Tightmopedman9

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Tightmopedman9 last won the day on July 26 2019

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About Tightmopedman9

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    ever been to the southern part of the gulf for the Bonita run?
  • Birthday 09/04/1989

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    Tightmopedman9
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    VASTtuning.com

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    Male
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  • Location
    Denver, CO
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    NEC

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  1. That cable you linked is the incorrect cable. You need a VAG-COM cable, which is a 'dumb' cable which does nothing to the signal between the OBDII port and computer. Make sure that you get a VAG-COM cable with FTDI chip.
  2. You bored a factory 83mm block to 83.5mm? If so I would just throw the block out and get a new one, or Darton sleeve it. The 83mm block is already prone to cracking, and with a .5mm overbore it will be even more prone. You said you might sleeve it so you can reuse the stock pistons? A proper sleeve job will cost well in excess of $2000 and will leave you with a block that can support more than 1000WHP. The forged pistons you have now will barely make it past 500WHP. You could just get a 2.3L block, hone it and put in forged rods and have a stronger engine overall. If you want to waste your money on 83.5mm for a stock sleeve block wiseco can make you a set.
  3. You can just trigger the VVT on the intake side. Controlling the exhaust side VVT doesn't give much performance benefit. With dal independent VVT control you can increase overlap during spoolup which can help decrease spool time a bit
  4. Saw Brandon off today, I'm glad to see the car finally leave, but a little sad that I won't be able to work on it anymore. Really makes realize how much I miss my own car. Who's up next?
  5. Sorry for the confusion, I typed up that response hastily and didn't really pay attention to what I posted. I was able to find my notes from the 'fix' and the problem was that the compressor would click on once, and immediately turn off, never to turn on again until the car was restarted. Maybe it was just a problem with their AC pressure sensor malfunctioning, but they did mention that they tested high and low side pressure when the problem was occurring and both were in spec. Probably disabling the pressure error shut off isn't the best course of action, but if you want to do so you can set 0xCAC6 & 0xCAC7 to 00. It could be that you need to increase the cold start factor at higher coolant temps, while leaving the lower coolant temp values the same.
  6. Reduce your acceleration enrichment at low coolant temps, there is another accel enrichment table at 0xCFA4, same size and axes as the other tables. Also, reduce the values in afterstart enrichment at 0xD8B4, single axis table, 16 values long. It is impossible to get the 850 MAF to sit in the center of the 540i housing, it is off by more than .75". I stopped recommending this housing because it is a pain in the ass to tune. Avinit, I like the hole in your board so that you can solder the pins to the board in situ, very smart.
  7. I hate how the engine always rotates when using the harbor freight support straight across the engine. That's a good idea for the center support. Where'd you get it?
  8. That's just for the amount of fuel injected when cranking.
  9. @ejenner2004 is ME7. None of this thread pertains to your car.
  10. Why not use the ACT disc? That's what I used and it is a much beefier disc than the SD693.
  11. This LDR routine talk is exactly why I created the 'boost quickener' mod. Any time you floor it and the current load is 1.25ms (can be defined) below the target specified in the target load map the TCV is held shut and the P and I factors of the LDR routine are set to 0. When the load is within 1.24ms of the target load the LDR routine resumes. This guarantees maximum spoolup and minimal overshoot. Regarding the MIL flash due to knock, I need to update the patch file as I made some mistakes in the code. I've reworked it and will upload a new file soon.
  12. That was just a quick idle and throttle blip from my car. Clutch still isn't working so I can't get running drive logs from it. I shouldn't have posted that, because it really makes the control look much more ineffectual than it is. The new routine directly replaces the stock I factor RPM vs load lookup. I quickly ditched the single axis, non RPM dependent lookup and replaced it with a AFR deviation vs RPM lookup map. The AFR deviation axis is in units of AFR and the scale of the axis is determined by your AFR gauge. I still need to play around with the AFR deviation axis and tuning of the factor, but the above map seems to give pretty good control of the AFR, even if the tuning of the 'VE' map isn't so spot on. At idle I find that with an I factor of 1, and the P,D variables set appropriately, the AFR will stay within .1 of the target. I think the next step in wideband control would be feeding the AFR into the ECU via serial input instead of analog 0-5 voltage. I'll send the code to Piet and Venderbroeck if they want to incorporate it into their wideband regulation mod. I'd appreciate any feedback for tuning of the map.
  13. I'm going to redo the map lookup with a better map lookup. I'll use an interpolation factor and the axis will be the AFR deviation in .15 increments. I'll include a ROM variable that is equal to the slope of the wideband curve so it will be easy to port to different tunes. I'm starting to wonder about the effects of exhaust gas velocity though; maybe I should create a 8x8 RPM vs AFR deviation map?