S4wiki - User contributions [en]

Electronic Stability Program

2012-01-02T20:31:29Z

Matt Danger:

More commonly known by the generic term '''[http://en.wikipedia.org/wiki/Electronic_stability_control Electronic stability control]''' (ESC).

ESC is a computerized technology that improves the safety of a vehicle's handling by detecting and preventing skids. When ESC detects loss of steering control, ESC automatically applies individual brakes to help "steer" the vehicle where the driver wants to go. Braking is automatically applied to individual wheels, such as the inner rear wheel to counter [[oversteer]], or the outer front wheel to counter [[understeer]]. Some ESC systems also reduce engine power until control is regained.<ref>http://www.chooseesc.eu/download/press/ESC%20Background%20Paper.pdf</ref>

Starting with MY2001, all S4s come standard with ESP. A button inside the cabin "disables" ESP's throttle intervention, but not brake intervention. In order to fully disable ESP, fuse #42 must be pulled from the main [[Fuse panel]] between the driver side door and the side of the console. This disables power to the ESP hydraulic pump.

==References==
{{reflist}}

Fuse panel

2012-01-02T20:31:05Z

Matt Danger:

[[Image:Fuse panel.jpeg]]

Courtesy of Roger on [http://forums.quattroworld.com/s4/msgs/141885.phtml QW]

Fuse panel

2012-01-02T20:30:27Z

Matt Danger: Created page with "Image:Fuse panel.jpeg"

[[Image:Fuse panel.jpeg]]

File:Fuse panel.jpeg

2012-01-02T20:30:05Z

Matt Danger:

01E 6-speed manual transmission

2011-11-02T19:42:55Z

Matt Danger:

[[File:01Etrans.jpeg]]
=Overview=

The 01E 6-speed manual transmission came in some B5 S4s, C5 A6s and Allroads

==Fluid==
Capacity: 3.2L
Type: 75-90wt synthetic gear oil

==Common Problems==
*Brass synchronizers wear prematurely. These are often replaced with composite synchronizers.
*Early 01E models (2000-early 2001 B5 S4) were equipped with a 1st and 2nd gear shift collar with a tolerance that is very tight. Because of this any wear will cause the collar to lock up and prevent the transmission from being shift into or out of 1st or 2nd gear. This is commonly replaced with an updated version.

=Modifications and Repairs=
== Rebuild ==
*[http://www.advancedautomotion.com/product_info.php?products_id=88 Advanced Automotion rebuild kit]
*[http://www.jhmotorsports.com/shop/catalog/01e-speed-full-rebuild-kit-oem-updated-collar-p-10.html JHMotorsports rebuild kit]

The [http://jhmotorsports.com/shop/catalog/01e-speed-transmission-rebuild-video-dvd-hour47-minutes-p-11.html JHMotorsports transmission rebuild DVD] is very helpful along with the Bentley manual.

===Typical rebuild kit parts===
{| class="wikitable"
|-
! Part Number
! Name
|-
| 016 311 113 C
| Input shaft seal
|-
| 012 301 457 C
| Shift lever seal
|-
| 016 409 399 B
| Front axle seal x 2
|-
| 01E 409 400
| Output shaft seal
|-
| 01e 301 235
| Center case gasket
|-
| 012 311 255 A
| Shift collar sleeve
|-
| 012 311 243 A
| Shift collar hub
|-
| 012 311 312 D
| Synchro spring (6 total)
|-
| 012 311 295 F
| Synchronizer (6 total)
|}

== Metal slave cylinder upgrade ==
The OEM plastic slave cylinders can create and leak. The internal pistons can also be overextended and ejected from the cylinder requiring replacement. The metal cylinder does not suffer from these problems.

A metal slave cylinder is made by Sachs part #[http://www.partsgeek.com/pdproducts/WC/7302-01060755.html 7372-01060755].<ref>http://www.audizine.com/forum/showthread.php/416406-DIY-metal-clutch-slave-without-the-200-XXX-motorsports-price</ref>

=References=
{{reflist}}

01E 6-speed manual transmission

2011-11-02T19:40:08Z

Matt Danger: Add trans rebuild kit part numbers

=Overview=

The 01E 6-speed manual transmission came in some B5 S4s, C5 A6s and Allroads

==Fluid==
Capacity: 3.2L
Type: 75-90wt synthetic gear oil

==Common Problems==
*Brass synchronizers wear prematurely. These are often replaced with composite synchronizers.
*Early 01E models (2000-early 2001 B5 S4) were equipped with a 1st and 2nd gear shift collar with a tolerance that is very tight. Because of this any wear will cause the collar to lock up and prevent the transmission from being shift into or out of 1st or 2nd gear. This is commonly replaced with an updated version.

=Modifications and Repairs=
== Rebuild ==
*[http://www.advancedautomotion.com/product_info.php?products_id=88 Advanced Automotion rebuild kit]
*[http://www.jhmotorsports.com/shop/catalog/01e-speed-full-rebuild-kit-oem-updated-collar-p-10.html JHMotorsports rebuild kit]

The [http://jhmotorsports.com/shop/catalog/01e-speed-transmission-rebuild-video-dvd-hour47-minutes-p-11.html JHMotorsports transmission rebuild DVD] is very helpful along with the Bentley manual.

===Typical rebuild kit parts===
{| class="wikitable"
|-
! Part Number
! Name
|-
| 016 311 113 C
| Input shaft seal
|-
| 012 301 457 C
| Shift lever seal
|-
| 016 409 399 B
| Front axle seal x 2
|-
| 01E 409 400
| Output shaft seal
|-
| 01e 301 235
| Center case gasket
|-
| 012 311 255 A
| Shift collar sleeve
|-
| 012 311 243 A
| Shift collar hub
|-
| 012 311 312 D
| Synchro spring (6 total)
|-
| 012 311 295 F
| Synchronizer (6 total)
|}

== Metal slave cylinder upgrade ==
The OEM plastic slave cylinders can create and leak. The internal pistons can also be overextended and ejected from the cylinder requiring replacement. The metal cylinder does not suffer from these problems.

A metal slave cylinder is made by Sachs part #[http://www.partsgeek.com/pdproducts/WC/7302-01060755.html 7372-01060755].<ref>http://www.audizine.com/forum/showthread.php/416406-DIY-metal-clutch-slave-without-the-200-XXX-motorsports-price</ref>

=References=
{{reflist}}

File:01Etrans.jpeg

2011-11-02T19:31:25Z

Matt Danger: 01e 6 speed transmission

01e 6 speed transmission

Drivetrain upgrades

2011-06-16T16:26:36Z

Matt Danger:

=Clutch=

Popular clutch upgrades. Power levels are estimated at the crank.

==Stage 1 & 2 - K03==
*OEM RS4 clutch disk & RS4 SAC pressure plate. Older but very popular setup on K04 cars.
*VAST stage 1 or stage 2 clutch kit
*Southbend stage 1 organic (est 350tq)

==Stage 3 - K04/RS6/FT/Tial 605==
*Southbend stage 2 organic/feramic (est 400tq). Very popular setup.
*Southbend stage 3 kevlar (est 525tq)
*VAST stage 3 organic/feramic disk (est 500hp/500tq)
*Clutchmasters FX400 6-puck

==Stage 4 - Tial 770/GT/etc==
*Vast stage 4 ceramic disk (est 540hp/540tq)
*Southbend stage 4/5 Extreme (est 600hp)
*Clutchmasters FX850 twin disk
**Will engage more abruptly and produce chatter

=Pressure Plate=
VAST, Southbend and most other single disk clutch kits use the OEM B5 RS4 pressure plate. An upgraded Sachs pressure plate is not a bad idea if you plan on lots of launching or more than 500tq. The Sachs pressure plate requires an extended throw out bearing<ref>http://www.audizine.com/forum/showthread.php/406542-Southbend-Stage-5-Extreme-throwout-bearing-question?p=6061521&viewfull=1#post6061521</ref>

=Flywheel=
Most people reuse the OEM dual mass flywheel. Your local NAPA or machine shop can resurface the flywheel, sometimes while you wait, for under $75. Use new bolts.

Lightweight, aluminum flywheel options
*AWE aluminum flywheel - 13.4lbs
*VAST aluminum flywheel - 17lbs

=References=
<references />

Drivetrain upgrades

2011-06-16T16:26:24Z

Matt Danger: /* Stage 4 - Tial 770/GT/etc */

=Clutch=

Popular clutch upgrades. Power levels are estimated at the crank.

==Stage 1 & 2 - K03==
*OEM RS4 clutch disk & RS4 SAC pressure plate. Older but very popular setup on K04 cars.
*VAST stage 1 or stage 2 clutch kit
*Southbend stage 1 organic (est 350tq)

==Stage 3 - K04/RS6/FT/Tial 605==
*Southbend stage 2 organic/feramic (est 400tq). Very popular setup.
*Southbend stage 3 kevlar (est 525tq)
*VAST stage 3 organic/feramic disk (est 500hp/500tq)

==Stage 4 - Tial 770/GT/etc==
*Vast stage 4 ceramic disk (est 540hp/540tq)
*Southbend stage 4/5 Extreme (est 600hp)
*Clutchmasters FX850 twin disk
**Will engage more abruptly and produce chatter

=Pressure Plate=
VAST, Southbend and most other single disk clutch kits use the OEM B5 RS4 pressure plate. An upgraded Sachs pressure plate is not a bad idea if you plan on lots of launching or more than 500tq. The Sachs pressure plate requires an extended throw out bearing<ref>http://www.audizine.com/forum/showthread.php/406542-Southbend-Stage-5-Extreme-throwout-bearing-question?p=6061521&viewfull=1#post6061521</ref>

=Flywheel=
Most people reuse the OEM dual mass flywheel. Your local NAPA or machine shop can resurface the flywheel, sometimes while you wait, for under $75. Use new bolts.

Lightweight, aluminum flywheel options
*AWE aluminum flywheel - 13.4lbs
*VAST aluminum flywheel - 17lbs

=References=
<references />

Drivetrain upgrades

2011-06-16T16:26:12Z

Matt Danger: /* Stage 4 - Tial 770/GT/etc */

=Clutch=

Popular clutch upgrades. Power levels are estimated at the crank.

==Stage 1 & 2 - K03==
*OEM RS4 clutch disk & RS4 SAC pressure plate. Older but very popular setup on K04 cars.
*VAST stage 1 or stage 2 clutch kit
*Southbend stage 1 organic (est 350tq)

==Stage 3 - K04/RS6/FT/Tial 605==
*Southbend stage 2 organic/feramic (est 400tq). Very popular setup.
*Southbend stage 3 kevlar (est 525tq)
*VAST stage 3 organic/feramic disk (est 500hp/500tq)

==Stage 4 - Tial 770/GT/etc==
*Vast stage 4 ceramic disk (est 540hp/540tq)
*Southbend stage 4/5 Extreme (est 600hp)
*Clutchmasters FX450 6-puck
*Clutchmasters FX850 twin disk
**Will engage more abruptly and produce chatter

=Pressure Plate=
VAST, Southbend and most other single disk clutch kits use the OEM B5 RS4 pressure plate. An upgraded Sachs pressure plate is not a bad idea if you plan on lots of launching or more than 500tq. The Sachs pressure plate requires an extended throw out bearing<ref>http://www.audizine.com/forum/showthread.php/406542-Southbend-Stage-5-Extreme-throwout-bearing-question?p=6061521&viewfull=1#post6061521</ref>

=Flywheel=
Most people reuse the OEM dual mass flywheel. Your local NAPA or machine shop can resurface the flywheel, sometimes while you wait, for under $75. Use new bolts.

Lightweight, aluminum flywheel options
*AWE aluminum flywheel - 13.4lbs
*VAST aluminum flywheel - 17lbs

=References=
<references />

Drivetrain upgrades

2011-06-16T16:07:04Z

Matt Danger: Created page with "=Clutch= Popular clutch upgrades. Power levels are estimated at the crank. ==Stage 1 & 2 - K03== *OEM RS4 clutch disk & RS4 SAC pressure plate. Older but very popular setup on …"

=Clutch=

Popular clutch upgrades. Power levels are estimated at the crank.

==Stage 1 & 2 - K03==
*OEM RS4 clutch disk & RS4 SAC pressure plate. Older but very popular setup on K04 cars.
*VAST stage 1 or stage 2 clutch kit
*Southbend stage 1 organic (est 350tq)

==Stage 3 - K04/RS6/FT/Tial 605==
*Southbend stage 2 organic/feramic (est 400tq). Very popular setup.
*Southbend stage 3 kevlar (est 525tq)
*VAST stage 3 organic/feramic disk (est 500hp/500tq)

==Stage 4 - Tial 770/GT/etc==
*Vast stage 4 ceramic disk (est 540hp/540tq)
*Southbend stage 4/5 Extreme (est 600hp)
*Clutchmasters FX850 twin disk
**Will engage more abruptly and produce chatter

=Pressure Plate=
VAST, Southbend and most other single disk clutch kits use the OEM B5 RS4 pressure plate. An upgraded Sachs pressure plate is not a bad idea if you plan on lots of launching or more than 500tq. The Sachs pressure plate requires an extended throw out bearing<ref>http://www.audizine.com/forum/showthread.php/406542-Southbend-Stage-5-Extreme-throwout-bearing-question?p=6061521&viewfull=1#post6061521</ref>

=Flywheel=
Most people reuse the OEM dual mass flywheel. Your local NAPA or machine shop can resurface the flywheel, sometimes while you wait, for under $75. Use new bolts.

Lightweight, aluminum flywheel options
*AWE aluminum flywheel - 13.4lbs
*VAST aluminum flywheel - 17lbs

=References=
<references />

Tuning

2011-05-26T14:31:53Z

Matt Danger: /* Tuning your ECU */

==Getting Started==
===Flashing utilities===
You need some way to read and write files to the ECU. Some options are:
* eBay USB VAG KKL cable and the [http://www.nefariousmotorsports.com/wiki/index.php/NefMoto_ECU_Flashing_Software Nefmoto Free ECU Flashing Software] - The easiest and best supported method. Does not rely on [[boot mode]], but will not flash bricked ECUs.
* [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable Galletto 1260 cable] and included software - Useful in an emergency to recover a bricked ECU. You will have to put your ECU into [[boot mode]] for it to work.
* KWP2000+ OBD cable and KWP2000+ [http://nyet.org/cars/files/KWP2000-ME7.zip flashing software]

The most popular combination is a cheap eBay USB VAG KKL cable used with the [http://www.nefariousmotorsports.com/wiki/index.php/NefMoto_ECU_Flashing_Software Nefmoto Free ECU Flashing Software]. However, it is good to have a [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable Galletto 1260 cable] to rescue a "bricked" ECU in boot mode.

One downside to using the Galletto cable or other [[boot mode]] flasher is that it cannot clear the "Error is P0601- Internal Control Module - Memory Checksum error." DTC. You MUST use flashing software that uses the VAG programming protocol, such as the Nefmoto flashing software, to clear this code.<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,265.msg5552.html#msg5552</ref>

=== Tuning your ECU ===
You will need:
# A map editor
#* [http://www.markmansur.com/downloadApp.htm TunerPro]
# An XDF definition file so that the map editor can locate maps.
#* You'll need one specific to the ECU you are using. If you wish to use a different version software than your car came with, read [[Generations | this]] carefully.
#* [http://nyet.org/cars/files/8D0907551M-20110512.xdf XDF] for M-box (most popular).
# Checksum correction
#* Modifying data in the ECU file will invalidate the internal checksum values. These will need to be updated or your car will not start. [http://www.andywhittaker.com/en-us/ecu/boschmotronicme71.aspx More info].
#* [http://www.mtx-electronics.com/automotive/page.php?25 MTX Electronics] sells a €10 checksum correction plugin for TunerPro.
#* [http://www.nefariousmotorsports.com/forum/index.php/topic,447.0title,.html ME7Check] is a free executable that will tell you whether the checksums in a file are valid or not. It does not correct them but is sometimes useful.
#* [http://www.ecufix.com/shop/ ECUFix] - $150 - Stand alone checksums correction utility

=== Logging utilities ===
# [[VCDS]] (aka VAG-COM)
# [[ECUx]]
# A wide-band O2 sensor if you are not using stock fueling. A tailpipe sniffer is fine, as long as you have test-pipes and no pre-cats in your downpipes.

==Fueling==

Always start with this first. If you get fueling wrong, you will likely break something. Get this right, and do not try pushing the envelope in any tables until you are confident your fueling is where you want it. Always use a wideband sensor. '''''Do not''''' skimp on this. The stock narrow bands do not provide you with accurate enough readings. For stage 1-2+, adjusting fueling isn't technically necessary; however, a bit of extra fuel via KFLBTS isn't such a bad idea if you are running pump gas and a bunch of extra boost.

===Primary===
*MLHFM - compensate for [[MAF]] housing diameter. Some argue that using a different MAF housing (to extend the functional metered flow range) requires you to fix this so that measured [[load]] is "correct". The upside is that all of Motronic's tables that are based on load are probably still good. The downside is that you may hit the hard limit of load, and you'll go lean at high loads because the ECU can't tell how much air the motor is ingesting. That's obviously very bad. If that's the case, you'll definitely want to scale back the MAF readings some. Even if you don't ride the hard limit, you'll also run off the end of the load axis in the timing tables. Some say this isn't so much of an issue.

If you do scale your MAF, you may throw a "MAF too high" code. You'll have to increase:
*KFMLDMX - maximum [[load]]

Finally:

*KRKTE - primary fueling. Start with this to get your WOT [[AFR]] to roughly match your requested [[AFR]]. If you are using stock injectors and fuel pump, you should not have to touch this.

===Desired AFR===
The main tables that determine requested AFR:

*LAMFA - requested lambda. Not very flexible for high load enrichment.

Instead, use the [[EGT enrichment]] tables:

*KFLBTS_0_A - requested lambda for component protection when calculated [[EGT]] is above TABGBTS, scaled by FBSTABGM. Note that lambts also modified by KFDLBTS and KFFDLBTS: lambts = KFLBTS + (KFDLBTS * KFFDLBTS). Setting KFLBTS to 1 where you don't need it won't disable bts, you also have to set KFFDLBTS = 0 to disable it.<ref>http://nefariousmotorsports.com/forum/index.php?topic=141.0</ref>

*TABGBTS - Threshold for KFLBTS. Unless calculated EGTs are above this threshold, KFLBTS is ignored, and LAMFA controls requested AFR if it is lower than lambts. You may have to lower TABGBTS if you have a scaled MAF, since calculated EGTs will be artificially low.

*FBSTABGM - KFLBTS multiplier. Make sure you change the axis properly to represent your lowered TABGBTS. Again, not necessary if you have a properly scaled MAF.

The result of all this is "lambts" which, if lower, overrides "lamfa".

===Part throttle LTFT===
Once you get your WOT AFR right, you may notice that your [[LTFT]]s are way out of whack. If they get too far out, you'll throw a code and possibly go into limp mode.

*KFKHFM - Correction map for [[MAF]]. Log [[STFT]]s at various part throttle positions, RPMs, inclines, and gears to determine where the [[MAF]] readings need tweaking. If you are using the stock [[MAF]] and intake system, you should not have to touch this.

===Idle LTFT and idle misfires===
If you have idle problems (and/or idle [[LTFT]]s you can't seem to zero out), you may have to investigate tuning for your injector latency and/or idle injection period.<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=55.30</ref>
* TVUB - Injection time offset
* FKKVS - Correction factor for fuel supply system

If you are running really big injectors, and you are running rich no matter how much you turn down KRKTE, you may need to reduce the minimum injector on time
* TEMIN - minimum injector on time

If you did not properly scale your MAF, and you are getting a rough idle but aren't seeing idle misfires, it could be because your load at idle is too low, inhibiting misfire detection. Scale your MAF properly, or decrease your misfire recognition load threshold.
* RLSALUN - Load threshold for shear detection for suppression of misfire detection
* RLSALULL - Load threshold for shear detection for suppression of misfire detection during idle

Finally, if none of this works, you may have to increase your idle RPM and/or [[idle torque reserve]] (alters idle timing)
* NLLM - idle RPM
* NFSM - idle RPM while in gear
* KFMRES - [[idle torque reserve]]
* KFMRESK - [[idle torque reserve]] while transmission decoupled (clutch in)

===Consumption===
Now that you have your fueling set up, you'll probably notice that your MPG readings in your cluster are totally wrong. Fill up a with a tank of gas, and reset your trip odometer and average MPG. When you are done with the tank, fill up your tank, see how much gas you used and how far you went, and check it against the new average MPG. Get a calculator out, and correct it here:

*KVB - fuel consumption (MPG in cluster)

For reference, you may be able to derive the right value using this (although some fine trial and error tweaking is much easier):

<math>TKVAG = \frac{\sum_{t=0}^{TMAIN} (rk_w+rkte_w) \times KRKTE [ms] \times KVB [cm^3/min] \times 1000}{Kd [mm^3/s] \times 0.0512 [ms] \times 60000}</math>

==Boost==

[[ME7.1]] doesn't really have a "boost" table. It does everything based on "specified [[load]]". Requested boost is roughly 10*(spec load)+300mbar.

First, make sure the 100% pedal position requests enough load:
* KFMIRL - specified [[load]]

Specified load/boost will never exceed these limits:
* LDRXN - maximum specified load
* KFLDHBN - maximum requested pressure ratio

Specifically, on a full throttle pull, your boost profile will follow LDRXN. K03s ''and'' K04s have some severe flow limitations, so unlike big turbos, you will want your boost to ''taper'' (not ramp up) to redline. [http://nyet.org/cars/ECUxPlot/ ECUxPlot] has a pressure ratio/flow plotter that you can use to compare against your turbo's [[compressor map]].

You will throw a ''17963 Charge pressure: Maximum limit exceeded'' code if your boost deviation is too high:
* KFDLULS - Delta pressure for overboost protection

If you are running significantly more boost than stock, or you have made changes to the boost PID, you may have to increase these limits. The most unsophisticated way is to simply max the entire table. Obviously, you will get better results if you spend a bit more time tuning this table to something appropriate. It is generally not a good idea to disable too many safety features, particularly when it comes to boost.

If you screw up, it is possible that specified boost is higher than the maximum possible measured boost. For obvious reasons, the PID will not like this. To prevent this, set this to zero:

* DSLOFS - MAP pressure sensor offset

Absolute maximum measured boost is 0xffff/25.6 = 2559.96 mBar (assuming DSLOFS = 0)

Maximum spec boost is 0xff*10 = 2550 mBar

These are both hard ECU limits, and cannot be increased by simply changing sensors or internal ECU MAP scaling.

===IAT effect on requested boost===
ME7.1 will adjust the specified load limit depending on [[IAT]]s. As IAT's go up, ME7.1 brings the max boost up a bit so that the driver can't tell that the car is slow in hot weather. It can do this because the stock boost curve is relatively conservative, and there is plenty of headroom. At some point, if IATs go high enough, max specified load is pulled to prevent knock:
* KFTARX - IAT correction for maximum specified load

However, if you are running a lot of boost, and always want maximum performance, there is no point in increasing boost when it is hot, let alone reducing boost when it is cold. Also, as IATs rise, even with a perfectly flat KFTARX and LDIATA (see below), you will see ''more'' requested boost because the ECU knows that a higher P/R is required for a given cylinder fill (PV=nRT for you thermodynamics nerds out there). It is unknown if there is a table for that calculation. To compensate, you may want to ''taper'' KFTARX across the board as IATs rise to keep your requested boost sane. In particular, be aware that the maximum requested boost is slightly above the maximum MAP reading. Readers who understand [[PID]]s should recognize that really bad things happen when the measured output cannot reach the setpoint...

===Cam changeover effect on requested boost===
Motronic likes to change requested boost depending on cam position. While it may seem like a good idea in theory, in practice, abrupt changes in requested boost near the [[MAP]] limit can make the boost [[PID]] unhappy. When logging, you may see an odd notch in requested boost between 3000 and 4000 RPM. These maps are what is causing that notch
* KFPBRK - Correction factor for combustion chamber pressure
* KFPBRKNWS - Correction factor for combustion chamber pressure when NWS active
* KFPRG - Internal exhaust partial pressure dependent on cam adjustment when sumode=0
* KFURL - Conversion constant for ps->rl dependent on cam adjustment when sumode=0

===Boost [[PID]]===

If your actual boost is not meeting requested boost, you may have to increase the PID I limit between 2250 and 5000 RPM for 850 and 1000mBar:
* KFLDIMX - LDR I-Regulator limit

To go along with KFTARX above, there is another IAT correction that ME7.1 uses to allow the PID to add waste-gate duty cycle at elevated IATs. You may want to zero it all out:
* LDIATA - LDR I-Regulator limit as a function of IAT

If you aren't using K03s, you may have to tweak the PID response. Note: this is NOT used to adjust requested boost. It is used to compensate for different waste-gate responses.
* KFLDRL - Map for linearization of boost pressure = f(TV). This is the '''post-PID''' waste-gate duty correction table.
* LDRQ0S - LDR PID Q0 in static operation (proportional term)
* LDRQ1ST - LDR PID Q1 in static operation (integral term)
* KFLDRQ2 - LDR PID Q2 (differential term)

KFLDRL can also be used to get open-loop type behavior for operation past the [[MAP]] and requested boost limit by making the output duty cycle unresponsive (flat) to uncorrected duty cycle (from the PID) at various RPM/DC points.

===Torque limits===
On tiptronic cars, you may get Engine Torque Monitor: Control Limit Exceeded codes. This is probably for protecting the torque converter. To get around it, you will have to look at:
* RAMPASR
* KFMIZUFIL/KFMIZUNS
* KFMPED_/KFMPNS_
* RLVMXN/RLVSMXN - Maximum relative indicated torque under open throttle body
* KFMIOP - Optimal engine torque map

==Timing==

When running elevated boost on pump gas, you will have to significantly cut requested timing to prevent timing retard. Keep your worst case correction factors in the single digits, and always carefully monitor your knock voltages when tuning your timing.

* KFZW/KFZW2 - primary timing maps. ME7.1 has a two point variable cam timing system; there is a table for each cam timing state.

If you did not fully "correct" your [[MAF]] using KFKHFM, make sure you do a lot of logging to see where the various load points are and how much [[timing]] ME7.1 is pulling due to knock activity. Most likely, you will have to adjust the ''entire'' map. If you did correct your [[MAF]], you can probably leave most of the timing table alone, except at very high load.

==Other niceties==
If noted, map locations are for the M-box

===Speed limiter===
* VAVMX/VMAX - Speed limiter

===Rev limiter===
* NMAX - RPM limit
* NLLM - idle RPM
* NFSM - idle RPM while in gear

===Left foot braking===
Set either of these to maximum to prevent throttle cut when left foot braking:

* NWPMBBR - Minimum RPM for acc pedal value lockout on brake operation
* VWPMBBR - Minimum speed for acc pedal value lockout on brake operation

===[[Knock recognition]]===
'''Adjust these maps with care. Abusing any of them can cause severe ping/knock/detonation and probable motor damage'''
* KRFKLN - Ignition retard per knock event.
* KRALH - Load hysteresis. This adjusts how quickly timing will be restored as load changes.
* KRANH - Engine speed hysteresis. This adjusts how quickly timing will be restored as RPM changes.
====Requested load cut on knock detection====
* KFFLLDE - Factor for slow LDR intervention on rlmax via KR

====Long term knock control adaptation====
If you want your long term knock control to add timing back quicker if knock activity subsides, you may want to lower KRDWA<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,444.msg3640.html#msg3640</ref>
* KRDWA - Knock control adaptation to differential current ZW map

====Fuel enrichment on knock detection====
* KFLAMKRL - Enrichment on ignition retard

===Launch control<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=151.msg697#msg697</ref><ref>http://www.nefariousmotorsports.com/forum/index.php?topic=152.0</ref>===
* VNMX (1157E) - The vehicle speed for activating the raised (normal) rev limit. We set this as low at it goes (1.25 km/h) so the launch control shuts off as soon as you start moving off the line.
* DNMAXH (16304) - This is the RPM above rev limit when the fuel cut comes on. Tweaking this helps make more boost on the limiter. I use 50 RPM
* ITNMXH (16308) - Dwell time under lower limit before activating the upper limit. We set this to 0 seconds
* NMAX (1630A) - Ends up being the launch RPM. I've found 4500 RPM works well.
* NMAXOG (16312) - This is the raised RPM limit which becomes the standard limit. Mine is set at 7100 RPM
* TMOTNMX (16316) - Coolant temp for activating raised (normal) rev limit. We set this at -48 so that it can activate at any coolant temp.
* TNMXH (1631A) - This is the time duration of the raised (normal) rev limit. We set this at it's maximum value of 655.3500 seconds. I haven't had a problem yet with this and have been testing for months.

Some ECU's need:
* CWNMAXMD (CWDNMAX?) (8-bit) - Codeword Drehzahlbegrenzung (Codeword for RPM limiter). Change from 0 to 1

Example [http://nyet.org/cars/files/tuned/8D0907551M-launch_control.zip bin] based on stock binary.

Unfortunately, this method is useless for building boost, since it uses a soft rev limiter (throttle plate control/fuel cut) rather than a hard limiter (cutting spark). ME7 has a hard limiter, but it apparently can't be used here. In order for it to build (and hold) boost properly, custom code has to be added to ME7.<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,607.msg5283.html#msg5283</ref>

===Rear O2 Sensors===
* CDKAT - Cat diagnosis in OBDII-Mode. Set to zero to disable rear cat DTC

If you want to remove your rear O2s entirely, also set these to zero:<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=60.msg102#msg102</ref>
* CDHSH - Post cat O2 heater diagnosis
* CDHSHE - Post cat O2 heater amplifier diagnosis
* CDLSH - Post cat O2 sensor diagnosis
* CLAHSH - Error Class: Bank 1 post cat O2 sensor heater
* CLAHSH2 - Error Class: Bank 2 post cat O2 sensor heater
* CLAHSHE - Error Class: Bank 1 post cat O2 sensor heater amplifier
* CLAHSHE2 - Error Class: Bank 2 post cat O2 sensor heater amplifier

You may also have to change these to disable rear catalyst lambda control (untested):<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,524.msg4210.html#msg4210</ref>
* CLRHK (0x11A87) - Code word for Lambda - Control post cat on/off: set to odd? (original value 72)
* CLRHKA (0x19FCF) - Code word for Lambda - Control post cat: set to 1? (original value 0)

===EGT===
If you want to remove your EGT sensors:<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=60.msg513#msg513</ref> Note that my old M-box xdf is wrong<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=273.msg2203#msg2203</ref> for CDATR/ATS. Please use these offsets.

* CDATR (0x18196) - Configuration byte diagnosis exhaust gas temperature regulation
* CDATS (0x18197) - Configuration byte diagnosis exhaust gas temperature sensor
* CLAATR - Error class exhaust gas temperature regulation
* CLAATR2 - Error class exhaust gas temperature regulation bank 2
* CLAATS - Error class exhaust gas temperature sensor
* CLAATS2 - Error class exhaust gas temperature sensor bank 2

There is anecdotal evidence<ref>http://forums.quattroworld.com/s4/msgs/118536.phtml</ref> that this will not allow you to completely remove the EGT sensors; keeping dead ones connected might be necessary.

===Wheel speed sensor===
If you have different wheel rolling diameters from stock, and you want to log the correct speed:
* AIMVM (0x12A56) - Number of speed pulses per m for signal normalization v

==Additional Reading==
*[http://nefariousmotorsports.com/ Tony@NefMoto's website] - one stop shopping for real tuning discussions, without the glass bead trading game and secret handshakes.
*[[Motronic abbreviations]]
*[[VCDS]]
*[[Lemmiwinks]]

==References==
<references/>

[[Category:Tuning]]

N249

2011-05-25T16:08:37Z

Matt Danger: Created page with "The N249 valve controls the opening of the diverter valves under certain part throttle conditions where the ECU thinks the intake track requires recirculation. …"

The N249 valve controls the opening of the [[Bypass valve|diverter valves]] under certain part throttle conditions where the ECU thinks the intake track requires recirculation.

==Common problems==
A failing N249 can produce odd boost behavior, especially at part throttle.

==Bypass==
===Purpose===
The benefits are due to the increased DV responsiveness associated with the reduced restriction of the control pressure signal to the DV that results from removing the N249. However, the ECU cannot open the DV under certain conditions without the N249 active in the DV control vacuum signal circuit. For example, with the N249 active, the ECU opens the DV during light load cruise to reduce throttle pumping losses and increase fuel economy. In addition, the ECU employs the vacuum stored in the vacuum bottle to open the DV via the N249 even when the manifold pressure is positive above ambient air pressure, when needed.

Traditional DV control signals are directly connected to the manifold downstream of the throttle valve, so the added functions provided by the N249 are not essential.<ref>http://forums.audiworld.com/showpost.php?p=20598937&postcount=8</ref>

===How to===
Reroute the a vacuum line directly from the intake manifold to the [[Bypass valve|diverter valves]]. If you're keeping the [[EVAP]] canister you'll need to route from the T-fitting to the diverter valves. To prevent the ECU from throwing a CEL the N249's electrical connector is simply kept connected.

With early intake manifold:

[[File:N249_bypass.jpeg|500px]]

Later intake manifold:

[[File:N249_bypass_01.5.jpeg‎|500px]]

==Removal==
To remove the N249 entirely will require disabling the DTC in the ECU.

==References==
<references/>

Additional
*http://forums.audiworld.com/showthread.php?p=13410613
*http://audisrs.myfastforum.org/archive/n249-and-f-hose-delete__o_t__t_23175.html
*http://forums.audiworld.com/showthread.php?p=14087623
*http://forums.audiworld.com/showthread.php?p=13531929

File:N249 bypass 01.5.jpeg

2011-05-25T15:52:15Z

Matt Danger:

File:N249 bypass.jpeg

2011-05-25T15:48:41Z

Matt Danger:

Tuning

2011-05-23T22:22:17Z

Matt Danger: /* Getting Started */ Reorganized

==Getting Started==
===Flashing utilities===
You need some way to read and write files to the ECU. Some options are:
* eBay USB VAG KKL cable and the [http://www.nefariousmotorsports.com/wiki/index.php/NefMoto_ECU_Flashing_Software Nefmoto Free ECU Flashing Software] - The easiest and best supported method. Does not rely on [[boot mode]], but will not flash bricked ECUs.
* [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable Galletto 1260 cable] and included software - Useful in an emergency to recover a bricked ECU. You will have to put your ECU into [[boot mode]] for it to work.
* KWP2000+ OBD cable and KWP2000+ [http://nyet.org/cars/files/KWP2000-ME7.zip flashing software]

The most popular combination is a cheap eBay USB VAG KKL cable used with the [http://www.nefariousmotorsports.com/wiki/index.php/NefMoto_ECU_Flashing_Software Nefmoto Free ECU Flashing Software]. However, it is good to have a [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable Galletto 1260 cable] to rescue a "bricked" ECU in boot mode.

One downside to using the Galletto cable or other [[boot mode]] flasher is that it cannot clear the "Error is P0601- Internal Control Module - Memory Checksum error." DTC. You MUST use flashing software that uses the VAG programming protocol, such as the Nefmoto flashing software, to clear this code.<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,265.msg5552.html#msg5552</ref>

=== Tuning your ECU ===
You will need:
# A map editor
#* [http://www.markmansur.com/downloadApp.htm TunerPro]
# An XDF definition file so that the map editor can locate maps.
#* You'll need one specific to the ECU you are using. If you wish to use a different version software than your car came with, read [[Generations | this]] carefully.
#* [http://nyet.org/cars/files/8D0907551M-20110512.xdf XDF] for M-box (most popular).
# Checksum correction
#* Modifying data in the ECU file will invalidate the internal checksum values. These will need to be updated or your car will not start. [http://www.andywhittaker.com/en-us/ecu/boschmotronicme71.aspx More info].
#* [http://www.mtx-electronics.com/automotive/page.php?25 MTX Electronics] sells a €10 checksum correction plugin for TunerPro.
#* [http://www.nefariousmotorsports.com/forum/index.php/topic,447.0title,.html ME7Check] is a free binary that will tell you whether the checksums in a file are valid or not. It does not correct them but is sometimes useful.
#* [http://www.ecufix.com/shop/ ECUFix] - $150 - Stand alone checksums correction utility

=== Logging utilities ===
# [[VCDS]] (aka VAG-COM)
# [[ECUx]]
# A wide-band O2 sensor if you are not using stock fueling. A tailpipe sniffer is fine, as long as you have test-pipes and no pre-cats in your downpipes.

==Fueling==

Always start with this first. If you get fueling wrong, you will likely break something. Get this right, and do not try pushing the envelope in any tables until you are confident your fueling is where you want it. Always use a wideband sensor. '''''Do not''''' skimp on this. The stock narrow bands do not provide you with accurate enough readings. For stage 1-2+, adjusting fueling isn't technically necessary; however, a bit of extra fuel via KFLBTS isn't such a bad idea if you are running pump gas and a bunch of extra boost.

===Primary===
*MLHFM - compensate for [[MAF]] housing diameter. Some argue that using a different MAF housing (to extend the functional metered flow range) requires you to fix this so that measured [[load]] is "correct". The upside is that all of Motronic's tables that are based on load are probably still good. The downside is that you may hit the hard limit of load, and you'll go lean at high loads because the ECU can't tell how much air the motor is ingesting. That's obviously very bad. If that's the case, you'll definitely want to scale back the MAF readings some. Even if you don't ride the hard limit, you'll also run off the end of the load axis in the timing tables. Some say this isn't so much of an issue.

If you do scale your MAF, you may throw a "MAF too high" code. You'll have to increase:
*KFMLDMX - maximum [[load]]

Finally:

*KRKTE - primary fueling. Start with this to get your WOT [[AFR]] to roughly match your requested [[AFR]]. If you are using stock injectors and fuel pump, you should not have to touch this.

===Desired AFR===
The main tables that determine requested AFR:

*LAMFA - requested lambda. Not very flexible for high load enrichment.

Instead, use the [[EGT enrichment]] tables:

*KFLBTS_0_A - requested lambda for component protection when calculated [[EGT]] is above TABGBTS, scaled by FBSTABGM. Note that lambts also modified by KFDLBTS and KFFDLBTS: lambts = KFLBTS + (KFDLBTS * KFFDLBTS). Setting KFLBTS to 1 where you don't need it won't disable bts, you also have to set KFFDLBTS = 0 to disable it.<ref>http://nefariousmotorsports.com/forum/index.php?topic=141.0</ref>

*TABGBTS - Threshold for KFLBTS. Unless calculated EGTs are above this threshold, KFLBTS is ignored, and LAMFA controls requested AFR if it is lower than lambts. You may have to lower TABGBTS if you have a scaled MAF, since calculated EGTs will be artificially low.

*FBSTABGM - KFLBTS multiplier. Make sure you change the axis properly to represent your lowered TABGBTS. Again, not necessary if you have a properly scaled MAF.

The result of all this is "lambts" which, if lower, overrides "lamfa".

===Part throttle LTFT===
Once you get your WOT AFR right, you may notice that your [[LTFT]]s are way out of whack. If they get too far out, you'll throw a code and possibly go into limp mode.

*KFKHFM - Correction map for [[MAF]]. Log [[STFT]]s at various part throttle positions, RPMs, inclines, and gears to determine where the [[MAF]] readings need tweaking. If you are using the stock [[MAF]] and intake system, you should not have to touch this.

===Idle LTFT and idle misfires===
If you have idle problems (and/or idle [[LTFT]]s you can't seem to zero out), you may have to investigate tuning for your injector latency and/or idle injection period.<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=55.30</ref>
* TVUB - Injection time offset
* FKKVS - Correction factor for fuel supply system

If you are running really big injectors, and you are running rich no matter how much you turn down KRKTE, you may need to reduce the minimum injector on time
* TEMIN - minimum injector on time

If you did not properly scale your MAF, and you are getting a rough idle but aren't seeing idle misfires, it could be because your load at idle is too low, inhibiting misfire detection. Scale your MAF properly, or decrease your misfire recognition load threshold.
* RLSALUN - Load threshold for shear detection for suppression of misfire detection
* RLSALULL - Load threshold for shear detection for suppression of misfire detection during idle

Finally, if none of this works, you may have to increase your idle RPM and/or [[idle torque reserve]] (alters idle timing)
* NLLM - idle RPM
* NFSM - idle RPM while in gear
* KFMRES - [[idle torque reserve]]
* KFMRESK - [[idle torque reserve]] while transmission decoupled (clutch in)

===Consumption===
Now that you have your fueling set up, you'll probably notice that your MPG readings in your cluster are totally wrong. Fill up a with a tank of gas, and reset your trip odometer and average MPG. When you are done with the tank, fill up your tank, see how much gas you used and how far you went, and check it against the new average MPG. Get a calculator out, and correct it here:

*KVB - fuel consumption (MPG in cluster)

For reference, you may be able to derive the right value using this (although some fine trial and error tweaking is much easier):

<math>TKVAG = \frac{\sum_{t=0}^{TMAIN} (rk_w+rkte_w) \times KRKTE [ms] \times KVB [cm^3/min] \times 1000}{Kd [mm^3/s] \times 0.0512 [ms] \times 60000}</math>

==Boost==

[[ME7.1]] doesn't really have a "boost" table. It does everything based on "specified [[load]]". Requested boost is roughly 10*(spec load)+300mbar.

First, make sure the 100% pedal position requests enough load:
* KFMIRL - specified [[load]]

Specified load/boost will never exceed these limits:
* LDRXN - maximum specified load
* KFLDHBN - maximum requested pressure ratio

Specifically, on a full throttle pull, your boost profile will follow LDRXN. K03s ''and'' K04s have some severe flow limitations, so unlike big turbos, you will want your boost to ''taper'' (not ramp up) to redline. [http://nyet.org/cars/ECUxPlot/ ECUxPlot] has a pressure ratio/flow plotter that you can use to compare against your turbo's [[compressor map]].

You will throw a ''17963 Charge pressure: Maximum limit exceeded'' code if your boost deviation is too high:
* KFDLULS - Delta pressure for overboost protection

If you are running significantly more boost than stock, or you have made changes to the boost PID, you may have to increase these limits. The most unsophisticated way is to simply max the entire table. Obviously, you will get better results if you spend a bit more time tuning this table to something appropriate. It is generally not a good idea to disable too many safety features, particularly when it comes to boost.

If you screw up, it is possible that specified boost is higher than the maximum possible measured boost. For obvious reasons, the PID will not like this. To prevent this, set this to zero:

* DSLOFS - MAP pressure sensor offset

Absolute maximum measured boost is 0xffff/25.6 = 2559.96 mBar (assuming DSLOFS = 0)

Maximum spec boost is 0xff*10 = 2550 mBar

These are both hard ECU limits, and cannot be increased by simply changing sensors or internal ECU MAP scaling.

===IAT effect on requested boost===
ME7.1 will adjust the specified load limit depending on [[IAT]]s. As IAT's go up, ME7.1 brings the max boost up a bit so that the driver can't tell that the car is slow in hot weather. It can do this because the stock boost curve is relatively conservative, and there is plenty of headroom. At some point, if IATs go high enough, max specified load is pulled to prevent knock:
* KFTARX - IAT correction for maximum specified load

However, if you are running a lot of boost, and always want maximum performance, there is no point in increasing boost when it is hot, let alone reducing boost when it is cold. Also, as IATs rise, even with a perfectly flat KFTARX and LDIATA (see below), you will see ''more'' requested boost because the ECU knows that a higher P/R is required for a given cylinder fill (PV=nRT for you thermodynamics nerds out there). It is unknown if there is a table for that calculation. To compensate, you may want to ''taper'' KFTARX across the board as IATs rise to keep your requested boost sane. In particular, be aware that the maximum requested boost is slightly above the maximum MAP reading. Readers who understand [[PID]]s should recognize that really bad things happen when the measured output cannot reach the setpoint...

===Cam changeover effect on requested boost===
Motronic likes to change requested boost depending on cam position. While it may seem like a good idea in theory, in practice, abrupt changes in requested boost near the [[MAP]] limit can make the boost [[PID]] unhappy. When logging, you may see an odd notch in requested boost between 3000 and 4000 RPM. These maps are what is causing that notch
* KFPBRK - Correction factor for combustion chamber pressure
* KFPBRKNWS - Correction factor for combustion chamber pressure when NWS active
* KFPRG - Internal exhaust partial pressure dependent on cam adjustment when sumode=0
* KFURL - Conversion constant for ps->rl dependent on cam adjustment when sumode=0

===Boost [[PID]]===

If your actual boost is not meeting requested boost, you may have to increase the PID I limit between 2250 and 5000 RPM for 850 and 1000mBar:
* KFLDIMX - LDR I-Regulator limit

To go along with KFTARX above, there is another IAT correction that ME7.1 uses to allow the PID to add waste-gate duty cycle at elevated IATs. You may want to zero it all out:
* LDIATA - LDR I-Regulator limit as a function of IAT

If you aren't using K03s, you may have to tweak the PID response. Note: this is NOT used to adjust requested boost. It is used to compensate for different waste-gate responses.
* KFLDRL - Map for linearization of boost pressure = f(TV). This is the '''post-PID''' waste-gate duty correction table.
* LDRQ0S - LDR PID Q0 in static operation (proportional term)
* LDRQ1ST - LDR PID Q1 in static operation (integral term)
* KFLDRQ2 - LDR PID Q2 (differential term)

KFLDRL can also be used to get open-loop type behavior for operation past the [[MAP]] and requested boost limit by making the output duty cycle unresponsive (flat) to uncorrected duty cycle (from the PID) at various RPM/DC points.

===Torque limits===
On tiptronic cars, you may get Engine Torque Monitor: Control Limit Exceeded codes. This is probably for protecting the torque converter. To get around it, you will have to look at:
* RAMPASR
* KFMIZUFIL/KFMIZUNS
* KFMPED_/KFMPNS_
* RLVMXN/RLVSMXN - Maximum relative indicated torque under open throttle body
* KFMIOP - Optimal engine torque map

==Timing==

When running elevated boost on pump gas, you will have to significantly cut requested timing to prevent timing retard. Keep your worst case correction factors in the single digits, and always carefully monitor your knock voltages when tuning your timing.

* KFZW/KFZW2 - primary timing maps. ME7.1 has a two point variable cam timing system; there is a table for each cam timing state.

If you did not fully "correct" your [[MAF]] using KFKHFM, make sure you do a lot of logging to see where the various load points are and how much [[timing]] ME7.1 is pulling due to knock activity. Most likely, you will have to adjust the ''entire'' map. If you did correct your [[MAF]], you can probably leave most of the timing table alone, except at very high load.

==Other niceties==
If noted, map locations are for the M-box

===Speed limiter===
* VAVMX/VMAX - Speed limiter

===Rev limiter===
* NMAX - RPM limit
* NLLM - idle RPM
* NFSM - idle RPM while in gear

===Left foot braking===
Set either of these to maximum to prevent throttle cut when left foot braking:

* NWPMBBR - Minimum RPM for acc pedal value lockout on brake operation
* VWPMBBR - Minimum speed for acc pedal value lockout on brake operation

===[[Knock recognition]]===
'''Adjust these maps with care. Abusing any of them can cause severe ping/knock/detonation and probable motor damage'''
* KRFKLN - Ignition retard per knock event.
* KRALH - Load hysteresis. This adjusts how quickly timing will be restored as load changes.
* KRANH - Engine speed hysteresis. This adjusts how quickly timing will be restored as RPM changes.
====Requested load cut on knock detection====
* KFFLLDE - Factor for slow LDR intervention on rlmax via KR

====Long term knock control adaptation====
If you want your long term knock control to add timing back quicker if knock activity subsides, you may want to lower KRDWA<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,444.msg3640.html#msg3640</ref>
* KRDWA - Knock control adaptation to differential current ZW map

====Fuel enrichment on knock detection====
* KFLAMKRL - Enrichment on ignition retard

===Launch control<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=151.msg697#msg697</ref><ref>http://www.nefariousmotorsports.com/forum/index.php?topic=152.0</ref>===
* VNMX (1157E) - The vehicle speed for activating the raised (normal) rev limit. We set this as low at it goes (1.25 km/h) so the launch control shuts off as soon as you start moving off the line.
* DNMAXH (16304) - This is the RPM above rev limit when the fuel cut comes on. Tweaking this helps make more boost on the limiter. I use 50 RPM
* ITNMXH (16308) - Dwell time under lower limit before activating the upper limit. We set this to 0 seconds
* NMAX (1630A) - Ends up being the launch RPM. I've found 4500 RPM works well.
* NMAXOG (16312) - This is the raised RPM limit which becomes the standard limit. Mine is set at 7100 RPM
* TMOTNMX (16316) - Coolant temp for activating raised (normal) rev limit. We set this at -48 so that it can activate at any coolant temp.
* TNMXH (1631A) - This is the time duration of the raised (normal) rev limit. We set this at it's maximum value of 655.3500 seconds. I haven't had a problem yet with this and have been testing for months.

Some ECU's need:
* CWNMAXMD (CWDNMAX?) (8-bit) - Codeword Drehzahlbegrenzung (Codeword for RPM limiter). Change from 0 to 1

Example [http://nyet.org/cars/files/tuned/8D0907551M-launch_control.zip bin] based on stock binary.

Unfortunately, this method is useless for building boost, since it uses a soft rev limiter (throttle plate control/fuel cut) rather than a hard limiter (cutting spark). ME7 has a hard limiter, but it apparently can't be used here. In order for it to build (and hold) boost properly, custom code has to be added to ME7.<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,607.msg5283.html#msg5283</ref>

===Rear O2 Sensors===
* CDKAT - Cat diagnosis in OBDII-Mode. Set to zero to disable rear cat DTC

If you want to remove your rear O2s entirely, also set these to zero:<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=60.msg102#msg102</ref>
* CDHSH - Post cat O2 heater diagnosis
* CDHSHE - Post cat O2 heater amplifier diagnosis
* CDLSH - Post cat O2 sensor diagnosis
* CLAHSH - Error Class: Bank 1 post cat O2 sensor heater
* CLAHSH2 - Error Class: Bank 2 post cat O2 sensor heater
* CLAHSHE - Error Class: Bank 1 post cat O2 sensor heater amplifier
* CLAHSHE2 - Error Class: Bank 2 post cat O2 sensor heater amplifier

You may also have to change these to disable rear catalyst lambda control (untested):<ref>http://www.nefariousmotorsports.com/forum/index.php/topic,524.msg4210.html#msg4210</ref>
* CLRHK (0x11A87) - Code word for Lambda - Control post cat on/off: set to odd? (original value 72)
* CLRHKA (0x19FCF) - Code word for Lambda - Control post cat: set to 1? (original value 0)

===EGT===
If you want to remove your EGT sensors:<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=60.msg513#msg513</ref> Note that my old M-box xdf is wrong<ref>http://www.nefariousmotorsports.com/forum/index.php?topic=273.msg2203#msg2203</ref> for CDATR/ATS. Please use these offsets.

* CDATR (0x18196) - Configuration byte diagnosis exhaust gas temperature regulation
* CDATS (0x18197) - Configuration byte diagnosis exhaust gas temperature sensor
* CLAATR - Error class exhaust gas temperature regulation
* CLAATR2 - Error class exhaust gas temperature regulation bank 2
* CLAATS - Error class exhaust gas temperature sensor
* CLAATS2 - Error class exhaust gas temperature sensor bank 2

There is anecdotal evidence<ref>http://forums.quattroworld.com/s4/msgs/118536.phtml</ref> that this will not allow you to completely remove the EGT sensors; keeping dead ones connected might be necessary.

===Wheel speed sensor===
If you have different wheel rolling diameters from stock, and you want to log the correct speed:
* AIMVM (0x12A56) - Number of speed pulses per m for signal normalization v

==Additional Reading==
*[http://nefariousmotorsports.com/ Tony@NefMoto's website] - one stop shopping for real tuning discussions, without the glass bead trading game and secret handshakes.
*[[Motronic abbreviations]]
*[[VCDS]]
*[[Lemmiwinks]]

==References==
<references/>

[[Category:Tuning]]

01E 6-speed manual transmission

2011-05-16T23:04:03Z

Matt Danger: Initial version

=Overview=

The 01E 6-speed manual transmission came in some B5 S4s, C5 A6s and Allroads

==Fluid==
Capacity: 3.2L
Type: 75-90wt synthetic gear oil

==Common Problems==
*Brass synchronizers wear prematurely. These are often replaced with composite synchronizers.
*Early 01E models (2000-early 2001 B5 S4) were equipped with a 1st and 2nd gear shift collar with a tolerance that is very tight. Because of this any wear will cause the collar to lock up and prevent the transmission from being shift into or out of 1st or 2nd gear. This is commonly replaced with an updated version.

=Modifications and Repairs=
== Rebuild ==
*[http://www.advancedautomotion.com/product_info.php?products_id=88 Advanced Automotion rebuild kit]
*[http://www.jhmotorsports.com/shop/catalog/01e-speed-full-rebuild-kit-oem-updated-collar-p-10.html JHMotorsports rebuild kit]

The [http://jhmotorsports.com/shop/catalog/01e-speed-transmission-rebuild-video-dvd-hour47-minutes-p-11.html JHMotorsports transmission rebuild DVD] is very helpful along with the Bentley manual.

== Metal slave cylinder upgrade ==
The OEM plastic slave cylinders can create and leak. The internal pistons can also be overextended and ejected from the cylinder requiring replacement. The metal cylinder does not suffer from these problems.

A metal slave cylinder is made by Sachs part #[http://www.partsgeek.com/pdproducts/WC/7302-01060755.html 7372-01060755].<ref>http://www.audizine.com/forum/showthread.php/416406-DIY-metal-clutch-slave-without-the-200-XXX-motorsports-price</ref>

=References=
{{reflist}}

IPod

2009-01-12T23:38:21Z

Matt Danger: Added Dice i-Audi-r

==Software==
* [http://nyepod.sourceforge.net/ NyePOD]

==Integrated solutions==

* [http://www.dension.com/icelinkplus.php Dension ICELink] [[Image:Icelinkplus.png]]
* [http://www.pie.net/pie_store/shopdisplayproducts.asp?id=71&cat=Audi PIE AUD/PC-POD2] [[Image:Audpc-pod_m.jpg]]
* [http://www.mp3yourcar.com/productdetails.asp?type=FACTORY&make=Audi&model=S4&carYear=2001&productID=426 Neo iOn] [[Image:Neo-iOn.jpg]]
* [http://www.amazon.com/i-Audi-r-Integration-Adapter-Auxillary-Input/dp/B000JVQOOQ Dice i-Audi-r Audi] [[Image:Dice_i-audi-r.jpg]]

==Line level solutions==
* [http://www.sik.com/ SiK] [[Image:SiK-imp.png]]
* [http://www.soundgate.com/products/aux-in/audi-vw.htm Soundgate]
* [http://www.blitzsafe.com/ Blitzsafe] [http://www.blitzsafe.com/blitz_instructions/27103.htm AUDI/AUX DMX V1]
* [http://www.blitzsafe.com/ Blitzsafe] [http://www.blitzsafe.com/blitz_instructions/27119.htm AUDI/AUX DMX V1.B]
* [http://catalog.belkin.com/IWCatProductPage.process?Merchant_Id=&Section_Id=201526&pcount=&Product_Id=149006 Belkin F8V7058-AP]

==Tools==
* [http://www.samstagsales.com/vwaudi.htm#radio radio extraction tools] http://nyet.org/cars/ipod/t10057.jpg

==Hacking==
* [http://forums.audiworld.com/a4gen2/msgs/218162.phtml audiworld thread]
* [http://www.ipodlounge.com/forums/showthread.php?s=&threadid=14897 Ipod lounge thread]
* [http://www.sendstation.com/ PocketDock] http://nyet.org/cars/ipod/pocketdockhack.jpg http://nyet.org/cars/ipod/stage-pdgetconnect-now.jpg
* [http://www.ipoding.com/modules.php?set_albumName=album07&id=dock_con_labeled&op=modload&name=gallery&file=index&include=view_photo.php ipoding thread]
http://nyet.org/cars/ipod/dock_con_labeled.jpg

[[Category:Tech Notes]]

File:Dice i-audi-r.jpg

2009-01-12T23:26:01Z

Matt Danger: