Supporting Member
  • Posts

  • Joined

  • Last visited

  • Days Won


Tightmopedman9 last won the day on January 26

Tightmopedman9 had the most liked content!


About Tightmopedman9

  • Birthday 09/04/1989

Contact Methods

  • AIM
  • Website URL

Profile Information

  • Gender
  • Interests

Previous Fields

  • Location
    Denver, CO
  • Crew

Recent Profile Visitors

29,796 profile views

Tightmopedman9's Achievements


Rookie (2/14)

  • Conversation Starter Rare
  • First Post Rare
  • Collaborator Rare
  • Posting Machine Rare
  • Very Popular Rare

Recent Badges



  1. I wouldn't say that. I have tuned cars which produce up to 22ms of load. For those cars I'm definitely programming a different ignition angle at 22ms vs 12.24ms. Also, if you want to run target load you won't be able to if you're hitting the load cap.
  2. I really appreciate the work, I've been working on a routine to log the cam angle, but haven't made much progress - this will really speed things up since cross referencing the DAMOS gets pretty tedious after only a few lookups. I'd like to monitor cam angle for VVT purposes. NVM on the following stuff, P1.6 is the external clock output. I'm assuming that the cam signal is tied to P1.6. In Reset_0 the status of P1.6 is moved into r_FLAG1.7 (camshaft level with status 'found_located' (PH_OLD)). In the crankshaft triggered interrupt, IEX3,there is a JB based on r_FLAGBM.4 (phase change not yet recognized. (ZDGVERB)), if this bit is set then the status of P1.6 is checked. Since P1.6 is tied to IEX6 and IEX6 isn't used, I assume you could write a bit of code that moves the crank angle to a spare XRAM when IEX6 is triggered. Based on the sab80c517a datasheet it looks like the interrupt would fire at the rising and falling edge, so you could poll the status of P1.6 and have a separate XRAM depending on which edge triggered the interrupt. This would allow you to see the relative motion of the cam angle when triggering the VVT solenoids. I'm having trouble finding the variable that contains the crank angle in .75º degree increments, if it even exists.
  3. Thanks very much for that! I've spent a lot of time in IDA and I tried for a little while to import RAM variable names, but couldn't figure out an automated way to do it so I gave up on it. Did you write a script, or is there some easy way I'm totally missing?
  4. 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.
  5. 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?
  6. 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.
  7. 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.
  8. 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?
  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.