/open?id=15n28-_pL_w84pkgdwJq3uFsJts6h-DoZ

just upload the files into into your C:\Ross-Tech\File Logs ....you should then be able to right-click on the upper task bar when you are selecting parameters, and hit "load" and search for the parameters to load.

[vpls4]

Awesome sauce! Thanks Loe

[vpls4]

if anyone needs .icu files to upload into their ross-tech, these are the parameters I normally log and save:

https://drive.google.com/open?id=15n28-_pL_w84pkgdwJq3uFsJts6h-DoZ

just upload the files into into your C:\Ross-Tech\File Logs ....you should then be able to right-click on the upper task bar when you are selecting parameters, and hit "load" and search for the parameters to load.

What version of vcds are these #'s from? I am using 17.8.1, I will try some of them out later, hopefully they correspond, otherwise I won't know what names the #s relate to.

[AdamInKC]

if anyone needs .icu files to upload into their ross-tech, these are the parameters I normally log and save:

https://drive.google.com/open?id=15n28-_pL_w84pkgdwJq3uFsJts6h-DoZ

just upload the files into into your C:\Ross-Tech\File Logs ....you should then be able to right-click on the upper task bar when you are selecting parameters, and hit "load" and search for the parameters to load.

Loe - Thanks for sharing. Would you mind providing a list for each log file on what each file helps troubleshoot in terms of symptoms? Example: If you are experiencing knock, start with log parameter x for troubleshooting, if nothing turns up go with log parameters y.

This would be extremely helpful!

[Tony@EPL]

Loe - Thanks for sharing. Would you mind providing a list for each log file on what each file helps troubleshoot in terms of symptoms? Example: If you are experiencing knock, start with log parameter x for troubleshooting, if nothing turns up go with log parameters y.

This would be extremely helpful!

I wouldn’t invest too much time into digging deeper into VCDS... your on the data logger beta testing list :) .

[Arslàán]

I have started to get gearbox malfunction warning on dash. Did vcds scan and it gives error of clutch slippage. Is there a way to do data log to confirm if this is the case as I got warning three times and engine torque is different each time. Thanks

[vpls4]

Loe - Thanks for sharing. Would you mind providing a list for each log file on what each file helps troubleshoot in terms of symptoms? Example: If you are experiencing knock, start with log parameter x for troubleshooting, if nothing turns up go with log parameters y.

This would be extremely helpful!

I have one Loe's tshoot params that I'm currently hoping to get dialed in soon(this could've changed though, he'd have to verify)
I found this in one of Loe's posts, can't remember what thread I snagged it from though (I've had a lot of catch up to do on threads):

"Loe, what parameters would we see affected by gap?"

I log:

engine rpm
throttle angle
Ignition Correction cyl 1 - 6
Actual ignition angle

[vpls4]

Just went out to log the following parameters but wasn't sure how the english translates into vcds language

for these params in regular english

engine rpm
throttle angle
Ignition Correction cyl 1 - 6
Actual ignition angle


What are they called in vcds?

Does Ignition Correction Cyl 1-6 = IGA_IGC_0, IGA_IGC_1, etc. in vcds language?

or does it = Ignition timing adjustment cylinder 1 (if this there were no opt's to pic dif cylinder # only #1)

Does 'Throttle Angle' = Throttle actuator angle (potentiometer 2)?

Thanks

[greedy6]

A small bit of a double posting here.. wasn't sure which thread was is the most active. First log.. just learning and looking for help/guidance on how the car is doing.

'10 6mt APR UC with CPS, etc..

https://drive.google.com/file/d/1Uyd2FC_N5tqdI5VNHOhucIZMbzJYX0MQ/view?usp=sharing

[AdamInKC]

Anyone know how to see the DSG fluid temperature through Vagcom? Changing my fluid tomorrow so need to know this step for the refill process.


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[whiped]

Anyone know how to see the DSG fluid temperature through Vagcom? Changing my fluid tomorrow so need to know this step for the refill process.


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It's under Transmission -> Adv. Meas. Values

Not under Engine, can't remember the exact name of the field.

[VeeDubbinJetta]

Would anybody mind viewing my logs? These are on a stock car with exception of AWE touring exhaust and AWE S-Flo intake. I am getting ready to jump to 034 stage 2 this week but wanted to do a couple logs on stock software first. Logs were done in 3rd gear since I have nowhere I can safely/legally do a 4th gear pull. Ambient air temp during the pulls was about 84 degrees. DA calculates to 1999ft if that makes any difference. Fuel is 2 gallons of E85 mixed with Shell 92 octane. From reviewing the files, everything looks normal/good, but wanted an extra set of eyes from someone who knows what they are looking for. I plan to log again after Stage 2 is installed.

https://drive.google.com/file/d/12muKblEigv1qvekvNxA9usztwWAkp-FB/view?usp=sharing

https://drive.google.com/file/d/1qKsrsO-e3VFBC1TaxodQsrMalX0deBMt/view?usp=sharing

[doughboy17]

Stupid Newbie (to logging) question: should I assume a log at WOT from 0-90 mph is what is being referenced or is simply a pull in 3rd gear from 3000 rpm to redline all that is necessary?

[bhvrdr]

Stupid Newbie (to logging) question: should I assume a log at WOT from 0-90 mph is what is being referenced or is simply a pull in 3rd gear from 3000 rpm to redline all that is necessary?

Depends on what you want to see. If diagnosing something at gear changes youd do 0-100mph maybe. For a normal performance log i l8ke 2000rpm to redine in 3rd gear

[doughboy17]

Depends on what you want to see. If diagnosing something at gear changes youd do 0-100mph maybe. For a normal performance log i l8ke 2000rpm to redine in 3rd gear

Much appreciated. I was referring to sending off a log to see if a tune can be improved/customized.

[bhvrdr]

Much appreciated. I was referring to sending off a log to see if a tune can be improved/customized.

Yup usually a third gear 2k to redline

[street2gen]

https://datazap.me/u/street2gen/57189?log=0&data=0

Accidentally started log next to another set, but realized was interesting to see a comparison.
First set of pulls was on a 189 crank alone with no cooling, second set is on a 57/189 with merc unit. Was 85 degrees out not sure on the first set but it was in april so it very well could have been colder out.
I cant find good fuel to save my life though.

[GID]

Does anyone know if these parameters and details associated with the respective numbers are the same for the c7 a6/7?

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[Loe]

For those who have OpenOffice instead of Microsoft Excel, I recently found out a quick trick instead of needing to mess with column separators when trying to format a .csv file. Just download a .csv reader, highlight the data that you are looking at on the .csv reader, and paste this into a blank spreadsheet in OpenOffice, you can then save this is a .odt or .xls(x) file if needed to open it later. Works like a charm each and every time!

[Whitee]

Thanks for taking the time to post this! Just got my VCDS and am going to be playing with logging!


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[GermanRacer]

I'm so glad I just found this. Thanks jran76! [az]

[Waffles_s4]

Trying this today, the rfp_av value shows 82.93 degrees on mine when car is off with vagcom. B8.5 s4. Will this value change while driving? Have not done actual logs yet

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[calvinlc]

Can anybody tell me what the knock retard values are called in VCDS 19.6? It is DRASTICALLY different than all the old group numbers and I cannot find these channels. Thanks!
--Calvin

[Waffles_s4]

anyone knows how to get the torque amount the car is making? Max Torque that is

[MSq5]

anyone knows how to get the torque amount the car is making? Max Torque that is

It will be wildly inaccurate from VCDS alone. A better way is to use the Virtual Dyno app program. There is a thread here somewhere that tells you what to log in VCDS, you then run your log through Virtual Dyno and it generates a very accurate Dyno graph if you do the pull on a level road. Use a 1.01 CF and be sure to correctly input the S4 data for your profile (weight, CD, tire height, gear and ratio) that the thread has developed. The graph will show the wheel hp and torque curves.

Found it:

https://www.audizine.com/forum/showthread.php/763814-How-To-Virtual-Dyno

[wes8398]

This was awesome... now I just need to relate it to logging via OBDeleven… :-D