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TDIClub Forums > VW TDI Discussion Areas > TDI Power Enhancements
Help me understand my engine map (1.9L ALH) (Or I intend to do stupid things)
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TDI Power Enhancements Discussions about increasing the power of your TDI engine. i.e. chips, injectors, powerboxes, clutches, etc. Handling,
suspensions, wheels, type discussion should be put into the "Upgrades (non TDI Engine related)" forum. Non TDI vehicle related postings will be moved
or removed. Please note the Performance Disclaimer.
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January 22nd,
2013, 19:40
#1
Sbeghan
Help me understand my engine map (1.9L ALH) (Or I intend to do stupid things)
Veteran
Member
I've got a cable in the mail and poor judgement so I'll be attempting to flash my ECU soon. In preparation I have been looking
at an ECU dump and the maps in it trying to understand it. I'm starting this thread so that you can share in my stupidity.
Obviously this is for the 1.9L ALH engine, and 02-03s can be flashed via a cable. I grabbed the ECU off of the internets
(www.chiptuning.org, stock ECU forum) - when I get my cable I'll dump my ECU and compare it for any discrepancies.
Join Date:
Jun 2009
Location:
Triangle, NC
TDI(s): 03
Jetta Wagon
5spd 390k mi
If you want to do some reading here's a previous similar thread http://forums.tdiclub.com/showthread.php?t=279207
a primer on the maps
https://sites.google.com/site/vagecu...engine-control
Vag EDC15P Suite (similar to WinOLS but for TDIs specifically)
http://trionic.mobixs.eu/
And I'll post a link to an ECU dump later - for some reason I can't seem to upload zips right now.
So the ECU uses tables called maps to look at the state of the engine and then vary a couple things. Primarily: Fuel quantity
(controlled by the fuel pump voltage map, more correctly thought of as length of injection event), fuel timing (how many
degrees BTDC or ATDC does the injection start), Boost pressure. It can also sense the fuel quantity, fuel timing, boost
pressure, mass air flow, coolant fuel and air temperatures, engine rpm, pedal position, etc.
I'm probably at best, half correct about these things, and mostly wrong. Please correct me (as that's the whole point of this
thread).
I believe that the first thing the ECU does is look at the driver's wish map, aka, the go pedal.
Looking at this we can see that it tends to max out quantity of fuel injected at around 50 mg (I'll note that the maps don't
actually say 50mg, they say a number and vagsuite translates that to 50mg, but since its calibrated for PD engines sometimes
their translations may be off). Note that the map is nonlinear with respect to rpms. This lets you apply a light throttle and the
engine will naturally stabilize at some RPM range (as at higher rpms it won't fuel). It also shows that above 5000 RPM it really
pulls back on the fueling.
If I were to increase available boost I'd want to go into this map and increase the values so that I could achieve higher fueling.
There is also a related map called inverse driver wish, which is used by the cruise control. As I understand it the cruise control
will inject whatever quantity of fuel is needed to maintain a particular speed, and based on the rpms and quantity injected it
will move the pedal to show what the throttle position is. Not so important to mess with, but I could play some funny jokes on
people by having their pedal go up and down randomly.
So the engine knows how much fuel it wants (max), it also needs to know how much air is available.
Air has a density of about 1.225 g/L at STP. The engine has a displacement of 1.9L or ~.475L per cylinder. So at STP we get
581mg of air available. This can be less with a restricted intake or if you are at high altitudes and there is less air pressure, but
in general this is always the floor value of how much air is available. The engine will fuel up to the available limit of air. How
does it decide this? With the smoke limiter map.
I also calculated the fuel air ratio in the smoke limiter
I've heard that stoich is optimal (14.6-14.7), but with a diesel you may want to lean it up a bit to reduce smoke (its really hard
to burn that last bit when the oxygen is also almost at 0), something like 17-18 as a fuel air ratio. However, the apparent
ratios here are much higher across the majority of the map. 20-24 seems to be the going rate. Also, as I understand it, you
can decrease the FAR at higher boost pressures - at a 17:1 ratio at no boost you'll have some oxygen left over, but at full stock
boost a 17:1 ratio will have twice as much oxygen (and due to the temperature, probably more than twice the partial
pressure), so you could conceivably have a lower ratio and still achieve a smokeless burn. The other thing is that having a high
ratio requires the use of excess boost which lowers the engine efficiency by creating drag with the turbo.
Can I lower the fuel air ratios across the board and increase my fuel economy?
The other thing that I am concerned about on this map is the max air quantity plateaus at 850mg - at 1.95 bar boost and
assuming cool air and perfect air flow you'll have 1158mg of air. Increasing the available boost will increase this even more.
Won't the smoke limiter interfere with proper fueling? Heck, If you look at the driver wish 40-50mg fuel is the max in that and
I don't see where on the smoke limiter you can even achieve that.
There is also this map:
I believe that this is another hard limit on the quantity of fuel injected. Look at that, max fueling is 37.5 mg of fuel. I think
that the torque limiter only pertains to the driver's wish and not to things like the idle fuel (since it clearly asks for fuel in
those maps at 0-500 rpm, which is needed to start the engine). Together with the torque and smoke limiter we see that fuel is
limited to 37-40 mg and the driver's wish has an effectively flat zone where it can be asking for 40-50 mg and not getting it.
BORING. I'll have to do something about that.
There are a couple maps that control fueling behind the scenes. We'll start with the N146 Pump voltage map.
Once injection has started it will continue for a particular time determined by the pump voltage map. From what I understand
voltage is applied to a solenoid in the pump to determine how long the injection event lasts. More voltage, longer injection,
thus, more fuel. I do not know if this is linear, or what factors affect it (ex, fuel temp, engine speed).
On this map I notice a couple things. At 0 requested fuel it still applies voltage to the map from 1260 to 210 RPM. This I think
is what helps maintain idle, starts the engine (gives fuel at low RPM from the starter), and creates the soft stop in RPMs when
you push the clutch in (notice how the RPMs quickly drop to 1200 rpm and then they settle into 900 rpm softly?). 0 rpms gives
0 fuel, of course.
I see that at moderate fueling requests (from >0 to 20 mg) the voltage decreases with increasing RPMs or stays pretty flat. I
am wondering if increasing the RPMs increases the pressure in the fuel pump thus needing less voltage or time open for an
equivalent injection of fuel. Above 20mg requested fuel the opposite holds true, holding the injection event open longer at
higher RPMs.
Does anyone know why this is?
Next up are the start of injection maps. I have a slew of these that I can see ranging from -20C to 86C. There only really
appear to be two of them - a cold and hot one. This should be read as when the injection starts BTDC. Negative numbers
indicate ATDC requests.
Hot Timing
Cold Timing
At 4C and below the cold map is used. There is a transitory map at 10C and 20C, and a hot map that is used at 35C and above.
Notice that as RPMs go up and in general, as fueling goes up the SOI goes up (more advanced). There are two reasons for this
that I understand. For a given quantity of fuel you must have a given time period for injection and you want to balance the
injection around TDC, so for higher RPMs you need to advance the start of injection because by the time you finish injecting
the same quantity of fuel you will be further past TDC into the power stroke. Similar to this, for more fuel, you need to
lengthen the injection event, both advancing the start of injection, and by lengthening the injection period, retarding the end
of injection.
With a cold engine you want to advance timing to give the fuel more time to burn. With a hot engine you can retard the timing
because the fuel burns more easily and you want to have most of the burn around TDC or just after it.
Some questions I have about the map are: what's with the bump in timing at 1491 RPM when cold? In fact, why are these
maps so darn bumpy?
Also, why is the SOI after TDC in the normal driving regime on a hot engine (1500-2500 RPM, 0-20 mg/stroke)? Is this for
efficiency or emissions?
The last fueling map I'll bring up is the Start Injection Quantity map.
When you're starting the engine this is how much fuel is injected at a given RPM and temperature of the engine. I've heard
that on some maps on a hot engine it requests 0 fuel, leading to hot starting problems. Its otherwise not that interesting.
Continuing on... Boost! There is a map, the Boost Target Map
For a given RPM and *requested* fueling the ECU will look at this map and say "I want this much boost!" (If it wants 25mg @
2500 rpm but is making 1000 mbar of pressure it will request 1500mbar and inject less according to the smoke limiter map).
---continued--__________________
Vag-Com, mechanical assistance, & custom tuning in the RDU area.
Last edited by Sbeghan; January 24th, 2013 at 21:32.
January 22nd, 2013, 19:40
#2
Sbeghan
Veteran Member
It will use the N75 duty cycle map to determine how to make the requested boost.
Join Date: Jun 2009
Location: Triangle, NC
TDI(s): 03 Jetta Wagon 5spd
390k mi
I honestly don't understand this map. Its not smooth, its rough, and its based on RPM and fuel, not RPM and
requested boost. But anyway, I do like the spike at low RPM and requested fuel. This is why, if you turn the key
in the ignition but don't start the engine (and there is still vacuum in the system) the turbo actuator will fully
engage.
Also, maybe I didn't convert the values right but this seems awfully lean when I convert the target boost to a fuel
air ratio.
FAR = (mbar / 1000 *1.225 g/L * .475L) / fuel mg
Of course we need to limit the boost and I'm sure you've seen this VNT15 compressor map image passed around
here (its popular).
For simplicity's sake the Y axis is roughly ATMs or Bar. The X axis roughly corresponds to RPM / 500 (so 2000
RPM is about 4). Someone has drawn a line at 2.1 bar, I don't know why - the max on the boost target map and
SVBL is 1.95 bar and the Boost Limiter Map is capped at 2150 (you'll see that soon).
The correction for the air flow (30C, .96 bar) puts the density of air at 1.104 g/L. At 2000 RPM and perfect flow
at 0 boost we would flow 1900 L of air per minute or 2.097 kg/min. I think assuming at least a 5% inefficiency in
air flow (for a safety margin) is being generous, so therefore, assume the bottom number is RPM/500.
On the graph, the left side is the overspeed region where the compressor will surge or become supersonic and
destroy itself. To the top is also an overspeed region, don't go there. And to the right is the stall region where it
just doesn't work (but I don't think it will be harmed).
This is why people say that you can safely increase the boost on a stock VNT15 to 17 psi, and even higher (1820) (problem is that a boost spike can throw that above the safe zone easily if you've set it near the edge).
There are two limits on boost that I have found. The SVBL (Single value boost limiter) is a single value (1990
mbar). There is also the Boost Limit Map
I think that hitting the boost limit map will trigger limp mode. Note that there is an atmospheric pressure section
in the chart. Yes, the engine would be ready for Mars or Venus if you could just transport it there. Except, that
the maximum boost pressure in this chart is flat. a 2.15 ratio would be fine at 1 ATM, but it is unacceptable at
higher elevations, easily pushing the turbo into grenade territory at low RPMs.
While we're talking about air I'll bring up the EGR map.
Basically, the stock EGR turns off at 3600 RPM and above. Below that it will keep working for a while. You can
turn this off by setting the entire map to 8500.
Other maps I've found:
MAP linearization (calibrating the MAP sensor I think)
MAF linearization.
Launch control map (whether ASR is on or off at particular RPMs, I think)
Idle RPM: at 10C and above it idles at 903 rpm, below 10C it increases idle speed to 1134 at -20C.
And a couple of others which aren't identified and aren't immediately obvious but look interesting.
If you can identify any of these or if there are any I missed let me know.
I think there is also something that adjusts fueling based on temperature as well.
In summary:
For the most part your foot determines expected fuel delivery.
Fuel delivery checks the smoke limiter and torque limiter and limits fueling, then it goes to the SOI map and
N146 pump voltage map to determine when fueling starts and how long it lasts. (If I stick on larger nozzles and
possibly a lift pump the fueling will increase for a given window, thus letting me retard the SOI map and decrease
the pump voltage to achieve a more fuel efficient burn closer to TDC. Alternatively if I want POWAH I could keep
the same apparent SOI and pump voltage and bump up the boost for a given quantity of fuel. The latter would
probably be easier and more elegant).
Next, for a given quantity of fuel requested it checks the MAP sensor, boost target map, and N75 duty cycle and
will attempt to hit a particular level of boost (limited by the SVBL map?). I am not clear on what order this occurs
in. Just that after boost is developed apparent MAF increases and more fueling is enabled via the smoke limiter
map.
So you say, give me 100% power. Which says, give the driver 40 mg/stroke. The computer checks the torque
limiter and drops that to 37mg/stroke, and then the MAF which says "low airflow" and drops the fueling to 15
mg/stroke. The requested fueling is still 40mg/stroke so the boost target map says "do 1750 mbar" and the duty
cycle is increased until the boost is developed, and you get more fueling.
Short term I've gotta disable my EGR to turn that CEL off, that should be trivial. Then I'd like to tweak the boost
maps so that the low RPM boost is not hugging the surge zone and the high RPM boost is allowed to develop the
full power, probably bump it up from 14 to 17-18 PSI (1950 to 2250 mbar). I'd also like to put in a limiter so that
boost is lower at higher elevations for safety.
From the boost target map it develops boost at high RPM even without fueling - is this because it would develop
that boost ANYWAY even with the VNT turned down all the way so it is listed as requesting that boost so that it
doesn't trigger an overboost engine code? Or can I turn that down so that its not developing unnecessary boost
(and thus increase fuel efficiency by removing turbo drag)?
Also, as noted, the fuel air ratios seem to be extremely lean - 25 and higher. Is this for real? Can I decrease
them? If I'm not producing smoke and a getting a clean burn then it seems it would be more fuel efficient to
again, not waste energy compressing the intake air when its not necessary. I could probably even drop the boost
targets by comparing it to the EGR, since if I turn the EGR off the air will have more oxygen and less boost will
be necessary.
As for the fueling, I don't know how to do this. The smoke limiter caps out at 38mg/stroke and 853 mg/stroke
(which is equivalent to 1466mbar or 6 psi of boost). The torque limiter is capped at 37.5 mg/stroke as well.
How do I adjust the smoke limiter map for higher boost, how do I enable higher fueling with higher boost?
__________________
Vag-Com, mechanical assistance, & custom tuning in the RDU area.
Last edited by Sbeghan; January 24th, 2013 at 21:39.
January 22nd, 2013, 20:15
#3
Seatman
Veteran Member
Ouch! My head hurts
Join Date: Apr 2010
Location: Scotland
TDI(s): 2007 Seat Alhambra
2L tdi
Fuel Economy: No idea
January 22nd, 2013, 20:54
#4
Sbeghan
Veteran Member
Join Date: Jun 2009
Location: Triangle, NC
TDI(s): 03 Jetta Wagon 5spd
390k mi
Its not ... too hard once you read an explanation 5 times?
__________________
Vag-Com, mechanical assistance, & custom tuning in the RDU area.
January 23rd, 2013, 02:18
#5
timbomfg
Veteran Member
There are a few good guides on ECU-Connections. I'd start with those. They've done a far better job than i could
do.
Edit: https://sites.google.com/site/vagecumap/home
Join Date: Dec 2011
Location:
Woking/Twickenham, United
Kingdom
TDI(s): VW Bora PD130
http://www.ecuconnections.com/forum/viewtopic.php?f=2&t=150&start=150
http://www.ecuconnections.com/forum/...php?f=2&t=3312
__________________
Six: The GTB'd Gora
January 23rd, 2013, 02:21
#6
timbomfg
Veteran Member
And FYI, the way it works with mg/st is correct despite yours not being PD. All EDC15 ecus function in this way
(as near as makes no difference anyway)
__________________
Join Date: Dec 2011
Location:
Woking/Twickenham, United
Kingdom
TDI(s): VW Bora PD130
Six: The GTB'd Gora
January 23rd, 2013, 22:30
#7
TDIMeister
Phd of TDIClub Enthusiast
Moderator at Large
Subscribed with popcorn.
__________________
Join Date: May 1999
Location: Canada
TDI(s): TDI
TDIMeister's German-imported 1998 Audi A4 Avant TDI quattro
Are you receiving unwelcome sales solicitations or inappropriate, harassing messages in your PM? You can report
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January 23rd, 2013, 23:14
#8
slamhouse
Veteran Member
Quote:
Originally Posted by TDIMeister
Subscribed with popcorn.
Caramel, Butter, or Regular?
Join Date: Oct 2011
Location: Stanwood, WA
TDI(s): 2006 Jetta TDI SE
Fuel Economy: Better than
95% of cars on the road
I'm a caramel person myself.
__________________
GDE Tune and Meguiars on the tires
January 24th, 2013, 03:34
#9
timbomfg
Veteran Member
Screw it...
Popcorn is very simple...
2 methods, or the ability to have a 2 stage popcorn type thing mixed in with LauchControl
Join Date: Dec 2011
Location:
Woking/Twickenham,
United Kingdom
TDI(s): VW Bora PD130
Basically, you need to enable the LC map (in the toolbar in the suite)
Once you do so, you'll see a new map appear on the side. ALL YOU NEED TO DO....
Is redefine 2 of the rpm values at the top of the map to something like 4500 & 4550. Critically, you need to keep the
gap between the 2 values to something like 50rpm tops....like this...
Now in my case, my car will rev to 3850~ rpm, and the instantaneous fuel-cut will cause it to pop and splutter.
The values of 100/0 are NOT in percentage, they are in actual IQ limit, so what i've also done previously with this, is
use it to smooth out torque-peaks in low gears when towing etc.
Both the RPM and KM/H values are re-definable, so one could, if one wished, enabled various limiters for speed/revs
based on engine speed across the entire range. Wanna lock the car to 100mph....no problem!
To enable the 2nd level of popcorn (which is for use in-gear) involves the same principle, but in the torque-limiter
map...
Same principle again, change the last rpm value to 50rpm higher than the previous, and dependant on turbo setup,
raise the fueling a little so its still high enough to splutter (5-10% below peak in my case, but this depends entirely
on how your car is tuned/what turbo etc).
At which point, when you hit the red-line in gear (not that you really ever should unless you're running a meatyturbo), it'll pop and splutter.
There are questions as to how long the crank will cope with such abuse, but hay, with all silly-and-pointless funthings, there's an associated risk!
So if you blow up your car, don't blame me!
__________________
Six: The GTB'd Gora
January 24th, 2013, 07:22
#10
Sbeghan
Veteran Member
Join Date: Jun 2009
Location: Triangle, NC
TDI(s): 03 Jetta Wagon 5spd
390k mi
timbo, interesting. I saw you linked to the launch control thread, but I didn't read it (Yet). So the launch control
map is only for neutral? Or does it apply whether the car is in gear or not?
I think I'll keep the torque limiter map nice and smooth... haha.... I just want fuel economy and a bit extra fun.
Not popcorn fun.
I notice the torque limiter values drop significantly whereas in dynos I have see the torque is pretty flat. I
assume that this is an intentional calibration and when I edit my torque limiter map I should keep this drop (or at
least go back and fix it if my cutch slips).
I spent yesterday trying to figure out how to get the smoke map and car to recognize higher airflows. Well,
luckily I can change the X and Y axis in the smoke limiter, so I can bump the airflow the ECU can see and fuel at
up to 999.999 (but can't go over 1000). That is the simplest and most elegant solution for a stock car so I'm
going to use that.
But let's say your car isn't stock and you have a monster turbo and piping. The main solution is to go into the
MAF linearization map.
This maps the MAF voltage to airflow. The independent variable is voltage, dependent is airflow. If you compress
the airflow say, 2x with respect to voltage then when your ECU thinks it is getting 800mg/stroke it will be getting
1,600mg/stroke so you can tell it to inject 2x as much fuel across the entire smoke map (and everywhere else
you have dependencies on the MAF you will need to change).
I think if you change the MAF maximum from 850mg/stroke to 999mg/stroke you will also need to change the
EGR maximum from 850 to 999 unless you like CELs.
__________________
Vag-Com, mechanical assistance, & custom tuning in the RDU area.
Last edited by Sbeghan; January 24th, 2013 at 07:30.
January 24th, 2013, 07:40
#11
timbomfg
Veteran Member
Regardless if gear, it'll do what its set to above, up until the speed above.
Join Date: Dec 2011
Location:
Woking/Twickenham, United
Kingdom
TDI(s): VW Bora PD130
Edit2: If you have a wider-range'd turbo, one can flat-map once it reaches peak. What most stage1 mappers
seem to do (of the Revo/Awesome/CC/"custom") maps i've looked at, is request an oem shape, but higher levels.
You get the torque-kick, but it then softens across the range. Go take a look at a PD150/ARL stock map, and it
holds values across most of the range.
And what you've done there with the MAF hurts my brain. I don't believe it'll work correctly as the maximum
limit (diagnostic) of the MAF is something like 1200.
Basically, you're overcomplicating it. Just remove the MAF from the equasion (there is a switch in there to move
from IQviaMAF to IQviaMAP which will allow you to run mafless and so becomes injection quantity via boost
pressure.
Edit: No offence, just seems like a really odd way of doing it. I get your logic, but it seems overcomplicated...
__________________
Six: The GTB'd Gora
Last edited by timbomfg; January 24th, 2013 at 08:05.
January 24th, 2013, 08:06
#12
timbomfg
Veteran Member
I'd suggest reading this...
And This...
Join Date: Dec 2011
Location:
Woking/Twickenham, United
Kingdom
TDI(s): VW Bora PD130
And finally, this...
__________________
Six: The GTB'd Gora
January 24th, 2013, 08:19
#13
Sbeghan
Veteran Member
I wasn't aware of the IQ via MAP or MAF switch. I'll have to look into those.
Join Date: Jun 2009
Location: Triangle, NC
TDI(s): 03 Jetta Wagon 5spd
390k mi
(you may have missed it, but I linked your first link in my OP)
__________________
Vag-Com, mechanical assistance, & custom tuning in the RDU area.
Last edited by Sbeghan; January 24th, 2013 at 08:22.
January 24th, 2013, 08:34
#14
timbomfg
Veteran Member
Fair nuff. On a BT install, the maf isn't gonna do much but get in the way, and if the EGR has been disabled, it
has no reason to exist on the car.
__________________
Join Date: Dec 2011
Location:
Woking/Twickenham, United
Kingdom
TDI(s): VW Bora PD130
Six: The GTB'd Gora
January 24th, 2013, 22:00
#15
Sbeghan
Veteran Member
Join Date: Jun 2009
Location: Triangle, NC
TDI(s): 03 Jetta Wagon 5spd
390k mi
Maybe I'll make two tunes, one that uses the MAF and another that uses the MAP.
I think that the MAF, if applicable, would give a more accurate assessment of airflow and thus be more fuel
efficient.
We'll see.
I've started my preliminary tune. Let's make the assumption that I'm going to be looking for a 20% increase in
power.
Since fueling caps out at 38mg/stroke we'll increase that by 20%. So I'll cap it at 45mg. So I'll head on over to
driver wish and set the max from 2000-4000 RPM at 48mg/stroke, less above and below as well as making it
more linear across the RPM range.
After the driver's wish the torque limiter is invoked. I think I'll keep it stock to 1500-1750 rpm and then ramp up
to 45mg/stroke at 2250, and let it drop off at 3700 rpm.
I will return to the torque limiter once I do my boost target map and consult the VNT15 compressor map - no
point in asking for more fuel than available boost, else you could damage the turbo. The torque limiter doesn't
change for different air pressures, and it should definitely scale down. While I doubt I'll be traveling up any
mountains at 14,000 ft it seems prudent.
And lastly for now I'll play with the smoke limiter. If the max fueling I'll be using is 45 mg/stroke (pretty much
maxing out these nozzles and the pump voltage map) then at an 18-22 FAR the max MAF would be
1000mg/stroke air, perfect since that's when the MAF maxes out with stock calibration.
I'll throw some maps up once I get them done and detail my next expectations.
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