View source for Tuning

==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 Nefmoto flashing software]</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-20110825.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 ===
# Ross-Tech's [[VCDS]] (aka VAG-COM)
# APR's [[ECUx]] (no longer supported)
# setzi's [http://nefariousmotorsports.com/forum/index.php/topic,837.0title,.html ME7 Logger] (pure awesome)
# 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.
# [http://nyet.org/cars/ECUxPlot/ ECUxPlot] to graph logs. Also has a HP/TQ calculator and various other tools.

==Terminology==
The acronyms are Bosch's Motronic map names from the Funktionsrahmen. If noted, map locations are for the M-box.

==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===
*KRKTE - primary fueling

A good ballpark starting value for KRKTE is 34.125/(injector flow in cc/min)<ref>[http://nefariousmotorsports.com/forum/index.php/topic,320.msg6774.html#msg6774 Theoretical KRKTE calculation]</ref>.  If you are using stock injectors and fuel pump, you should not have to touch this. '''Note that the factor is wrong (should be 0.000111) on many of my old .XDF map packs'''<ref>[http://nefariousmotorsports.com/forum/index.php/topic,935.msg8064.html#msg8064 Nefmoto discussion about incorrect KRKTE map pack scaling]</ref>. For those, you will need to fix the factor so it is 0.000111 and not 0.000167.

Now, scale your MAF:
*MLHFM - compensate for [[MAF]] housing diameter
*MLOFS - MAF offset. For Bosch MAFs, it should be 200. For Hitachi, 0.

Scale MLHFM (constant throughout scale vs stock!) to get your idle and partial short term fuel trims (STFT) near zero and your WOT [[AFR]] to roughly match your requested [[AFR]]. Note: when you are tuning according to STFT, *make sure* you regularly clear your DTCs to reset the LTFTs to zero, or [http://nefariousmotorsports.com/forum/index.php/topic,945.msg8334.html#msg8334 disable LTFTs] altogether using VCDS:

*099 -> switch basic settings ON -> LR off

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 want to scale back the MAF readings some, and go back and tweak KRKTE accordingly. Even if you don't ride the hard MAF limit, you'll also run off the end of the load axis in the timing tables (and everywhere else). Some say this isn't so much of an issue. By and large, keeping your max load (at torque peak) under 191 is probably a good idea.

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

Finally:
* KFKHFM - fix up individual rich/lean areas, and WOT fueling issues.

===Open loop AFR===

When requested lambda is <1 (richer than stoichiometric), the fueling system will go "open loop". This means that the ECU will no longer use the narrow band O2 sensors to regulate fueling in closed loop (feedback). It will use ONLY the MAF signal to guess how much fuel should be added to the mix based on how much O2 is being detected in the intake.

There are three ways to adjust WOT (open loop) requested AFR

# LAMFAW: enrichment based on pedal position
# LAMFAWKR: enrichment based on knock recognition
# LAMBTS: enrichment triggered by calculated EGTS passing a threshold

Fueling within the entire system will follow the richest set point coming from each of these three components.

====LAMFAW====
Driver requested AFR:

*LAMFA - requested lambda. Not very flexible for high load enrichment, uses requested load instead of actual load. Also, the stock LAMFA load axis is restricted to 0-1%. You will have to change it to full range (0-100%) to use LAMFA, otherwise, the 1% column will be used at ALL requested load points!<ref>[http://nefariousmotorsports.com/forum/index.php/topic,141.msg9068.html#msg9068 Mysterious LAMFA axis values]</ref>

The result is "lamfaw"

====LAMFAWKR====
Knock recognition based enrichment:

* CWLAMFAW - when bit zero is set to 0, don't allow dzwwl to advance dzwlamfaw. If you leave bit zero set to 1, dzwlamfaw will likely stay near zero at IAT's below 39C (102F) (since DZWWL can counteract WKRMA), and you won't get much knock based enrichment, since dzwlamfaw is the timing input to KFLAMKRL<ref>[http://nefariousmotorsports.com/forum/index.php?topic=141.msg14430#msg14430 Analysis of CWLAMFAW bit 0]</ref>.

If you leave CWLAMFAW stock, you may need to adjust a few tables to prevent dzwwl from counteracting wkrma.

<math>dzwwl = KFZWWLRL + (KFZWWLNM * FZWWLRLN)</math>

* KFZWWLRL - inputs are: nmot, tmot (coolant temp)
* FZWWLRLN - inputs are: rl, nmot
* KFZWWLNM - inputs are: nmot, tans (iat)

The result is either

:CWLAMFAW bit zero = 0: dzlamfaw = min(0, min(0, dzwwl) + wkrma)

or

:CWLAMFAW bit zero = 1: dzlamfaw = min(0, dzwwl+wkrma)

dzwlamfaw is then fed into:

* KFLAMKRL - enrichment based on load and dzwlamfaw
* DLAMTANS - additive correction to KFLAMKRL based on intake temp
* KFLAMKR - enrichment correction factor based on rpm and load

They are combined like this:
<math>1 - (1 - (KFLAMKRL+DLAMTANS)*KFLAMKR)</math><ref>[http://nefariousmotorsports.com/forum/index.php?topic=141.msg15920#msg15920 Calculation of lamfawkr]</ref>

Which is equivalent to:
<math>(KFLAMKRL+DLAMTANS)*KFLAMKR</math>

The result is "lamfawkr"

====LAMBTS====
[[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 [KF]DLBTS and KFFDLBTS: lambts = KFLBTS + ([KF]DLBTS * KFFDLBTS). Therefore, setting KFLBTS to 1 where you don't need it won't disable bts, you also have to set KFFDLBTS = 0 to disable bts completely.<ref>[http://nefariousmotorsports.com/forum/index.php?topic=141.0 Nefmoto BTS discussion]</ref> Note that Mbox has DLBTS (2D), not KFDLBTS (3D).<ref>[http://www.nefariousmotorsports.com/forum/index.php/topic,662.msg5698.html#msg5698 KFDLBTS vs DLBTS]</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 is "lambts"

====Result====

The lowest value of the three (lamfaw, lamfawkr, lambts) become your requested AFR.

Thus, you can use the combination of LAMFA, BTS, and KFLAMKR to tailor your AFR. In particular, pre-emptive rich fueling at low actual loads (but high requested load) may inhibit knock sooner than the KR approach. You can use BTS to do further enrichment when EGTs get dangerously high, unless you have BTS activate at very low actual loads (and/or calculated EGTs). The latter may be undesirable for fuel economy reasons; it is more fuel efficient to have BTS activate much later, let LAMFA handle pre-emptive, high load request (but low actual load) enrichment, and let KR handle real time knock inhibition.

Note that on tunes for low octane gasoline, it is likely that your target AFR is so low (to prevent knock) that additional BTS fueling is unlikely to protect against anything, unless your fuel system is severely under-delivering fuel do to injector/fpr/fuel pump malfunction.

===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 Nefmoto injector latency discussion]</ref>
* TVUB - Injection time offset
* FKKVS - Correction factor for fuel supply system

According to Bosch documentation, FKKVS is for compensating for pulses in returnless fuel system. This could be why it is all 1s in M-box, since S4s do not have returnless fuel systems.

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)

Standard KVB value can go only up to 776cc injector size due to reaching the maximum value it accepts.

To accommodate injectors larger than that you have to also change

* FKVA (0x1A4D5) - Constant conversion factor for consumption display<ref>[http://nefariousmotorsports.com/forum/index.php/topic,496.msg5693.html#msg5693 Nefmoto FKVA discussion]</ref>

This is a multiplier for KVB.

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 FKVA \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.

''If you plan to run closed loop boost (PID control), set DSLOFS to 0. If you are planning to run open loop boost (locked WGDC via KFLDRL) keep it stock!''

===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. Also, 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. Again, if you do this, ''make sure to leave DSLOFS at the stock value!'' This way, requested boost will always be higher than measured boost, and you will stay in open loop control.  

With after market or external waste-gates flat line the map at something like 25% until your turbo should be spooled and then taper off to 10% at areas if higher load and RPM.  Log requested vs. actual boost to see where you need to adjust KFLDRL to line things up.  The higher your after market waste-gate spring pre-load the lower the WGDC you will need to accurately control boost.

====Throttle cut====
If you don't get all of this just right, and your actual boost goes too far above requested boost (by ~200mBar), you may experience overboost [[throttle cut]], which is ME attempting to get boost back under control by temporarily closing the throttle plate.

====Positive deviation====
Alternately, if your requested boost is far too high for a given load/rpm point, you may experience [http://nefariousmotorsports.com/forum/index.php/topic,871.0title,.html positive deviation] (underboost) limp mode. This occurs if actual boost is too far under requested boost for too long.

* If your MAF scaling is too aggressive, your load may be reading high, which might enable positive deviation diagnosis too early during a pull. Fix this by scaling back MLHFM 

* If your requested boost ramp is too aggressive for your turbos, you may be requesting far more boost than your turbo can possibly make at low rpms. In particular, the stock K03 LDRXN is VERY aggressive. K04s (let alone bigger turbos) will never spool that fast. Consider making sure LDRXN does not allow too much spec load too soon!

* If none of the above helps, consider tweaking NDLDRAPU and SDLDRA.

===Torque limits===
Torque Monitoring may interfere with your timing<ref>[http://nefariousmotorsports.com/forum/index.php/topic,617.msg10175.html#msg10175 How to disable torque monitoring]</ref>, or even go into limp. To mitigate this, you will need to look at
* KFMIOP - Optimal engine torque map
* KFMIZUOF 
* TMNSMN 
* TANSMN

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

Adjust all of these with caution! Disabling or tampering with torque monitoring may prevent ME7 from protecting your motor from excessive torque in high boost applications.

==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==

===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'''

====Knock effect on short term retard====
* 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.
* DWKRMSN - Delta angle offset for average retard

====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 Nefmoto long term knock control adaptation discussion]</ref>
* KRDWA - Knock control adaptation to differential current ZW map

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

===Launch control===
Very rudimentary "launch" control can be added via using two RPM limits<ref>[http://www.nefariousmotorsports.com/forum/index.php?topic=151.msg697#msg697 Nefmoto launch control discussion]</ref><ref>[http://www.nefariousmotorsports.com/forum/index.php?topic=152.0 Nefmoto launch control discussion]</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 Nefmoto: selectively cut spark to build boost]</ref>

===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

===Gear detection===
The ecu computes the gear (gangi) from the quotient N/V out of nmot_w and vfzg_w. To find the current gear, the ecu uses for each possible gear a min and a max quotient to compare the actual N/v against.

You have to update these quotients in order to map with the present gearbox/wheels. The thresholds are named  NVQUOT1O (upper quotient for 1st gear),
NVQUOT1U (lower quotient for 1st gear) up to NVQUOT6O, NVQUOT6U for 6th gear.

* NVQUOT1O (0x013BC2)
* NVQUOT1U (0x013BC4)
* NVQUOT2O (0x013BC6)
* NVQUOT2U (0x013BC8)
* NVQUOT3O (0x013BCA)
* NVQUOT3U (0x013BCC)
* NVQUOT4O (0x013BCE)
* NVQUOT4U (0x013BD0)
* NVQUOT5O (0x013BD2)
* NVQUOT5U (0x013BD4)
* NVQUOT6O (0x013BD6)
* NVQUOT6U (0x013BD8)

==DTC disables==
===Rear O2 Sensors===
Set these to zero to disable rear cat DTC:
* CDKAT - Cat diagnosis in OBDII-Mode.
* CWDLSAHK (0x18663) - Code word for probe aging after KAT<ref>[http://nefariousmotorsports.com/forum/index.php/topic,615.0title,.html Nefmoto emissions discussion]</ref>

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 Nefmoto rear O2 delete discussion]</ref>
* CDHSH - Post cat O2 heater diagnosis
* CDHSHE - Post cat O2 heater amplifier diagnosis
* CDLSH - Post cat O2 sensor diagnosis
* CDLASH - Lambda sensor aging diagnosis (SHK) in OBDII-Mode (inverse: EURO-Mode)
* CDLSHV - Lamba sensor sensor interchange recognition
* 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 O2 lambda control (untested):<ref>[http://www.nefariousmotorsports.com/forum/index.php/topic,524.msg4210.html#msg4210 Nefmoto rear O2 lambda control discussion]</ref>
* CLRHK (0x11A87) - Code word for Lambda - Control post cat on/off: set to 73 (0x49/01001001b) or 5 (00000101b)<ref>[http://nefariousmotorsports.com/forum/index.php?topic=524.msg12826#msg12826 CLRHK analysis]</ref>? (original value 72 0x48/01001000b)
* CLRHKA (0x19FCF) - Code word for Lambda - Control post cat: set to 1? (original value 0)
* CLALSH (0x10717) - Error Class: Lambda Probe post Kat Bank 1: set to 0
* CLALSH2 (0x10718) - Error Class: Lambda Probe Post Kat Bank 2: set to 0<ref>[http://nefariousmotorsports.com/forum/index.php/topic,615.0title,.html Nefmoto rear O2 lambda control discussion]</ref>

You can test readiness by using VCDS/VAGCOM<ref>http://wiki.ross-tech.com/wiki/index.php/Readiness_-_APB_Engine_Code</ref>

===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.

Setting both of these to their maximum (1229) may help: <ref>[http://nefariousmotorsports.com/forum/index.php/topic,891.msg7704.html Nefmoto discussion of EGT temp limits and sensor removal]</ref>

* TABGSS (0x1C514) and TABGSS2 (0x1C516) - Desired exhaust gas temperature for EGT regulation

===Secondary Air Injection===
* CDSLS - Eurobyte
* CLASLVE - Plug
* CLASLPE - Pump plug

===Evaporation===
* CDTES - Eurobyte - LDP Diagnosis
* CDLDP - Eurobyte - EVAP diagnosis
* CLATEVE - EVAP plug
* CLALDPE - LDP plug

===Catalyst Heating===
* FKHABMN - set to 0 if you do not have cats.

==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]]
*[http://nefariousmotorsports.com/forum/index.php?topic=617.msg8097#msg8097 Basic tuning guide] - caution: this is only an example

==References==
<references/>

[[Category:Tuning]]