Aaand its gone 
Once again thank you alloot!
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I think i found another Bug in the Autotune Functionality
aftert doing like 4 WOT pulls to 6k where the Lambda target was off by like 0.06-0.07 i get this result when using Autotune:
i get this result:
Maybe there are not enogh samples ?
Do yonhave the log ?
Disabling spark/fuel cut (as dropping to 0 was not possible) solved my high idle and misfire issue! Thank you for your help!
What do you mean by disabling apark / fuel cut ?
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Sorry for lack of explanation.
I set cut type to None.
Now I only have idle dropping to zero afterstart, i need to hold throttle for a few seconds. Then it settles down nicely at target idle. I believe this can be taken care of via afterstart rpm increase.
Thank you for your patience with my issues!
Do you have a log with this issue ?
In the Autotune window is it possible to have a setting for a minimum number of samples?
Hi all. First of all, thanks for the oportunity to share my opinions in V3 beta testing group.
Using version 3.023.
Here are my thoughts:
Individual cylinder fuel trims
- I am missing a correction of individual cylinders based on LOAD and RPM.
- I worked with engines which had unequal intake lengths, nonsymetrical exhaust manifolds, or just poor design intake manifold and this was a really useful (power gaining, consumption reducing, lean situation avoiding) feature in other ECUs, which helped me to equalize lambda across all cylinders.
- For sure it would be nice to have same for ignition trims, but fuel would be nice strating point
Flat shift
- RPM limit in case of Flat shift could be calculated instead of fixed value, Similar to “Calculated RPM target” in case of Sport - Rev matching.
Sensors and inputs/Switches/MUX Switch
- Once “MUX Switch enabled” is TRUE, other options grey out and cannot be changed. I would expect opposite behavior.
Sensors and inputs/MAP,BARO/BARO sensor
- Ther should be an option to use “powerup MAP reading” as a baro.
Sensors and inputs/Temperature/Standard sensors
- If EGT1 input could be used as CLT, CLT input should be available for other temp sensors as input, including custom sensors.
Sensors and inputs/Digital
- Could you include turbo speed sensor? And let the CAM1 /CAM2 /VSS /FlexFuel pins as attachable inputs? With setting of rpm per pulse.
Boost
- It would be useful to have possibility to target turbo speed instead MAP and pre-throttle pressure
- Overboost protection - implement maximum turbo speed threshold to protect turbo in case of blown hose and MAP oriented control
- Implement BARO Target limit and BARO target correction for MAP oriented control. Useful for hilclimb projects which don’t want to exceed some specific compressor pressure ratio.
DBW
- Throttle plate speed limit, could be separated for opening and closing.
VVT
- MAP axis is not very good axis choice for VVT with great range as it can change MAP quite a lot. But without some advanced airflow targeting torque model, there probably isn’t a better variable.
Sport/ALS
- It would be usefull to have the possiblility to override boost target with turbo speed target or pre throttle pressure target
- Include MAP axis in DBW target again as in V2 sw. It is useful and fast for airflow control.
Sport/GearCut
- Can’t open it
General points:
Tables size
- It would be nice to have the ability to reduce number of breakpoints in 3D maps and curve calibration. Sometimes I use fewer breakpoints than the maximum and it would make the work easies and keep me oriented better.
Fuel cut
- Option available in PRO, which cuts fuel while injector DC rises to 100% seem to me like quite reasonable safety feature, faster than lambda guard or else. Possible to include it in engine proteciton menu?
Disable fuel delivery in Primary trigger menu
Excellent feature!!
Wasted spark cranking while waiting for secondary trigger.
Is it just me or is this function not available anymore?
Boost/ Parameters/ “Output frequency”
There is a Typo
EWG calibration tool
Maybe something similar to DBW cal. tool could be implemented?
That is all I wrote down after first check of client. I look forward to more discussions and collaboration with you in this great community.
Thank you for your feedback!
The Gear shift strategy was introduces in 3.025 version, so please upgrade the software.
Individual cylinder fuel trims
Actually the only limitation is the available memory. For 8 cylinders it would require 8 3D tables. However we are thinking about it.
Sensors and inputs/Switches/MUX Switch
It was reported before, and it is already fixed for next version.
Sensors and inputs/MAP,BARO/BARO sensor
This feature is on to do list.
Sensors and inputs/Temperature/Standard sensors
That is a good point.
Throttle plate speed limit, could be separated for opening and closing.
It is doable. Could you please tell why such feature is useful for you ?
Include MAP axis in DBW target again as in V2 sw. It is useful and fast for airflow control.
Its on the to do list
Tables size
Due to the software architecture the tables have fixed sizes and this cannot be changed.
Option available in PRO, which cuts fuel while injector DC rises to 100% seem to me like quite reasonable safety feature, faster than lambda guard or else. Possible to include it in engine proteciton menu?
Added to the list. I think the protection DC should be user defined.
Wasted spark cranking while waiting for secondary trigger.
This option now is called Wasted spark during cranking and it is available in Igniton coils panel:
EWG calibration tool
It is more complicated as the EWG control strongly depends on the gas pressure and the back pressure. So it cannot be calibrated stationery.
According turboschaft speed there will be basic support added, so the speed could be logged and used as a protection feature.
The most advanced support will be introduced in EMU PRO.
Thank you for your answer and sorry for double posted points and thanks for explanation of those which are already implemented.
Throttle plate speed limit, could be separated for opening and closing.
While I would like to smooth the torque gradient (powerfull NA engine, for example) I would still like to have the possibiity to cut the power as soon as possible for safety reasons. Production ECU uses this, (in a bit different way as the are low-pass filtering input from sensor), quite often.
Now I wanted to check, if this “safety feature” could be supplied by overrun fuel cut, for example if (PPS< x), but I cannot find the setting in “Fuel cut” tab anymode. I am looking in wrong direction maybe?
EWG calibration tool
Understand. My point was rather to check the end stop voltages and tune the PID parameters. But it is not essentinal.
While writing this I recalled one thing about EWG. In some kinds of serial production EWG equiped turbochargers, it is usual, that closed position voltage is moving a lot with turbine housing temp. For example 0,5V. Usually there si some learning algorythm, which adapts the endstop voltage using periodical “touch & go” procedure while on idle or very low load, to prevent excessive stress of EWG mechanical parts in situations when trying to reach unreacheble position sensor voltage. It is quite complicated strategy so maybe it could be substituted by some EWG motor power limiting feature, for example EWG absolute position based MAX/MIN DC, To reduce force applied at end stops in direction of stop, while keeping speed in direction out of stop and in middle of stroke.
Is it possible to make the windows with logged parameters open with the width of the columns adjusted to the content?
Many windows open with very wide columns and have to be reduced in width each time
…and I found some problems with the order of the parameters
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One more explanation about Boost.
The Boost is calculated relative to the Baro pressure (MAP - BARO) clamped to 0.
So if you have baro sensor the absolute pressure for the Boost will change with the altitude.
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Good morning,
Have done some testing with the new V3 firmware, it is really interesting. The behaviour for the DSG has changed and it is much smoother.
As I am a DQ500 DSG user it would be nice to have more logging channels.
Like clutch pressure 1 / 2 target and is
Clutch Slip → Would be nice to have the ability to set up a configurable limp mode → as an example clutch slip over 10% → Limp
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I agree, DSG smoothness has vastly improved on my DQ250. It’s the thing I’ve noticed, and appreciate the most as I daily drive my car. I would like some more logging too if possible. I’m right at the limit of torque currently and clutch slip data or even some input shaft speed data would be amazing.
In any case. I still say V3 is a great improvement over V2.
Kudos to the development team, if it hasn’t been stated already.
3 Likes
The problem is that this data is not present on the CAN stream fro the gearbox.
If I understand this correctly it is only available via aervice protocol
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Yes, I think so. You need UDS Service Request
Knock control is superior in V3.
But the boost control with default 100%DC is an a.s pain with stiff spring WG and middle rpm throttle play during cornering without ALS. Vacuum getting into WG chamber causes extra “spring stiffnes” and spikes of overboost when back on throttle(no matters how narrow or wide margins are set). I think every tuner knows the trick with DC of boost solenoid to spool turbocharger, as well as little retarded ignition or vvti play; so it should be a choose option in my opinion:-).
Overrun cut takes a little too long to be on, in V2 it was just closed throttle and FC was on; now it takes much more time.
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can we see input shaft speed ? maybe if it says clutch engaged and we have input speed we can calculate slip with RPM ?
can we have start enable when in park or neutral like in v2 ?
If you put -100 into overrun fuel correction it should cut the fuel immediately.
According boost control did you tried to increase the margins, to allow faster PID control ? Did you set kD to prevent overshoot ?
This strategy is taken directly from PRO and no one never reported problem with the 100% DC when outside the margins.
What will be added in next version is the MAP threshold under the solenoid will not be powered. But it is just for no boost condition.