Sorry I wasn't arguing the toss over generic vs custom mapping (although I don't agree entirely with your comments anyway). It wasn't clear to me that his actuator had been replaced.
I am well aware of the N75 issues on vag's, but if someone is mapping to compensate for a faulty part.. what happens when the car is sold on for example and the new owner unwittingly replaces a part which has probably completely failed by then? If some variables have been pushed too hard to compensate for a faulty part, which is then replaced with a good working part.. well you can see where I am going.
This is why (in my opinion) having a pre set known quality map developed on a healthy car is the way forward. If then the subject car does not produce the same/similar figures you can go about diagnosing to ensure the car is healthy.
Totally agree that pre map diagnostic is key, that's just the basics. But if on a pre diagnostic you determine a part is faulty, it's not really a good idea to map the customers car (even if you know how to map around the problem).
Once you start writing maps and understand how Motronic ecus works then you will sure be thinking in the same line as me.
Its the i-pilot n57 control map which will need to be lifted for a 1.8T with a weak acuator, to compensate for a weaker spring with 70,000 miles on it. If the customer or the new owner then fits a new oem actuator then the car WILL still be 100% fine and the ECU pid controllers will see the over shoot and learn to the n75 cycle to keep the boost in range. As this is what the Bosch pid system is about.
Trust me once you start to learn Bosch M ME MED mapping you wont want to stop.
I have all the Bosch tech PDF docs related to all the cars which we tune on this forum, the docs state every map what they do and why, the links they have with other maps, and how to map them. Ie to map and log timing the knock sensors need to be switched of in the binary to allow a true ignition log, theory egt are based on real time testing. Just for 1.8T the PDF is 1800 pages long and Tfsi 2400 page. If you want a copy and start to lean pop me an email and I will send you them.
copy from another forum I am on.
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.
