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.