https://www.simoswiki.com/api.php?action=feedcontributions&feedformat=atom&user=ZuMBLe 2026-05-01T01:09:07Z User contributions MediaWiki 1.34.2 https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=194 2021-01-27T17:57:04Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> The Airmass DI tables axes are defined '''INCORRECTLY''' in Maestro. When tuning the DI tables, make your changes with the below axes in mind, but do '''not''' change the axes values in Maestro:<br /> &lt;br&gt;<br /> <br /> [[File:Screen Shot 2021-01-19 at 9.30.27 PM.png]]<br /> <br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle. <br /> <br /> ==== Factory ASW ====<br /> FIRST PASS, NEED MORE DATA TO CONFIRM:<br /> <br /> The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the wgdc on an ED tune without additional logging capability.<br /> <br /> One possible way to tune the wgdc is to measure the following 4 variables:<br /> <br /> &lt;pre&gt;<br /> fac_1_put_ad - first parameter for precontrol and adaptation<br /> fac_2_put_ad - second parameter for precontrol and adaptation<br /> fac_pow_put_ctl_opl - Open loop value of PUT control<br /> fac_pow_put_ctl_rgl - Regular value for PUT control<br /> &lt;/pre&gt;<br /> <br /> In maestro, the axes are labeled incorrectly.<br /> The X value is *actually* &lt;code&gt;fac_2_put_ad&lt;/code&gt;, and the Y value is *actually* &lt;code&gt;fac_1_put_ad&lt;/code&gt;.<br /> <br /> Calculating the difference between &lt;code&gt;fac_pow_put_ctl_opl&lt;/code&gt; and &lt;code&gt;fac_pow_put_ctl_rgl&lt;/code&gt; will tell you how far off your wgdc table is from your actual wastegate control. <br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> Ignition timing is determined by two look-up tables (Ignition timing, low octane and Ignition timing, high octane) and two settings tables (Min octane for adjustable features and Max octane for adjustable features). Within the Simos18 ECU there are additional lookup tables that will impact timing that Maestro does not access. Intake Air Temperature (IAT) as recorded by the MAP sensor is one such variable that will impact your timing advance. High IATs will retard timing to reduce the likelihood of pre-ignition due to high combustion temperatures within the cylinder. The ECU will override the two Maestro timing tables to ensure engine longevity in the face of extreme environmental conditions.<br /> <br /> '''Min and Max octane for adjustable features''' <br /> <br /> The two adjustable tables appear to represent timing for 80(low) and 100(high) octane. Setting the octane slider to some number will cause the ECU to perform a lookup against a (hidden to the user) table which defines the interpolation factor used to determine basic ignition angle. The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider will operate in. These two settings will not impact the timing interpolation.<br /> <br /> '''Ignition timing, low and high octane'''<br /> <br /> The tables have 3 axis:<br /> <br /> * X axis is Air Mass per stroke<br /> * Y Axis is Engine speed (RPM)<br /> * Z axis (the field of cells) is ignition timing<br /> <br /> As with any table within Maestro, the X and Y values can be modified to suit the users needs, however the Air Mass and RPM values as set on the base files should satisfy 99.99% of users and are not recommended to be modified. <br /> <br /> '''Setting a Timing Curve'''<br /> <br /> WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the engine uses ignition timing fairly aggressively due to the lack of airmass (which is due to the lack of exhaust volume spinning the turbine) to power the vehicle. If you lower these values the car will feel sluggish at part throttle. If you increase these values the engine will knock. Only make changes to the last few columns of the tables. Once you get comfortable with tuning and are looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing, etc..) you may feel the need to increase or decrease values in some of the air mass columns in the 600-900 range. For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/on feeling. Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to reduce without also reducing overall timing by adjusting the slider. Use your datalogs to make adjustments as needed. If you are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing down at that RPM and air mass area. It's best to make timing adjustments to both tables equally (or as equal as possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 from one and 0.75 from the other. If you feel like you need further reductions then pull more from the table that got the 0.375 reduction. <br /> <br /> '''How much KR is too much KR?''' <br /> <br /> This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.<br /> <br /> '''~*~*~*~* Flame 'n' Bang ~*~*~*~*'''<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> Then flame, flame, flame<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> It's not my thing, so let it go<br /> <br /> -Diggs<br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=193 2021-01-27T17:56:25Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> The Airmass DI tables axes are defined INCORRECTLY in Maestro. When tuning the DI tables, make your changes with the below axes in mind,but do not change the axes values in Maestro:<br /> &lt;br&gt;<br /> <br /> [[File:Screen Shot 2021-01-19 at 9.30.27 PM.png]]<br /> <br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle. <br /> <br /> ==== Factory ASW ====<br /> FIRST PASS, NEED MORE DATA TO CONFIRM:<br /> <br /> The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the wgdc on an ED tune without additional logging capability.<br /> <br /> One possible way to tune the wgdc is to measure the following 4 variables:<br /> <br /> &lt;pre&gt;<br /> fac_1_put_ad - first parameter for precontrol and adaptation<br /> fac_2_put_ad - second parameter for precontrol and adaptation<br /> fac_pow_put_ctl_opl - Open loop value of PUT control<br /> fac_pow_put_ctl_rgl - Regular value for PUT control<br /> &lt;/pre&gt;<br /> <br /> In maestro, the axes are labeled incorrectly.<br /> The X value is *actually* &lt;code&gt;fac_2_put_ad&lt;/code&gt;, and the Y value is *actually* &lt;code&gt;fac_1_put_ad&lt;/code&gt;.<br /> <br /> Calculating the difference between &lt;code&gt;fac_pow_put_ctl_opl&lt;/code&gt; and &lt;code&gt;fac_pow_put_ctl_rgl&lt;/code&gt; will tell you how far off your wgdc table is from your actual wastegate control. <br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> Ignition timing is determined by two look-up tables (Ignition timing, low octane and Ignition timing, high octane) and two settings tables (Min octane for adjustable features and Max octane for adjustable features). Within the Simos18 ECU there are additional lookup tables that will impact timing that Maestro does not access. Intake Air Temperature (IAT) as recorded by the MAP sensor is one such variable that will impact your timing advance. High IATs will retard timing to reduce the likelihood of pre-ignition due to high combustion temperatures within the cylinder. The ECU will override the two Maestro timing tables to ensure engine longevity in the face of extreme environmental conditions.<br /> <br /> '''Min and Max octane for adjustable features''' <br /> <br /> The two adjustable tables appear to represent timing for 80(low) and 100(high) octane. Setting the octane slider to some number will cause the ECU to perform a lookup against a (hidden to the user) table which defines the interpolation factor used to determine basic ignition angle. The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider will operate in. These two settings will not impact the timing interpolation.<br /> <br /> '''Ignition timing, low and high octane'''<br /> <br /> The tables have 3 axis:<br /> <br /> * X axis is Air Mass per stroke<br /> * Y Axis is Engine speed (RPM)<br /> * Z axis (the field of cells) is ignition timing<br /> <br /> As with any table within Maestro, the X and Y values can be modified to suit the users needs, however the Air Mass and RPM values as set on the base files should satisfy 99.99% of users and are not recommended to be modified. <br /> <br /> '''Setting a Timing Curve'''<br /> <br /> WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the engine uses ignition timing fairly aggressively due to the lack of airmass (which is due to the lack of exhaust volume spinning the turbine) to power the vehicle. If you lower these values the car will feel sluggish at part throttle. If you increase these values the engine will knock. Only make changes to the last few columns of the tables. Once you get comfortable with tuning and are looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing, etc..) you may feel the need to increase or decrease values in some of the air mass columns in the 600-900 range. For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/on feeling. Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to reduce without also reducing overall timing by adjusting the slider. Use your datalogs to make adjustments as needed. If you are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing down at that RPM and air mass area. It's best to make timing adjustments to both tables equally (or as equal as possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 from one and 0.75 from the other. If you feel like you need further reductions then pull more from the table that got the 0.375 reduction. <br /> <br /> '''How much KR is too much KR?''' <br /> <br /> This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.<br /> <br /> '''~*~*~*~* Flame 'n' Bang ~*~*~*~*'''<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> Then flame, flame, flame<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> It's not my thing, so let it go<br /> <br /> -Diggs<br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=192 2021-01-27T17:24:53Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> The Airmass DI tables axes are defined INCORRECTLY in Maestro. When tuning the DI tables, make your changes with the below axes in mind,but do not change the axes values in Maestro:<br /> &lt;br&gt;<br /> <br /> [[File:Screen Shot 2021-01-19 at 9.30.27 PM.png]<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle. <br /> <br /> ==== Factory ASW ====<br /> FIRST PASS, NEED MORE DATA TO CONFIRM:<br /> <br /> The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the wgdc on an ED tune without additional logging capability.<br /> <br /> One possible way to tune the wgdc is to measure the following 4 variables:<br /> <br /> &lt;pre&gt;<br /> fac_1_put_ad - first parameter for precontrol and adaptation<br /> fac_2_put_ad - second parameter for precontrol and adaptation<br /> fac_pow_put_ctl_opl - Open loop value of PUT control<br /> fac_pow_put_ctl_rgl - Regular value for PUT control<br /> &lt;/pre&gt;<br /> <br /> In maestro, the axes are labeled incorrectly.<br /> The X value is *actually* &lt;code&gt;fac_2_put_ad&lt;/code&gt;, and the Y value is *actually* &lt;code&gt;fac_1_put_ad&lt;/code&gt;.<br /> <br /> Calculating the difference between &lt;code&gt;fac_pow_put_ctl_opl&lt;/code&gt; and &lt;code&gt;fac_pow_put_ctl_rgl&lt;/code&gt; will tell you how far off your wgdc table is from your actual wastegate control. <br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> Ignition timing is determined by two look-up tables (Ignition timing, low octane and Ignition timing, high octane) and two settings tables (Min octane for adjustable features and Max octane for adjustable features). Within the Simos18 ECU there are additional lookup tables that will impact timing that Maestro does not access. Intake Air Temperature (IAT) as recorded by the MAP sensor is one such variable that will impact your timing advance. High IATs will retard timing to reduce the likelihood of pre-ignition due to high combustion temperatures within the cylinder. The ECU will override the two Maestro timing tables to ensure engine longevity in the face of extreme environmental conditions.<br /> <br /> '''Min and Max octane for adjustable features''' <br /> <br /> The two adjustable tables appear to represent timing for 80(low) and 100(high) octane. Setting the octane slider to some number will cause the ECU to perform a lookup against a (hidden to the user) table which defines the interpolation factor used to determine basic ignition angle. The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider will operate in. These two settings will not impact the timing interpolation.<br /> <br /> '''Ignition timing, low and high octane'''<br /> <br /> The tables have 3 axis:<br /> <br /> * X axis is Air Mass per stroke<br /> * Y Axis is Engine speed (RPM)<br /> * Z axis (the field of cells) is ignition timing<br /> <br /> As with any table within Maestro, the X and Y values can be modified to suit the users needs, however the Air Mass and RPM values as set on the base files should satisfy 99.99% of users and are not recommended to be modified. <br /> <br /> '''Setting a Timing Curve'''<br /> <br /> WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the engine uses ignition timing fairly aggressively due to the lack of airmass (which is due to the lack of exhaust volume spinning the turbine) to power the vehicle. If you lower these values the car will feel sluggish at part throttle. If you increase these values the engine will knock. Only make changes to the last few columns of the tables. Once you get comfortable with tuning and are looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing, etc..) you may feel the need to increase or decrease values in some of the air mass columns in the 600-900 range. For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/on feeling. Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to reduce without also reducing overall timing by adjusting the slider. Use your datalogs to make adjustments as needed. If you are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing down at that RPM and air mass area. It's best to make timing adjustments to both tables equally (or as equal as possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 from one and 0.75 from the other. If you feel like you need further reductions then pull more from the table that got the 0.375 reduction. <br /> <br /> '''How much KR is too much KR?''' <br /> <br /> This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.<br /> <br /> '''~*~*~*~* Flame 'n' Bang ~*~*~*~*'''<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> Then flame, flame, flame<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> It's not my thing, so let it go<br /> <br /> -Diggs<br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=191 2021-01-27T17:24:01Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> The Airmass DI tables axes are defined INCORRECTLY in Maestro. When tuning the DI tables, make your changes with the below axes in mind,but do not change the axes values in Maestro:<br /> &lt;br&gt;<br /> <br /> [[File:Screen Shot 2021-01-19 at 9.30.27 PM.png|thumb]]<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle. <br /> <br /> ==== Factory ASW ====<br /> FIRST PASS, NEED MORE DATA TO CONFIRM:<br /> <br /> The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the wgdc on an ED tune without additional logging capability.<br /> <br /> One possible way to tune the wgdc is to measure the following 4 variables:<br /> <br /> &lt;pre&gt;<br /> fac_1_put_ad - first parameter for precontrol and adaptation<br /> fac_2_put_ad - second parameter for precontrol and adaptation<br /> fac_pow_put_ctl_opl - Open loop value of PUT control<br /> fac_pow_put_ctl_rgl - Regular value for PUT control<br /> &lt;/pre&gt;<br /> <br /> In maestro, the axes are labeled incorrectly.<br /> The X value is *actually* &lt;code&gt;fac_2_put_ad&lt;/code&gt;, and the Y value is *actually* &lt;code&gt;fac_1_put_ad&lt;/code&gt;.<br /> <br /> Calculating the difference between &lt;code&gt;fac_pow_put_ctl_opl&lt;/code&gt; and &lt;code&gt;fac_pow_put_ctl_rgl&lt;/code&gt; will tell you how far off your wgdc table is from your actual wastegate control. <br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> Ignition timing is determined by two look-up tables (Ignition timing, low octane and Ignition timing, high octane) and two settings tables (Min octane for adjustable features and Max octane for adjustable features). Within the Simos18 ECU there are additional lookup tables that will impact timing that Maestro does not access. Intake Air Temperature (IAT) as recorded by the MAP sensor is one such variable that will impact your timing advance. High IATs will retard timing to reduce the likelihood of pre-ignition due to high combustion temperatures within the cylinder. The ECU will override the two Maestro timing tables to ensure engine longevity in the face of extreme environmental conditions.<br /> <br /> '''Min and Max octane for adjustable features''' <br /> <br /> The two adjustable tables appear to represent timing for 80(low) and 100(high) octane. Setting the octane slider to some number will cause the ECU to perform a lookup against a (hidden to the user) table which defines the interpolation factor used to determine basic ignition angle. The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider will operate in. These two settings will not impact the timing interpolation.<br /> <br /> '''Ignition timing, low and high octane'''<br /> <br /> The tables have 3 axis:<br /> <br /> * X axis is Air Mass per stroke<br /> * Y Axis is Engine speed (RPM)<br /> * Z axis (the field of cells) is ignition timing<br /> <br /> As with any table within Maestro, the X and Y values can be modified to suit the users needs, however the Air Mass and RPM values as set on the base files should satisfy 99.99% of users and are not recommended to be modified. <br /> <br /> '''Setting a Timing Curve'''<br /> <br /> WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the engine uses ignition timing fairly aggressively due to the lack of airmass (which is due to the lack of exhaust volume spinning the turbine) to power the vehicle. If you lower these values the car will feel sluggish at part throttle. If you increase these values the engine will knock. Only make changes to the last few columns of the tables. Once you get comfortable with tuning and are looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing, etc..) you may feel the need to increase or decrease values in some of the air mass columns in the 600-900 range. For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/on feeling. Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to reduce without also reducing overall timing by adjusting the slider. Use your datalogs to make adjustments as needed. If you are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing down at that RPM and air mass area. It's best to make timing adjustments to both tables equally (or as equal as possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 from one and 0.75 from the other. If you feel like you need further reductions then pull more from the table that got the 0.375 reduction. <br /> <br /> '''How much KR is too much KR?''' <br /> <br /> This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.<br /> <br /> '''~*~*~*~* Flame 'n' Bang ~*~*~*~*'''<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> Then flame, flame, flame<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> It's not my thing, so let it go<br /> <br /> -Diggs<br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=190 2021-01-27T17:23:31Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> The Airmass DI tables axes are defined INCORRECTLY in Maestro. When tuning the DI tables, make your changes with the below axes in mind,but do not change the axes values in Maestro:&lt;br&gt;<br /> [[File:Screen Shot 2021-01-19 at 9.30.27 PM.png|thumb]]<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle. <br /> <br /> ==== Factory ASW ====<br /> FIRST PASS, NEED MORE DATA TO CONFIRM:<br /> <br /> The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the wgdc on an ED tune without additional logging capability.<br /> <br /> One possible way to tune the wgdc is to measure the following 4 variables:<br /> <br /> &lt;pre&gt;<br /> fac_1_put_ad - first parameter for precontrol and adaptation<br /> fac_2_put_ad - second parameter for precontrol and adaptation<br /> fac_pow_put_ctl_opl - Open loop value of PUT control<br /> fac_pow_put_ctl_rgl - Regular value for PUT control<br /> &lt;/pre&gt;<br /> <br /> In maestro, the axes are labeled incorrectly.<br /> The X value is *actually* &lt;code&gt;fac_2_put_ad&lt;/code&gt;, and the Y value is *actually* &lt;code&gt;fac_1_put_ad&lt;/code&gt;.<br /> <br /> Calculating the difference between &lt;code&gt;fac_pow_put_ctl_opl&lt;/code&gt; and &lt;code&gt;fac_pow_put_ctl_rgl&lt;/code&gt; will tell you how far off your wgdc table is from your actual wastegate control. <br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> Ignition timing is determined by two look-up tables (Ignition timing, low octane and Ignition timing, high octane) and two settings tables (Min octane for adjustable features and Max octane for adjustable features). Within the Simos18 ECU there are additional lookup tables that will impact timing that Maestro does not access. Intake Air Temperature (IAT) as recorded by the MAP sensor is one such variable that will impact your timing advance. High IATs will retard timing to reduce the likelihood of pre-ignition due to high combustion temperatures within the cylinder. The ECU will override the two Maestro timing tables to ensure engine longevity in the face of extreme environmental conditions.<br /> <br /> '''Min and Max octane for adjustable features''' <br /> <br /> The two adjustable tables appear to represent timing for 80(low) and 100(high) octane. Setting the octane slider to some number will cause the ECU to perform a lookup against a (hidden to the user) table which defines the interpolation factor used to determine basic ignition angle. The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider will operate in. These two settings will not impact the timing interpolation.<br /> <br /> '''Ignition timing, low and high octane'''<br /> <br /> The tables have 3 axis:<br /> <br /> * X axis is Air Mass per stroke<br /> * Y Axis is Engine speed (RPM)<br /> * Z axis (the field of cells) is ignition timing<br /> <br /> As with any table within Maestro, the X and Y values can be modified to suit the users needs, however the Air Mass and RPM values as set on the base files should satisfy 99.99% of users and are not recommended to be modified. <br /> <br /> '''Setting a Timing Curve'''<br /> <br /> WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the engine uses ignition timing fairly aggressively due to the lack of airmass (which is due to the lack of exhaust volume spinning the turbine) to power the vehicle. If you lower these values the car will feel sluggish at part throttle. If you increase these values the engine will knock. Only make changes to the last few columns of the tables. Once you get comfortable with tuning and are looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing, etc..) you may feel the need to increase or decrease values in some of the air mass columns in the 600-900 range. For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/on feeling. Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to reduce without also reducing overall timing by adjusting the slider. Use your datalogs to make adjustments as needed. If you are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing down at that RPM and air mass area. It's best to make timing adjustments to both tables equally (or as equal as possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 from one and 0.75 from the other. If you feel like you need further reductions then pull more from the table that got the 0.375 reduction. <br /> <br /> '''How much KR is too much KR?''' <br /> <br /> This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.<br /> <br /> '''~*~*~*~* Flame 'n' Bang ~*~*~*~*'''<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> Then flame, flame, flame<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> It's not my thing, so let it go<br /> <br /> -Diggs<br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=189 2021-01-27T17:23:14Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> The Airmass DI tables axes are defined INCORRECTLY in Maestro. When tuning the DI tables, make your changes with the below axes in mind,but do not change the axes values in Maestro:<br /> [[File:Screen Shot 2021-01-19 at 9.30.27 PM.png|thumb]]<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle. <br /> <br /> ==== Factory ASW ====<br /> FIRST PASS, NEED MORE DATA TO CONFIRM:<br /> <br /> The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the wgdc on an ED tune without additional logging capability.<br /> <br /> One possible way to tune the wgdc is to measure the following 4 variables:<br /> <br /> &lt;pre&gt;<br /> fac_1_put_ad - first parameter for precontrol and adaptation<br /> fac_2_put_ad - second parameter for precontrol and adaptation<br /> fac_pow_put_ctl_opl - Open loop value of PUT control<br /> fac_pow_put_ctl_rgl - Regular value for PUT control<br /> &lt;/pre&gt;<br /> <br /> In maestro, the axes are labeled incorrectly.<br /> The X value is *actually* &lt;code&gt;fac_2_put_ad&lt;/code&gt;, and the Y value is *actually* &lt;code&gt;fac_1_put_ad&lt;/code&gt;.<br /> <br /> Calculating the difference between &lt;code&gt;fac_pow_put_ctl_opl&lt;/code&gt; and &lt;code&gt;fac_pow_put_ctl_rgl&lt;/code&gt; will tell you how far off your wgdc table is from your actual wastegate control. <br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> Ignition timing is determined by two look-up tables (Ignition timing, low octane and Ignition timing, high octane) and two settings tables (Min octane for adjustable features and Max octane for adjustable features). Within the Simos18 ECU there are additional lookup tables that will impact timing that Maestro does not access. Intake Air Temperature (IAT) as recorded by the MAP sensor is one such variable that will impact your timing advance. High IATs will retard timing to reduce the likelihood of pre-ignition due to high combustion temperatures within the cylinder. The ECU will override the two Maestro timing tables to ensure engine longevity in the face of extreme environmental conditions.<br /> <br /> '''Min and Max octane for adjustable features''' <br /> <br /> The two adjustable tables appear to represent timing for 80(low) and 100(high) octane. Setting the octane slider to some number will cause the ECU to perform a lookup against a (hidden to the user) table which defines the interpolation factor used to determine basic ignition angle. The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider will operate in. These two settings will not impact the timing interpolation.<br /> <br /> '''Ignition timing, low and high octane'''<br /> <br /> The tables have 3 axis:<br /> <br /> * X axis is Air Mass per stroke<br /> * Y Axis is Engine speed (RPM)<br /> * Z axis (the field of cells) is ignition timing<br /> <br /> As with any table within Maestro, the X and Y values can be modified to suit the users needs, however the Air Mass and RPM values as set on the base files should satisfy 99.99% of users and are not recommended to be modified. <br /> <br /> '''Setting a Timing Curve'''<br /> <br /> WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the engine uses ignition timing fairly aggressively due to the lack of airmass (which is due to the lack of exhaust volume spinning the turbine) to power the vehicle. If you lower these values the car will feel sluggish at part throttle. If you increase these values the engine will knock. Only make changes to the last few columns of the tables. Once you get comfortable with tuning and are looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing, etc..) you may feel the need to increase or decrease values in some of the air mass columns in the 600-900 range. For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/on feeling. Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to reduce without also reducing overall timing by adjusting the slider. Use your datalogs to make adjustments as needed. If you are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing down at that RPM and air mass area. It's best to make timing adjustments to both tables equally (or as equal as possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 from one and 0.75 from the other. If you feel like you need further reductions then pull more from the table that got the 0.375 reduction. <br /> <br /> '''How much KR is too much KR?''' <br /> <br /> This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.<br /> <br /> '''~*~*~*~* Flame 'n' Bang ~*~*~*~*'''<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> Then flame, flame, flame<br /> <br /> You bang, bang, bang, bang, bang<br /> <br /> It's not my thing, so let it go<br /> <br /> -Diggs<br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=File:Screen_Shot_2021-01-19_at_9.30.27_PM.png&diff=188 2021-01-27T17:22:33Z

<p>ZuMBLe: </p> <hr /> <div>Correct DI table axes.</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=124 2020-09-28T16:10:37Z

<p>ZuMBLe: /* Editing Software */</p> <hr /> <div>__NOTOC__<br /> &lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> Most of the information here revolves around the use of Eurodyne Maestro. Eurodyne does change some maps and axis names, but the vast majority of ecu strategies are kept consistent with the way Continental designed it. An example of where there's a change in the software is the Boss file wastegate duty tables. The factory uses a complex scheme to calculate the exhaust flow vs Boost, while Eurodyne changes this to use a simple RPM vs. Boost level. Examples of the two different tables are on the [[Eurodyne_Tables|Eurodyne Maestro Tables]] page.<br /> <br /> &lt;strong&gt;THIS WIKI IS A WORK IN PROGRESS&lt;/strong&gt;. We went live with it on 9/21/2020, and we're working on getting info in place.<br /> <br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> [[HP_Tuners_Tables|HPTuners Tables]] is an overview of HPTuners software<br /> <br /> === Helpful Links ===<br /> Note: External links will attempt to open in a new tab&lt;br&gt;<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]&lt;br&gt;<br /> [https://ecutek.atlassian.net/wiki/spaces/SUPPORT/pages/21430325/VW+EA888+Engine+Tuning Ecutek EA888 Tuning Guide]&lt;br&gt;<br /> [https://www.youtube.com/watch?v=5wQ9lQq2vDQ Maestro MK7 GTI MQB, Basic overview (YouTube video)] &lt;br&gt;<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;<br /> [http://www.nefariousmotorsports.com/forum/ Nefmoto] (Not a whole lot that's simos specific)&lt;br&gt;<br /> [https://s4wiki.com/wiki/Tuning S4 Tuning Wiki] (Not Simos - but still can be helpful)&lt;br&gt;<br /> <br /> === Just saying ===<br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> *Paypal: webmaster@simoswiki.com<br /> *Bitcoin: 34JVVe9pE7gZJ5Pu1B3rhWCPiV5SWavQL2<br /> <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=92 2020-09-24T15:21:41Z

<p>ZuMBLe: /* Fueling */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle (though it's the reverse). <br /> <br /> ==== Factory file ====<br /> The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. <br /> <br /> Boost pressure is along the top, while the exhaust flow is along the side. An easy way to think of it is if you want to maintain the boost value in X, and the exhaust matches the flow on the Y, Z is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.<br /> Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage.<br /> <br /> This is difficult to tune for because there's no way (today) to log the exhaust flow factory (y values). There's a lot of trial and error involved. You can estimate your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in table.<br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=91 2020-09-24T14:55:16Z

<p>ZuMBLe: /* Minimum Lambda Target */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value.<br /> <br /> The Max torque tables can be used to limit torque delivery in certain gears.<br /> <br /> [[File:boss_maxclutchtorque.png|500px]]<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> &lt;BR&gt;<br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will ignore any lower values in other fueling tables.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> [[File:maxturbopressureratio.png|500px]]<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle (though it's the reverse). <br /> <br /> ==== Factory file ====<br /> The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. <br /> <br /> Boost pressure is along the top, while the exhaust flow is along the side. An easy way to think of it is if you want to maintain the boost value in X, and the exhaust matches the flow on the Y, Z is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.<br /> Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage.<br /> <br /> This is difficult to tune for because there's no way (today) to log the exhaust flow factory (y values). There's a lot of trial and error involved. You can estimate your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in table.<br /> <br /> <br /> [[File:is20_wgdc.png|500px]]<br /> <br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> The Boss file uses a different strategy that's much more straightforward. To maintain X Boost at Y RPM open the gate Z percentage.<br /> <br /> [[File:boss_wgdc.png|500px]]<br /> <br /> == Timing ==<br /> <br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=72 2020-09-23T21:41:45Z

<p>ZuMBLe: /* Limiters */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> &lt;BR&gt;<br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will not target a lambda value lower than this value.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle.<br /> <br /> ==== Factory file ====<br /> The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. <br /> <br /> Boost pressure is along the top, while the exhaust flow is along the side. An easy way to think of it is if you want to maintain the boost value in X, and the exhaust matches the flow on the Y, Z is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.<br /> Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage.<br /> <br /> This is difficult to tune for because there's no way (today) to log the exhaust flow factory (y values). There's a lot of trial and error involved. You can estimate your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in table. <br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> == Timing ==<br /> <br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=71 2020-09-23T21:40:41Z

<p>ZuMBLe: /* Limiters */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will not target a lambda value lower than this value.<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> &lt;BR&gt;<br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will not target a lambda value lower than this value.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle.<br /> <br /> ==== Factory file ====<br /> The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. <br /> <br /> Boost pressure is along the top, while the exhaust flow is along the side. An easy way to think of it is if you want to maintain the boost value in X, and the exhaust matches the flow on the Y, Z is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.<br /> Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage.<br /> <br /> This is difficult to tune for because there's no way (today) to log the exhaust flow factory (y values). There's a lot of trial and error involved. You can estimate your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in table. <br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> == Timing ==<br /> <br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=70 2020-09-23T21:16:53Z

<p>ZuMBLe: /* Fueling */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> &lt;BR&gt;<br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> === Minimum Lambda Target ===<br /> This is the absolute lowest lambda value that the ECU will target. The ECU will not target a lambda value lower than this value.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle.<br /> <br /> ==== Factory file ====<br /> The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. <br /> <br /> Boost pressure is along the top, while the exhaust flow is along the side. An easy way to think of it is if you want to maintain the boost value in X, and the exhaust matches the flow on the Y, Z is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.<br /> Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage.<br /> <br /> This is difficult to tune for because there's no way (today) to log the exhaust flow factory (y values). There's a lot of trial and error involved. You can estimate your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in table. <br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> == Timing ==<br /> <br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=69 2020-09-23T21:13:34Z

<p>ZuMBLe: /* Fueling */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> &lt;BR&gt;<br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> === Lambda EGT Protection ===<br /> This table determines the lambda target when the ECU determines EGT (exhaust gas temperature) is too high. You may consider using targets which are not as rich if you have an aftermarket DP.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle.<br /> <br /> ==== Factory file ====<br /> The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. <br /> <br /> Boost pressure is along the top, while the exhaust flow is along the side. An easy way to think of it is if you want to maintain the boost value in X, and the exhaust matches the flow on the Y, Z is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.<br /> Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage.<br /> <br /> This is difficult to tune for because there's no way (today) to log the exhaust flow factory (y values). There's a lot of trial and error involved. You can estimate your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in table. <br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> == Timing ==<br /> <br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Helpful_Links&diff=65 2020-09-23T19:03:54Z

<p>ZuMBLe: /* Simos 18 Specific Tuning */</p> <hr /> <div>== General Tuning ==<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;<br /> <br /> == Simos 18 Specific Tuning ==<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]&lt;br&gt;<br /> [https://ecutek.atlassian.net/wiki/spaces/SUPPORT/pages/21430325/VW+EA888+Engine+Tuning ECUTEK EA888 Tuning Guide]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Helpful_Links&diff=64 2020-09-23T19:00:43Z

<p>ZuMBLe: /* Simos 18 Specific Tuning */</p> <hr /> <div>== General Tuning ==<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;<br /> <br /> == Simos 18 Specific Tuning ==<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb TuningVolkswagen MQB Tuning Guide]&lt;br&gt;<br /> [https://ecutek.atlassian.net/wiki/spaces/SUPPORT/pages/21430325/VW+EA888+Engine+Tuning ECUTEK EA888 Tuning Guide]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Helpful_Links&diff=63 2020-09-23T18:59:04Z

<p>ZuMBLe: /* General Tuning */</p> <hr /> <div>== General Tuning ==<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;<br /> <br /> == Simos 18 Specific Tuning ==<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb TuningVolkswagen MQB Tuning Guide]&lt;br&gt;<br /> <br /> [https://ecutek.atlassian.net/wiki/spaces/SUPPORT/pages/378765322/EA888+Multi-Port+Injection ECUTEK EA888 Tuning Guide]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=62 2020-09-23T18:57:31Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>__NOTOC__<br /> &lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> Most of the information here revolves around the use of Eurodyne Maestro. Eurodyne does change some maps and axis names, but the vast majority of ecu strategies are kept consistent with the way Continental designed it. An example of where there's a change in the software is the Boss file wastegate duty tables. The factory uses a complex scheme to calculate the exhaust flow vs Boost, while Eurodyne changes this to use a simple RPM vs. Boost level. Examples of the two different tables are on the [[Eurodyne_Tables|Eurodyne Maestro Tables]] page.<br /> <br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> Note: External links will attempt to open in a new tab&lt;br&gt;<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb TuningVolkswagen MQB Tuning Guide]&lt;br&gt;<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;<br /> [https://ecutek.atlassian.net/wiki/spaces/SUPPORT/pages/378765322/EA888+Multi-Port+Injection ECUTEK EA888 Tuning Guide]<br /> <br /> === Just saying ===<br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> *Paypal: webmaster@simoswiki.com<br /> *Bitcoin: 34JVVe9pE7gZJ5Pu1B3rhWCPiV5SWavQL2<br /> <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=61 2020-09-23T16:26:58Z

<p>ZuMBLe: /* Fueling */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> &lt;BR&gt;<br /> === Full Load Lambda ===<br /> This table is referenced when the ECU is in a full throttle situation. The X-Axis represents time elapsed in full load in seconds.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> === Map for boost pressure actuator setpoint ===<br /> More commonly known as... wastegate duty cycle.<br /> <br /> ==== Factory file ====<br /> The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. <br /> <br /> Boost pressure is along the top, while the exhaust flow is along the side. An easy way to think of it is if you want to maintain the boost value in X, and the exhaust matches the flow on the Y, Z is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.<br /> Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage.<br /> <br /> This is difficult to tune for because there's no way (today) to log the exhaust flow factory (y values). There's a lot of trial and error involved. You can estimate your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in table. <br /> <br /> ==== Boss/Big turbo version ====<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=53 2020-09-22T19:43:03Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> Note: External links will attempt to open in a new tab&lt;br&gt;<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb TuningVolkswagen MQB Tuning Guide]&lt;br&gt;<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=52 2020-09-22T18:50:40Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> Note: External links will attempt to open in a new tab&lt;br&gt;&lt;br&gt;<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb TuningVolkswagen MQB Tuning Guide]&lt;br&gt;<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=51 2020-09-22T18:49:43Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> Note: External links will attempt to open in a new tab&lt;br&gt;<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]&lt;br&gt;<br /> <br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=48 2020-09-22T17:22:35Z

<p>ZuMBLe: /* Select a topic from the left nav bar or the links below */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]&lt;br&gt;<br /> <br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Helpful_Links&diff=47 2020-09-22T17:21:58Z

<p>ZuMBLe: Created page with &quot;== General Tuning ==&quot;</p> <hr /> <div>== General Tuning ==</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=46 2020-09-22T17:21:17Z

<p>ZuMBLe: </p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> [[Helpful_Links|Helpful Links]]<br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]&lt;br&gt;<br /> <br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=45 2020-09-22T17:18:38Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]&lt;br&gt;<br /> <br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]&lt;br&gt;</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=44 2020-09-22T17:18:24Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]&lt;br&gt;<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=43 2020-09-22T17:18:13Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]<br /> [https://www.youtube.com/watch?v=0Yglshxokv4 Understanding AFR and Lambda]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=42 2020-09-22T17:09:26Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. &lt;br&gt;<br /> <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=41 2020-09-22T17:09:07Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. <br /> '''Note:''' &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=40 2020-09-22T17:08:35Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the ''part throttle'' fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. Note: &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=39 2020-09-22T17:08:18Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the part throttle fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. Note: &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=38 2020-09-22T17:08:02Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the part throttle&quot;\ fueling map. The ECU will target the entered lambda values during part throttle (not pedal position). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table. Note: &quot;Full Throttle&quot; can happen even if the accelerator pedal is not pushed completely down.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=37 2020-09-22T17:06:39Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the &quot;part throttle&quot; fueling map. The ECU will target the entered lambda values during part throttle (not pedal). At full throttle, the ECU will switch to the &quot;Full Load Lambda&quot; fueling table.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=36 2020-09-22T17:02:49Z

<p>ZuMBLe: /* Basic Lambda vs Airmass DI */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> This table is the &quot;part throttle&quot; fueling map. The ECU will target the entered lambda values during part throttle.<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=35 2020-09-22T16:59:42Z

<p>ZuMBLe: /* Fueling */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> === Basic Lambda vs Airmass DI ===<br /> <br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Eurodyne_Tables&diff=34 2020-09-22T16:57:07Z

<p>ZuMBLe: /* Maximum Clutch Torque */</p> <hr /> <div>= Calibration tables =<br /> == Limiters ==<br /> === Maximum Clutch Torque ===<br /> The Maximum Clutch Torque tables are used to define the maximum available torque based on RPM and gear. The two tables represent MANUAL and DSG transmissions.<br /> The ECU will look at the current Driver requested torque percentage (input from the pedal), along with the current RPM to arrive at the target torque value<br /> <br /> == Fueling ==<br /> == Boost ==<br /> === Maximum Turbo Pressure Ratio ===<br /> This table is used to define the maximum turbo boost at a given RPM range. The ECU will not attempt to overshoot this boost value. Measurements are relative boost pressure *not* absolute pressure.<br /> <br /> == Timing ==<br /> == Crackle ==<br /> <br /> <br /> = Unofficial changelog =<br /> Lol</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Boost_Management&diff=33 2020-09-22T16:55:05Z

<p>ZuMBLe: /* Boost management */</p> <hr /> <div>== Boost Management ==<br /> The replacement for displacement is boost. We can achieve impressive power levels in small displacement motors by putting turbos on them. We'll assume a working knowledge of forced induction... If you don't already have that, there's plenty of places to look.<br /> <br /> <br /> Once the ecu has calculated the amount of torque the driver wants, it'll use that to dictate how much boost it should try and create. The engine will convert the driver request torque value into an airflow volume. I.e. to make T torque at R rpm we need V volume of air. <br /> <br /> === Modeled Tables ===<br /> The ecu has no way to calcute actual airflow. There's no MAF. what it does have is PUT and MAP sensors (&quot;PUT&quot; stands for pressure upstream throttle, vs &quot;MAP&quot; which you should already be familiar with.), Baro sensor, temperature sensors, etc. If you know the airflow characteristics of the turbo, you can calcute the volume of air that it flows given its output pressure. So to target V volume of air, the ecu assumes that it should target B boost pressure (PUT set point or PUT_SP)<br /> <br /> <br /> But there's more involved in choosing a PUT_SP than just modeled airflow tables. We also have tables that define the maximum turbo pressure ratio. At certain target airflow volumes and RPMs, we can tell the ecu to limit the PUT. <br /> <br /> And once we've got our PUT_SP, how do we limit the boost? Wastegate duty cycle (or wastegate_sp).<br /> <br /> === Wastegate ===<br /> The Simos family of ECUs use electronic wastegate control rather than a traditional boost actuated wastegate. Typically there's a spring that will operate at a fixed boost pressure, and a boost controller will bleed off a certain amount of pressure so the spring operates at a higher boost. An electronic wastegate works by having a target position at a certain boost level.</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=32 2020-09-22T16:54:09Z

<p>ZuMBLe: </p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost Management]]<br /> <br /> [[Fuel_Management|Fueling Management]]<br /> <br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=31 2020-09-22T16:53:01Z

<p>ZuMBLe: /* Editing software */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost management]]<br /> <br /> [[Fuel_Management|Fueling management]]<br /> <br /> <br /> === Editing Software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=30 2020-09-22T16:51:25Z

<p>ZuMBLe: /* Helpful Links */</p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost management]]<br /> <br /> [[Fuel_Management|Fueling management]]<br /> <br /> <br /> === Editing software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> <br /> === Helpful Links ===<br /> [https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/143753246/Volkswagen+MQB+Tuning+Guide#VolkswagenMQBTuningGuide-GettingtoknowtheMQBPlatforms Cobb Tuning Volkswagen MQB Tuning Guide]</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=29 2020-09-22T16:34:12Z

<p>ZuMBLe: </p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost management]]<br /> <br /> [[Fuel_Management|Fueling management]]<br /> <br /> <br /> === Editing software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro<br /> <br /> <br /> === Helpful Links ===</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=28 2020-09-22T16:33:24Z

<p>ZuMBLe: </p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost management]]<br /> <br /> [[Fuel_Management|Fueling management]]<br /> <br /> <br /> === Editing software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro</div>

ZuMBLe https://www.simoswiki.com/index.php?title=Main_Page&diff=27 2020-09-22T16:32:39Z

<p>ZuMBLe: </p> <hr /> <div>&lt;strong&gt;The SimosWiki&lt;/strong&gt;<br /> <br /> This site is dedicated to tuning the Simos(18) family of ECUs commonly found in the MQB platform of VW/Audi cars.<br /> <br /> As with anything, you make modifications at your own risk. Nobody else is responsible for anything that happens while you're tuning your car. <br /> <br /> If the information here has been helpful, consider donating. Domain names and web hosting aren't free. <br /> <br /> SIMOS is a registered trademark of CONTINENTAL AUTOMOTIVE GMBH. This site has no affiliation.<br /> <br /> === Select a topic from the left nav bar or the links below ===<br /> [[High_Level_Overview|High level overview]] of ECU operation<br /> <br /> [[Boost_Management|Boost management]]<br /> <br /> [[Fuel_Management|Fueling management]]<br /> <br /> [[Test|Test]]<br /> === Editing software ===<br /> Eurodyne Maestro (and HPTuners as of late 2020) are the only software suites that allow for end user modifications to the calibration tables<br /> <br /> [[Eurodyne_Tables|Eurodyne Maestro Tables]] is an overview of the tables available in Eurodyne Maestro</div>

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