**LDRXN**

the maximum specific load

8-bit

size 8×1

x = value * 40 = g/min

z = value * 0,75 = % specific load maximum

**KFPED**

map pedal true, 2 similar

16-bit

size 12×16

x = value * 0,25 = g/min

y = value * 0,001526 = % pedal position

z = value * 0,003052 = % torque request

**KFPEDL**

pedal for low speed, probably for low gears, 3 related

16-bit

size 12×16

x = value * 0,25 = g/min

y = value * 0,001526 = % pedal position

z = value * 0,003052 = % torque request

**KFPEDR**

map the pedal for reverse

the same conversions and the breakpoint of the previous

now, let’s see the maps related to the pressure of the turbocharger

these ECU’s did not have the management of the turbo as a function of pressure, but are based on the specific load in %

this parameter represents the ratio between the mass of air in the cylinder and that it would be contained in the same volume in the environmental conditions (the cio? with density? environment)

then a specific load of 200% means that in the cylinder ? request (or ? present) a mass of air equal to the double of the one that would contain the cylinder itself

this formula converts the specific load pressure of the turbo

pressure = (load %) * 10 + 300 = mbar absolute

? note that this formula is an approximation and subject to the conditions of operation may not provide a real value

the maps in question are

**KFMIRL**

map the desired load, converts the request torque data from the pedal in load demand, specific

16-bit

size 12×16

x = value * 0,001526 = % torque with respect to the maximum

y = value * 0,25 = g/min

z = value * 0,023438 = load % specific

**KFMIRLS**

variant of the previous operating in the stratified charge, it is not used and may not be present

**KFMIOP**

converts the specific load in % of torque, practically does the job inverse of the KFMIRL

this value is used for other functions of the ECU that they have to think and/or act on the pair, such as the ESP, the DSG etc.

? this to save computational work

16-bit

size 11×16

x = value * 0,023438 = % load air specific

y = value * 0,25 = g/min

z = value * 0,001526 = % torque with respect to the maximum

**KFMIOPS**

should be the same as the address of the KFMIRLS

if we modify the KFMIRL ? of obligation to reflect changes in KFMIOP, worth the chance? interventions do not correct of the systems based on the couple

in other words, the KFMIOP must be the inverse of the KFMIRL, at least in the area of high

also ? needless to take a specific load in the KFMIRL beyond a certain threshold, why? the axis of the KFMIOP the limit to its maximum value

so if you want to push the map over an increase in the basis you need to change the axes of the above, but there? introduces complications since? there are other maps of important use to the axis, the specific load and it is necessary to intervene in those resizing and reinterpolando values (we will discuss later)

now let’s see the maps that could be limiting factors for the specific load, or pressure, or that may give errors

**KFMLDMX**

the maximum flow mass air flow sensor for diagnosis, it may give an error, only change in this case

16-bit +/-

size 9×8

x = value * 40 = g/min

y = value * 0,024414 = % butterfly

z = value * 0,1 = kg/h

**KLDLUL**

the maximum deviation of the pressure turbo with respect to the request for diagnosis, to the max in order to avoid errors

8-bit

size 8×1

x = value * 10 = hPa

z = value * 5 = hPa

breakpoint in the normal position, but the x +/-

**KFTARX KFTARXB**

correction specific load as a function of the temperature of the inlet air, 2 consecutive

16-bit

size 10×12

x = a * 0.75 – 48 = ?C air intake

y = value * 0,25 = g/min

z = value * 0,000031 = correction factor

1CD9C5 breakpoint x 8-bit

1C9480 breakpoint y in 16-bit

**KFTARXZK**

variant of the previous one during the detonation of the engine

the same conversions and breakpoint

these three maps can be repeated with similar alternate in the same order

**LDPBN**

limiter pressure turbo

8-bit

size 8×1

x = value * 40 = g/min

z = value * 10 = hPa pressure max turbo

the same breakpoint of the previous

**KFFKRXTM**

limiter-specific load engine temperature

8-bit

size 4×4

x = value * 1,25 = km/h

y = a * 0.75 – 48 = ?C

z = value * 0,007813 = correction factor specific load

**KFLDHBN**

the maximum pressure ratio of the compressor

is used to avoid overloading the turbo in some conditions

depends on the map of operation of the compressor

8-bit

size 8×8

x = a * 0.75 – 48 = ?C inlet air temperature engine

y = value * 40 = g/min

z = value * 0,015625 = pressure ratio turbo

**LDRXN**

limiter specific load

16-bit

size 16×1

x = value * 0,25 = g/min

z = value * 0,023438 = load % specific

**LDRXNZK**

variant of the previous detonation

the same conversions

**KFZW**

map advance

8-bit +/-

size 12×16

x = value * 0,023438 = load % specific

y = value * 0,25 = g/min

z = value * 0,75 = ? advance

1C953C breakpoint x 16-bit

1C94DE breakpoint y 16-bit

are more? a, the first met? are variants, and the second related to the first according to the variable valve timing

**KFZWLB**

map advance with flap closed suction

the same conversions and breakpoint

it is the same as on the variations and the like

** KFZWOP**

map advance for comparison

need to determine how much load is used to generate the required torque on the basis of the advance

in theory, should not be changed, but only reinterpolata if you change the axis to the KFMIOP

it has two variants

the same conversions of the previous

1CC7F6 breakpoint x 16-bit

1C94BC breakpoint y 16-bit

** KFLDIMX**

the maximum function of the PID of the wastegate

16-bit

size 8×16

x = value * 0,039063 = mbar difference between turbo pressure request and the current

y = value * 0,25 = g/min

z = value * 0,005 = % maximum function

1CDEDE breakpoint x 16-bit

1C949A breakpoint y 16-bit

**KFLDRL**

linearization of the previous map

in theory, that does not change if you change the wastegate

16-bit +/-

size 10×16

x = value * 0,005 = % function

y = value * 0,25 = g/min

z = value * 0,005 = % correct

1CDEF0 breakpoint x 16-bit

breakpoint y the same as the previous

**KFLDRQ0**

function P of the PID

16-bit

size 4×16

x = value * 10 = mbar difference between turbo pressure request and the current

y = value * 40 = g/min

z = value * 0,05 = % function

1C9349 breakpoint x 8-bit

1C93A7 breakpoint y 8-bit

**KFLDRQ1**

function of the PID

all the same as the previous

**KFLDRQ2**

function D of the PID

all the same as the previous

**LDRQ1ST**

function of the PID scheme

16-bit

size 16×1

x = value * 40 = g/min

z = value * 0,05 = % function

breakpoint x the same of the previous

**LDIATA**

the correction function of the PID as a function of the temperature of the inlet air

must reflect any changes to the KFTARX

8-bit +/-

size 8×1

x = a * 0.75 – 48 = ?C intake air temperature

z = value * 0,64 = % correction

1C93EC breakpoint x

**LDRQ0S**

function P of the PID scheme

16-bit

size 1×1

z = value * 0,05 = % function

# KLPROV

rail pressure limiter

16-bit

size 8×1

x = value * 0,25 = g/min

z = value * 0,0005 = pressure MPa

**1D5DE6 RQUAHDPK**

radius of the high pressure pump to the square

original diameter 2.0 TFSI 8 mm

original diameter 2.5 TFSI 10 mm

autotech/kmd 9.8 mm

apr 9.5 mm

16-bit

size 1×1

z = value * 0,001 = mm2

**1D5DE8 SKHDPMX**

stroke of the high pressure pump

stroke 2.0 normal 5 mm

racing engines CDL 5.4 mm

run 2.5 TFSI 4.5 mm

16-bit

size 1×1

z = value * 0,001 = mm

**1D617E PGBDVHDO**

pressure opening the valve of the return of the rail

16-bit

size 1×1

z = value * 0,0005 = MPa

**PRNL1**

maximum rail pressure (I think for diagnosis)

16-bit

size 1×1

z = value * 0,0005 = MPa

**KFPRSOLHKS**

rail pressure during the beating operation in the homogeneous

16-bit

size 8×8

x = value * 0,001526 = % couple

y = value * 0,25 = g/min

z = value * 0,0005 = MPa rail pressure

**KFPRSOLHMM**

rail pressure in the homogeneous lean operation

16-bit

size 8×8

x = value * 0,001526 = % couple

y = value * 0,25 = g/min

z = value * 0,0005 = MPa rail pressure

**KFPRSOLHOM**

pressure in the rail operation in the homogeneous

16-bit

size 8×8

x = value * 0,001526 = % couple

y = value * 0,25 = g/min

z = value * 0,0005 = MPa rail pressure

**KFPRSOLKH**

rail pressure during catalyst overheating

16-bit

size 8×8

x = value * 0,001526 = % couple

y = value * 0,25 = g/min

z = value * 0,0005 = MPa rail pressure

**KFPRSOLOFF**

offset rail pressure during shifting operation in the homogeneous

usually post all to 0

16-bit

size 8×8

x = value * 0,001526 = % couple

y = value * 0,25 = g/min

z = value * 0,0005 = MPa offset rail pressure

**KFPRSOLSCH**

rail pressure during shifting

16-bit

size 8×8

x = value * 0,001526 = % couple

y = value * 0,25 = g/min

z = value * 0,0005 = MPa offset rail pressure

the breakpoints of all of these pressure maps request are shared and located immediately after the last of them

**KLLFPRSG**

volumetric efficiency of the high pressure pump

16-bit

size 6×1

x = value * 0,0005 = MPa rail pressure

z = value * 0,000061 = coefficient, volumetric efficiency

**KLPRMAX**

limiter rail pressure for the engine temperature

16-bit

size 6×1

x = a * 0.75 – 48 = °C engine temperature

z = value * 0,0005 = MPa rail pressure

breakpoint just before as normal, but x in 8-bit

**VHDP**

the volume of the high pressure pump

calculated with the data of the radius and the race that I listed before

16-bit

size 1×1

z = value * 0,01 = mm3

**LAMFA **

1D43F4 driver wish lambda

15×6 8-bit

conversion factor

0,007813

Y-axis rpm x 40,000000

8-bit

x-axis % pedal relative to the driver’s wish KFPED

16-bit x 0,003052

this map from the name determines the lambda desired of the driver who requires through

the pedal in the ecu,even if the map is small enough,behind it there is an algorithm

very big and complex for the wide choice of afr.I would like to remember that the me7/med9 work constant

mind in cloosed loop so setting this correctly map the ecu autoadatta to give

that afr.this is just one of the many ways that you can use it to give more fuel via the ecu

to the engine.

**KFLBTS **

1D2852 lambda component protection

12×16 8-bit

conversion factor

0,007813

y-axis rpm x 40,000000

8-bit

x-axis % relative to the fill the air

8-bit x 0,750000

**KFLBTSLBKO**

1D2912 lambda component protection with the swirl manifold open

12×16 8-bit

conversion 0,007813

y-axis rpm x 40,000000

8-bit

x-axis % relative to the rimepimento air

8-bit x 0,750000

these 2 maps that titanium called limiters, lambda, A and B, in reality, do not limit anything in fact, from the name

the same “take” through a trigger called TABGSS in the ME7 otherwise in the MED9(more forward

I’ll write the address) that is the egt computed or real(depends if there is a egt probe or not in the ecu)which

precisely does “take” and work these 2 maps to enrich the afr and avoid “sciolgiere” everything.

it is worth adding that when this condition occurs the ecu in addition to the enrichment also decreases

the timing of the ignition since when persists high temperature of the exhaust gas.

small clarification, the model egt systems with egt calculated is strongly affected for example

if you replace the downpipe with one more “permeable” and then it may happen that the egt computed are

the most high of the real ones, then it would be appropriate to review both the trigger that these 2 maps.

**KFFDLBTS**

1D27B9 factor delta protection component

12×16 8-bit

conversion x 0,007813

y-axis rpm x 40,000000

8-bit

x-axis % relative to the fill the air

8-bit x 0,750000

this map is a multiplication factor of the calculation algorithm that the ecu adopts contemporary with

the 2 maps above for a given afr, not yet, I was not very clear when you change what you do should be a

further enrichment but there would be to do testing and logs some say that disabling the maps

BTS main through this you can increase the wide choice in collaboration with the other 2 maps when the

the engine and on the threshold of knock to ignition..

**KFKHFM**

1C474C the map correction function MAF

14×14 8-bit

conversion x 0,007813

y-axis rpm x 40,000000

8-bit

x-axis % relative to the fill the air

8-bit x 0,75000

this map driver titanium defines it as “injection base map” in reality the name is only part

of that big algorithm that I said and the map conversion and calibration function of the maf.

the map injection base is another,this map, according to me, should not be touched for changes

standard you should touch only

for example, when you replace the maf with a bigger and linearize the same correctly in the ecu

however, it is one of the many ways that you can give it gas but here you go, to vary the trim of

adaptation this fact can be changed, with care to fit the correct percentages

adaptation trim fuel.

**FKKVS**

1C7AB8 correction Factor of the power system alias, map the injection base

conversion 0,000031

8×8 16-bit

y-axis-efficiency injection time

16-bit x 0,001000

x-axis rpm

16bit x 0,250000

this is the map injection time main I do not hack ever, according to me, should be touched when you replace

the injectors in series with the other more big.