HOW-TO tune your stock S4 ECU (ME7.1)

[VR4-S4]

Fahrpedal. Well since fahr means to drive or travel, I'm going to guess thats the gas pedal. Ladedruck means boost.
Heizen means heat, not sure what katheizen means, I think catalytic converter heat might be too obvious.
Spat = Late, verstellungen = adjusters, so Spatverstellungen must be timing adjustment. Spatest = latest.
Kennfeldumschaltung = characteristics switching, whatever that means.
Motormoment = engine torque

Translator results
Inverse pedal characteristic diagram for FGR enterprise (KFWPFGR) 12x16 (%)
characteristic diagram standardized mass flow over DC (KFMSNWDK) 6x16 (has km/hour and %)
Lambda characteristics with partial load (KFLF) 12x16 (%)
characteristic diagram for butterfly valve target angle (KFWDKMSN) 6x16 (has km/hour and %)
characteristic diagram measuring window beginning of knocking regulation (KFMAKR) 4x16 (%)
servo-controlled dynamic-reproached (KFDYMNT) 8x16 (C)
load dynamic recognition threshold (KFDYES) 6x16 (%)
dynamic-reproach to recognition threshold (KFDYRS) 6x16 (%)
dynamic-reproach to offset threshold (KFDYRSOF) 6x16
knocking recognition factor characteristic diagram ignition 1 (KFKEF1) 3x16 (%)
knocking recognition factor characteristic diagram ignition 2 (KFKEF1) 3x16 (%)
knocking recognition factor characteristic diagram ignition 3 (KFKEF1) 3x16 (%)
knocking recognition factor characteristic diagram Ignition 4 (KFKEF1) 3x16 (%)
knocking recognition factor characteristic diagram ignition 5 (KFKEF1) 3x16 (%)
knocking recognition factor characteristic diagram ignition 6 (KFKEF1) 3x16 (%)
knocking recognition factor characteristic diagram ignition 7 (KFKEF1) 3x16 (%)
knocking recognition factor characteristic diagram ignition 8 (KFKEF1) 3x16 (%)
factor delta Lambdasoll for construction unit protection (KFFDLBTS) 16x12 (%)
Lambdasoll for construction unit protection (KFLBTS) 16x12 (%)
characteristic diagram LDR integral action controller delimitation (KFLDIMX) 8x16 (hPa)
key-field for linearization Boost=f (TV) (KFLDRL) 10x16 (%)
LDR control parameter Q0 (KFLDRQ0) 4x16 (hPa)
LDR control parameter Q1 (integrator factor) (KFLDRQ1) 4x16 (hPa)
characteristic diagram LDR control parameter Q2 (KFLDRQ2) 4x16 (hPa)
threshold for dynamic thrust circulating air valve gear actively (KFSDLDSUA) 16x6 (hPa)
optimal firing angle (KFZWOP) 11x16 (%)
optimal firing angle variant 2 (KFZWOP2) 11x16 (%)
characteristic diagram optimal engine torque (KFMIOP) 11x16 (%)
offset of the optimal ZW with AGR enterprise (KFDZWOAGR) 11x16 (%)
relative driver desire moment from Gaspedal (KFPED) 12x16 (% PED)
relative driver desire moment from Gaspedal for small speeds (KFPEDL) 12x16 (% PED)
relative driver desire moment from Gaspedal for reverse gear (KFPEDR) 12x16 (% PED)
characteristic diagram for computation target filling (KFMIRL) 16x16 (%)
characteristic diagram optimal engine torque (KFMIOP) 11x16 (%)
Dragging moment number of revolutions and load-sensitiveness (KFMDS) 11x injectors…????)
Closing time correction as a function of PRACTICE (KFSZDUB) (NO RPM….V vs ms)
firing angle characteristic diagram (KFZW) 12x16 (degree of KW of %)
firing angle characteristic diagram variant 2 (KFZW2) 12x16 (degrees of KW of %)
delta firing angle when continuous knocking (KFDZK) 12x16 (degree of KW of %)
threshold of the ZW-Timing Adjusters for ZW-Characteristic Switch (KFSWKFZK) 12x16 (degree of KW of %)
characteristic diagram with durable latest possible firing angle (KFZWMS) 12x16 (degree of KW of %)
min firing(ignition) angle (KFZWMN) 12x16 (degree of KW of %)
min firing(ignition) angle Kat-heat (KFZWMNKH) 12x16 (degree of KW of %)
min firing(ignition) angle for start and kind of next (KFZWMNST) 12x16 (degree of KW of %)

Fixed...kinda

[NOTORIOUS VR]

I don't have much time today, so I just scanned through it and did a quick and dirty translation. I speak/read/write German but I'm by no means an expert especially when it comes to technical terms where it can get quite complicated (as Germans are lol)..

The Bold english definitions are my translation... hope they make sense to you!

Inverses Pedalkennfeld für FGR-Betrieb (KFWPFGR) 12x16 (%) - Inverse Pedal recognition for FGR??-Activation
Kennfeld normierter Massenstrom über DK (KFMSNWDK) 6x16 (has km/hour and % )
Lambdakennfeld bei Teillast (KFLF) 12x16 (%) - Lambda values by half throttle
Kennfeld für Drosselklappen-Sollwinkel (KFWDKMSN) 6x16 (has km/hour and % ) - Values for Throttle body angle target
Kennfeld Meßfensteranfang Klopfregelung (KFMAKR) 4x16 (%)
vorgesteuerter Dynamikvorhalt (KFDYMNT) 8x16 (C)
Lastdynamikerkennungsschwelle (KFDYES) 6x16 (%) - Dynamic Load recognition threshold
Dynamikvorhalt Erkennungsschwelle (KFDYRS) 6x16 (%)
Dynamikvorhalt Offsetschwelle (KFDYRSOF) 6x16
Klopferkennungsfaktorkennfeld Zündung 1 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 2 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 3 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 4 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 5 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 6 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 7 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 8 (KFKEF1) 3x16 (%)
Faktor Delta Lambdasoll für Bauteileschutz (KFFDLBTS) 16x12 (%)
Lambdasoll für Bauteileschutz (KFLBTS) 16x12 (%)
Kennfeld LDR I-Reglerbegrenzung (KFLDIMX) 8x16 (hPa) - Field for Boost Pressure Adjustment (intergral??)-limit
KF zur Linearisierung Ladedruck=f(TV) (KFLDRL) 10x16 (%) - Field for Linarization of Boost Pressure=f(TV)
LDR-Regelparameter Q0 (KFLDRQ0) 4x16 (hPa) - Boost pressure adjustment parameters Q0
LDR-Reglerparameter Q1 (Integratorbeiwert) (KFLDRQ1) 4x16 (hPa) - Boost pressure adjustment parameterers Q1 (Intergral values)
Kennfeld LDR-Reglerparameter Q2 (KFLDRQ2) 4x16 (hPa) - Boost pressure adjustment parameters Q2
Schwelle für dynamische Schubumluftventilsteuerung aktiv (KFSDLDSUA) 16x6 (hPa) - Threshold for dynamic Bypass Valve Control? active
optimaler Zündwinkel (KFZWOP) 11x16 (%) - Optimal Ignition Angle
optimaler Zündwinkel Variante 2 (KFZWOP2) 11x16 (%) - Optimal Ignition Angle Variant 2
Kennfeld optimales Motormoment (KFMIOP)11x16 (%)
Offset des optimalen ZW bei AGR-Betrieb (KFDZWOAGR)11x16 (%) - Offset of optimal Ignition Angle when AGR??- is active/runing
Relatives Fahrerwunschmoment aus Fahrpedal (KFPED) 12x16 (% PED) - Relative Driverswish from Pedal
Relatives Fahrerwunschmoment aus Fahrpedal für kleine Geschwindigkeiten (KFPEDL) 12x16 (% PED) - Relative Driverswish from Pedal for low speed
Relatives Fahrerwunschmoment aus Fahrpedal für Rückwärtsgang (KFPEDR) 12x16 (% PED) - Relative Driverswish from Pedal for in reverse gear
Kennfeld für Berechnung Sollfüllung (KFMIRL) 16x16 (%) - Calculation of Target filling?
Kennfeld optimales Motormoment (KFMIOP) 11x16 (%) -
Schleppmoment Drehzahl- und Lastabhängigkeit (KFMDS) 11x16 (%) - Engine speed drag moment and load dependancy
Kennfeld für Nockenwellenspreizung bei Katheizen (Einlaß) (KFNWKHE) 8x16 (kw %)
Sollwinkel Nockenwelle bei klopfender Verbrennung Einlaß (KFNWKRE) 8x16 (kw %)
Kennfeld für Nockenwellenspreizung (Einlaß) (KFNWSE) 8x16 (kw %)
Kennfeld für Nockenwellenspreizung im Warmlauf (Einlaß) (KFNWWLE) 8x16 (kw %)
Korrekturfaktor Kraftstoffversorgungssystem (FKKVS) 16x16 (ms (up to 19... injectors...????) - Correctionfactor of fuel supply system
Schließzeitkorrektur in Abhängigkeit von UB (KFSZDUB) (no rpm ....V vs ms)
Zündwinkelkennfeld (KFZW) 12x16 (grad KW %) - Ignition advance lookup field
Zündwinkelkennfeld Variante 2 (KFZW2)12x16 (grad KW %) - Ignition advance lookup field Variant 2
delta Zündwinkel bei Dauerklopfen (KFDZK)12x16 (grad KW %) - delta of Ignition angle by constant Knock
Schwelle der ZW-Spätverstellungen für ZW-Kennfeldumschaltung (KFSWKFZK)12x16 (grad KW %)
Kennfeld mit dauerhaft spätest möglichem Zündwinkel (KFZWMS)12x16 (grad KW %)
Min-Zündwinkel (KFZWMN)12x16 (grad KW %) - Minimum Ignition Angle
Min-Zündwinkel Katheizen (KFZWMNKH)12x16 (grad KW %) - Minimum Ignition Angle by Catalytic heating
Min-Zündwinkel für Start und Nachstart (KFZWMNST)12x16 (grad KW %) - Minimum Ignition Angle for Start and Afterstart

[the dog]

Kennfeld LDR I-Reglerbegrenzung (KFLDIMX) 8x16 (hPa) - Field for Boost Pressure Adjustment (intergral??)-limit
KF zur Linearisierung Ladedruck=f(TV) (KFLDRL) 10x16 (%) - Field for Linarization of Boost Pressure=f(TV)
LDR-Regelparameter Q0 (KFLDRQ0) 4x16 (hPa) - Boost pressure adjustment parameters Q0
LDR-Reglerparameter Q1 (Integratorbeiwert) (KFLDRQ1) 4x16 (hPa) - Boost pressure adjustment parameterers Q1 (Intergral values)
Kennfeld LDR-Reglerparameter Q2 (KFLDRQ2) 4x16 (hPa) - Boost pressure adjustment parameters Q2
Schwelle für dynamische Schubumluftventilsteuerung aktiv (KFSDLDSUA) 16x6 (hPa) - Threshold for dynamic Bypass Valve Control? active

Since the duty of the n75 should be rpm related, the map should be one of the above...
I will play with this maps and see..

[Trumps]

I am really excited to see this running and under way. Of course the timing is appropriate since I finally got my ASP tune worked out.

[AK1RA07]

Since the duty of the n75 should be rpm related, the map should be one of the above...
I will play with this maps and see..

I think we need to think broader than that.. At its basis, Motronic is torque based, not necessarily RPM based. *I think* we could modify what the requested load would be (KFMIRL), and let the Motronic do the calculations from there..obviously not the *only* modification necessary, but in terms of "upping the boost" it might be a start.

Check out the diagrams here; also might give some insight as to why some tuners flash through the cruise control..

http://autospeed.com/cms/title_The-B...0/article.html

I hope someone can organize all the info once we nail down some concrete results.. unfortunately I've been away from my car for 10 months and can't experiment

[NefMoto]

My goal now is to find the basic maps of other ECU and reverse engineer them back to tuner pro with a new xdf file...
Anyone know German? Google translator does not help at all...
If I understand this correctly we have 16 steps (resolution) for rpm.
So all rpm related maps will be 16x something. Is this correct?
The some goes for other units like km/hour % etc.
I think that this is the key to find maps...
If we know how a n75 vs rpm maps looks like we can find them (manually) in ANY ecu file...
Here are ALL the x16 Maps that found. The ALL have rpm in them except one...
Which of the below map you think are related to boost? The plant is to try each one out,and see which one actualy changes the boost..

Below you can see the translation to English,but its not clear what it is. Please help

Inverses Pedalkennfeld für FGR-Betrieb (KFWPFGR) 12x16 (%)
Kennfeld normierter Massenstrom über DK (KFMSNWDK) 6x16 (has km/hour and % )
Lambdakennfeld bei Teillast (KFLF) 12x16 (%)
Kennfeld für Drosselklappen-Sollwinkel (KFWDKMSN) 6x16 (has km/hour and % )
Kennfeld Meßfensteranfang Klopfregelung (KFMAKR) 4x16 (%)
vorgesteuerter Dynamikvorhalt (KFDYMNT) 8x16 (C)
Lastdynamikerkennungsschwelle (KFDYES) 6x16 (%)
Dynamikvorhalt Erkennungsschwelle (KFDYRS) 6x16 (%)
Dynamikvorhalt Offsetschwelle (KFDYRSOF) 6x16
Klopferkennungsfaktorkennfeld Zündung 1 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 2 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 3 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 4 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 5 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 6 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 7 (KFKEF1) 3x16 (%)
Klopferkennungsfaktorkennfeld Zündung 8 (KFKEF1) 3x16 (%)
Faktor Delta Lambdasoll für Bauteileschutz (KFFDLBTS) 16x12 (%)
Lambdasoll für Bauteileschutz (KFLBTS) 16x12 (%)
Kennfeld LDR I-Reglerbegrenzung (KFLDIMX) 8x16 (hPa)
KF zur Linearisierung Ladedruck=f(TV) (KFLDRL) 10x16 (%)
LDR-Regelparameter Q0 (KFLDRQ0) 4x16 (hPa)
LDR-Reglerparameter Q1 (Integratorbeiwert) (KFLDRQ1) 4x16 (hPa)
Kennfeld LDR-Reglerparameter Q2 (KFLDRQ2) 4x16 (hPa)
Schwelle für dynamische Schubumluftventilsteuerung aktiv (KFSDLDSUA) 16x6 (hPa)
optimaler Zündwinkel (KFZWOP) 11x16 (%)
optimaler Zündwinkel Variante 2 (KFZWOP2) 11x16 (%)
Kennfeld optimales Motormoment (KFMIOP)11x16 (%)
Offset des optimalen ZW bei AGR-Betrieb (KFDZWOAGR)11x16 (%)
Relatives Fahrerwunschmoment aus Fahrpedal (KFPED) 12x16 (% PED)
Relatives Fahrerwunschmoment aus Fahrpedal für kleine Geschwindigkeiten (KFPEDL) 12x16 (% PED)
Relatives Fahrerwunschmoment aus Fahrpedal für Rückwärtsgang (KFPEDR) 12x16 (% PED)
Kennfeld für Berechnung Sollfüllung (KFMIRL) 16x16 (%)
Kennfeld optimales Motormoment (KFMIOP) 11x16 (%)
Schleppmoment Drehzahl- und Lastabhängigkeit (KFMDS) 11x16 (%)
Kennfeld für Nockenwellenspreizung bei Katheizen (Einlaß) (KFNWKHE) 8x16 (kw %)
Sollwinkel Nockenwelle bei klopfender Verbrennung Einlaß (KFNWKRE) 8x16 (kw %)
Kennfeld für Nockenwellenspreizung (Einlaß) (KFNWSE) 8x16 (kw %)
Kennfeld für Nockenwellenspreizung im Warmlauf (Einlaß) (KFNWWLE) 8x16 (kw %)
Korrekturfaktor Kraftstoffversorgungssystem (FKKVS) 16x16 (ms (up to 19... injectors...????)
Schließzeitkorrektur in Abhängigkeit von UB (KFSZDUB) (no rpm ....V vs ms)
Zündwinkelkennfeld (KFZW) 12x16 (grad KW %)
Zündwinkelkennfeld Variante 2 (KFZW2)12x16 (grad KW %)
delta Zündwinkel bei Dauerklopfen (KFDZK)12x16 (grad KW %)
Schwelle der ZW-Spätverstellungen für ZW-Kennfeldumschaltung (KFSWKFZK)12x16 (grad KW %)
Kennfeld mit dauerhaft spätest möglichem Zündwinkel (KFZWMS)12x16 (grad KW %)
Min-Zündwinkel (KFZWMN)12x16 (grad KW %)
Min-Zündwinkel Katheizen (KFZWMNKH)12x16 (grad KW %)
Min-Zündwinkel für Start und Nachstart (KFZWMNST)12x16 (grad KW %)

The boost related maps in this list control the boost controller model. None of them are used for determining target boost.

[NorCalS4]

The boost related maps in this list control the boost controller model. None of them are used for determining target boost.

Hey it seem like you know a lot about the maps, their descriptions and functions, wanna share more of your knowledge?? (and not just ever time we get it wrong)

[rarak69]

OK, so i am a total failure, i stated i couldnt get my kwp2000+ or galletto to work. my battery charger failed and i didnt even know it after my a4's battery died and tried jumpcharging it.

HOW-TO USE KWP2000+ tool with ME7 edition

1. Hook up the battery charger to battery and set it on 2amp trickle or slow charge, dependent on your charger.
2. pull fuses for instrument cluster(11 or 15 cant remember off hand) and the fans (25)
3. plug in the kwp tool, and plug into computer.
4. Key to the 2nd position in ignition(right before you start)
5. Select read ecu from the software, selecting Slow speed, and ME7.5/ME7.1.

thats it, takes about 20-22 minutes for the read out. Repeat to send the modified .bin back.

if voltage drops, it will fail. so be careful flashing back or you will need to bust out the hotair station :(

[NorCalS4]

OK, so i am a total failure, i stated i couldnt get my kwp2000+ or galletto to work. my battery charger failed and i didnt even know it after my a4's battery died and tried jumpcharging it.

HOW-TO USE KWP2000+ tool with ME7 edition

1. Hook up the battery charger to battery and set it on 2amp trickle or slow charge, dependent on your charger.
2. pull fuses for instrument cluster(11 or 15 cant remember off hand) and the fans (25)
3. plug in the kwp tool, and plug into computer.
4. Key to the 2nd position in ignition(right before you start)
5. Select read ecu from the software, selecting Slow speed, and ME7.5/ME7.1.

thats it, takes about 20-22 minutes for the read out. Repeat to send the modified .bin back.

if voltage drops, it will fail. so be careful flashing back or you will need to bust out the hotair station :(

SO a couple things. Were you trying to read and write to your ECU with a dead battery? Cuz if you were, it def wont work, as it needs a certain stable voltage. Also did you end up succeeding? I cant tell from your post. Also i dont get the hotair station thing at the end?


Also, if you did succeed, and that is the exact correct process to read and write to the ecu, then Im gonna put it in the first post. let me know

[NorCalS4]

Also, is that 1st step (about hooking up the battery charger) because you had a dead battery, or that its actually a needed step to do the process correctly???

[NOTORIOUS VR]

^^^^ The ECU seems to want 13.5V while flashing (regardless of read/write). I have been able to flash @ 12V, but it's dangerous and I wouldn't risk it. @ 11.5-11.8V it was already failing.

I must say though, every time the ECU failed to flash (during a write process), I was able to start up right away again without any issue.

[rarak69]

^^^^ The ECU seems to want 13.5V while flashing (regardless of read/write). I have been able to flash @ 12V, but it's dangerous and I wouldn't risk it. @ 11.5-11.8V it was already failing.

I must say though, every time the ECU failed to flash (during a write process), I was able to start up right away again without any issue.

notorious got it, my battery was not dead, my other charger(manual not digital) was dead while i thought it was charging(keeping stable voltage for flashing) thats why i got failed reads on my s4. i was referring to my A4 that died today and used that charger to get it started and thats when i noticed it was bad.

as he said, you need to keep voltage above 13v in my experience without problems, thats why you must use the charger to keep it there. or just bench flash it with a power supply at 13.5v

also, hotair station, desoldering station basically, a failed write can get nasty, notorious was lucky, i did lock one of my 1.8t ecu's during a failed write, solder job will fix it with a willem to put factory code back on. lucky my aunt has all this equipment at the production facility she manages : )

also fuses, im not sure if its needed as there is no IMMO on the S4's, the fan fuses are a safety precaution as the fans will spike voltage down and fail the write if they come on. the cluster/instruments fuse is prolly not needed, but i did it in the same fashion i did with the mk4 1.8t and it works.....

[NorCalS4]

notorious got it, my battery was not dead, my other charger(manual not digital) was dead while i thought it was charging(keeping stable voltage for flashing) thats why i got failed reads on my s4. i was referring to my A4 that died today and used that charger to get it started and thats when i noticed it was bad.

as he said, you need to keep voltage above 13v in my experience without problems, thats why you must use the charger to keep it there. or just bench flash it with a power supply at 13.5v

also, hotair station, desoldering station basically, a failed write can get nasty, notorious was lucky, i did lock one of my 1.8t ecu's during a failed write, solder job will fix it with a willem to put factory code back on. lucky my aunt has all this equipment at the production facility she manages : )

also fuses, im not sure if its needed as there is no IMMO on the S4's, the fan fuses are a safety precaution as the fans will spike voltage down and fail the write if they come on. the cluster/instruments fuse is prolly not needed, but i did it in the same fashion i did with the mk4 1.8t and it works.....

I did read that you had to pull the cluster fuse to read/write.

Also can you get an exact fuse number for the cluster fuse, so i can add that process to the first post. thx

[rarak69]

fuse 15 is instrument's and 25 for fans

[the dog]

NefMoto help me understand this....
So the engine determent the torque desire(%ped from the pedal) ...
Is the n75 duty cycle map related to the torque desire? And all the above boost maps are just correction maps?

[ottomatic612]

To be on the safe side the battery voltage must be no lower than 13 volts

[NefMoto]

Hey it seem like you know a lot about the maps, their descriptions and functions, wanna share more of your knowledge?? (and not just ever time we get it wrong)

That would be less fun.

[NefMoto]

NefMoto help me understand this....
So the engine determent the torque desire(%ped from the pedal) ...
Is the n75 duty cycle map related to the torque desire? And all the above boost maps are just correction maps?

The ecu determines target boost from target load.

The N75 duty cycle maps are used by the boost pressure control system to achieve the target boost.

[AK1RA07]

The ecu determines target boost from target load.

The N75 duty cycle maps are used by the boost pressure control system to achieve the target boost.

Am I doin it rite?

http://www.audizine.com/forum/showpo...7&postcount=45

[the dog]

So the if I change this map,




the target(requested) boost value that is shown on block 115 will change .
If I do not change anythink else,since the request will be diffrent than actual, the ecu will throw a cell...Right?

[complacentsee]

is that requested torque vs RPM vs boost in millibar?

[NorCalS4]

Am I doin it rite?

http://www.audizine.com/forum/showpo...7&postcount=45

Yeah, your on the right track.

[NefMoto]

Am I doin it rite?

http://www.audizine.com/forum/showpo...7&postcount=45

Yeah, right idea. You can raise the target boost by raising the target load and just using trial and error to get the boost level you want. The ecu internally uses a few different maps and equations to convert load to pressure.

[NefMoto]

If I do not change anythink else,since the request will be diffrent than actual, the ecu will throw a cell...Right?

The ecu will throw many different codes if you raise the target load and change nothing else.

[NorCalS4]

Like I said eailier, On the evo forums I wrote the how-tos for controlling boost with the stock ECU. I also help figure out how the system works. The EVO has a target load based system with error correction for boost, kinda like the S4.

[the dog]

is that requested torque vs RPM vs boost in millibar?

Thats rpm vs % rltsol vs %

NorCalS4 can you be more specific? How exactly does the evo ecu work?With torque requested the ecu calculates a target boost level and a therefor a n75 duty point? Or isit just reguest boost and the actual boost is calculate from other maps...
What do the other boost maps do (except limiter) ? Just smoothing out the boost?
What if you change to a bigger turbo and +1% of duty cycle, is more boost than stock.....?


I just check the RS4 bin...Its KFMIRL map is at max 199.92.The S4 is 190.9922..Xmm....doesnt make a lot o sense.. Come on guys..explain the logic behind it...

[complacentsee]

I just check the RS4 bin...Its KFMIRL map is at max 199.92.The S4 is 190.9922..Xmm....doesnt make a lot o sense.. Come on guys..explain the logic behind it...

The maps probabaly get fed through a scaling factor before they get fed into the next stage of processing.

[AK1RA07]

Thats rpm vs % rltsol vs %

NorCalS4 can you be more specific? How exactly does the evo ecu work?With torque requested the ecu calculates a target boost level and a therefor a n75 duty point? Or isit just reguest boost and the actual boost is calculate from other maps...
What do the other boost maps do (except limiter) ? Just smoothing out the boost?
What if you change to a bigger turbo and +1% of duty cycle, is more boost than stock.....?


I just check the RS4 bin...Its KFMIRL map is at max 199.92.The S4 is 190.9922..Xmm....doesnt make a lot o sense.. Come on guys..explain the logic behind it...

Why doesn't that make sense? Without knowing the units you're working in, I would think the RS4 would request more load at the same rpm as the S4 to make more power.. what is the stock boost level for the RS4?

[NorCalS4]

Thats rpm vs % rltsol vs %

NorCalS4 can you be more specific? How exactly does the evo ecu work?With torque requested the ecu calculates a target boost level and a therefor a n75 duty point? Or isit just reguest boost and the actual boost is calculate from other maps...
What do the other boost maps do (except limiter) ? Just smoothing out the boost?
What if you change to a bigger turbo and +1% of duty cycle, is more boost than stock.....?


I just check the RS4 bin...Its KFMIRL map is at max 199.92.The S4 is 190.9922..Xmm....doesnt make a lot o sense.. Come on guys..explain the logic behind it...

Look for this map (LDRXN_1_A). You'll see something that represent a boost curve.

In the S4 there is maps for "desired load (KFMIRL)" and a "maximum load (LDRXN_1_A)". these have to work in conjunction with each other. (read about how the evo ecu boost control below. The S4 is kinda like that.)

FYI a stage 3 S4 hit about 190+ load. Stock S4 about 140. Check that map above in the stock S4 ROM and look at the max value, its around 140.

The EVO ecu controlled boost works like this. There is a "desired engine load" map. There is also a "baseline wastegate duty cycle map". You use the duty cycle to get to your desired boost. Then you log the load (A evo spiking about 22lbs and taperin to 19lbs will hit a max load of bout 260 and taper to 240/220). So the load curve you logged with your desired boost, is what you fill in in the "desired engine load" map. Then there is an "error correction" map. If when boosting your engine load goes under or over the "desired load", the error correction map will add/minus wastegate duty cycle to add or take away boost. this is just a simple explanation, but that how it works.

[Trumps]

What cable are you guys running? I have a VAG-USB and am getting "kick not found". I threw my stock ECU in the car, pulled the fuses, threw the charger on, and no dice. I uninstalled the drivers both for the serial port and FTDI interface, and then changed the INF in the KWP drivers to reflect the deviceID of my cable's interface (the KWP INF is VID_0403&PID_FAD8 and my cable is VID_0403&PID_FA24).

(Note, the changing of the INF has worked great to use the USB cable with lemmiwinks and you can download my driver pack here to use the VAG-USB for lemmi, ECUx, and VAG-COM)

Any thoughts would be helpful... I've got some extra time on my hands now so I can probably lend a hand here. I'll buy a different cable if need be...

[NorCalS4]

What cable are you guys running? I have a VAG-USB and am getting "kick not found". I threw my stock ECU in the car, pulled the fuses, threw the charger on, and no dice. I uninstalled the drivers both for the serial port and FTDI interface, and then changed the INF in the KWP drivers to reflect the deviceID of my cable's interface (the KWP INF is VID_0403&PID_FAD8 and my cable is VID_0403&PID_FA24).

(Note, the changing of the INF has worked great to use the USB cable with lemmiwinks and you can download my driver pack here to use the VAG-USB for lemmi, ECUx, and VAG-COM)

Any thoughts would be helpful... I've got some extra time on my hands now so I can probably lend a hand here. I'll buy a different cable if need be...

EDIT-new info. VAG cable will work.

[Trumps]

So, I'm somewhat confused... on these cables is there an additional interface chip between the FTDI FT2232 USB->Serial chip and the OBD connector that does translation between serial and KWP2000?

[NorCalS4]

So, I'm somewhat confused... on these cables is there an additional interface chip between the FTDI FT2232 USB->Serial chip and the OBD connector that does translation between serial and KWP2000?

EDIT-new info. VAG cable will work.

[the dog]

I am getting more mixup as time pass by......
I think the info we post conflicts...

So if the KFMIRL does not calculate the actual duty cycle of n75 but only the desire,which map does ?
Should I look for a map with % (up to 95%) ?Vs what?
Then there is the second point....
This is the LDRXN_1_A map of the some chip I posted above...Note how the maximum values on the KFMIRL map above goes up to 19x and the LDRXN_1 goes only about 140... Why is that? I think they should be the other way around....

[NorCalS4]

I am getting more mixup as time pass by......
I think the info we post conflicts...

So if the KFMIRL does not calculate the actual duty cycle of n75 but only the desire,which map does ?

Both "FKMIRL" and "LDRXN" are in load, not duty cycle. One of them is the max and one is desired and they work together, we just dont know how yet.

Should I look for a map with % (up to 95%) ?Vs what?
Then there is the second point....
This is the LDRXN_1_A map of the some chip I posted above...Note how the maximum values on the KFMIRL map above goes up to 19x and the LDRXN_1 goes only about 140... Why is that?

I dont know why exacly and Ill figure it out soon. Just try what I said below.

I think they should be the other way around....

Yeah, you may be right about the "KFMIRL" and "LDRXN" being the other way around. Anyways, dont worry about finding a duty cycle map, just try the "LDRXN" map. Try to change the "LDRXN" map and see if you get changes in boost. The map is in load. Put something like 120 all the way across that map and see if you get a lower boost curve. I bet you will.

[NefMoto]

I dont know. I just know that it is (should be) a different cable then a VAG one. The cheapest VAG cable go for on ebay is like $15 and the cheapest the KWP2000+ cable goes for it like $30. I believe they are two different cables.

Any FTDI based cable should work.

I use a Ross-Tech VAG-COM cable for flashing.

Although I wrote my own flashing software, it still uses the KWP2000 communication protocol.

[NorCalS4]

Any FTDI based cable should work.

I use a Ross-Tech VAG-COM cable for flashing.

Although I wrote my own flashing software, it still uses the KWP2000 communication protocol.

Okay. Thats very good to know. Can you tell me more about your own software? You can PM if ya want.

[NefMoto]

You guys should stop worrying about how to raise the desired boost, and instead worry about how to raise the desired load.

The ecu controls the boost pressure automatically for you based on the desired load. Unless you want to change the response rate of the boost controller to make peak boost come on faster, there is no reason to worry about boost control. Although, you will need to raise the limiter maps to allow more boost once you have the ecu requested more boost.

[NefMoto]

The EVO ecu controlled boost works like this. There is a "desired engine load" map. There is also a "baseline wastegate duty cycle map". You use the duty cycle to get to your desired boost. Then you log the load (A evo spiking about 22lbs and taperin to 19lbs will hit a max load of bout 260 and taper to 240/220). So the load curve you logged with your desired boost, is what you fill in in the "desired engine load" map. Then there is an "error correction" map. If when boosting your engine load goes under or over the "desired load", the error correction map will add/minus wastegate duty cycle to add or take away boost. this is just a simple explanation, but that how it works.

ME7 ecu basically does it like this:

Desired Load -> Desired Cylinder Pressure -> Desired Boost Pressure

Desired Boost Pressure - Actual Boost Pressure -> Boost Deviation

Boost Deviation is used as an input by the Boost Controller to determine N75 duty cycle

Every step along the way limits and correction factors are applied as well

[Trumps]

Any FTDI based cable should work.

I use a Ross-Tech VAG-COM cable for flashing.

Although I wrote my own flashing software, it still uses the KWP2000 communication protocol.

That is what I was thinking... However, the KWP2000 software appears to require the "Cartech Serial to KLINE interface" drivers, whereas the other FTDI drivers expose a virtual com port to windows. But even when I used those cartech drivers, it still didn't work. I didn't reboot in between however. hmm.