Adaptation: Detailed Questions & Answers

Hi.

I can adjust some of the engine parameters in the 1Z (AF control unit) to a certain extent.

(1) For example, shifting the pump characteristic curve:
In this case, the actual amount of electricity being used isn't directly changed, but rather it's only the amount that the EDC *thinks* is being injected that is being altered.

(2) Now, a question about the start of the injection:
Does this only change the characteristic curve, i.e., the mapping from reality to the calculation model, or does it *actually* shift the injection start, as if I were very carefully twisting the ESP on the shaft?

I can't make sense of the search results because I've also found statements suggesting that more fuel is actually injected, but then you could save a full 10 cents!?!?

Thank you for the clarification.
martin

(1) For example, shifting the pump characteristic curve:
In this case, the actual amount of electricity being used isn't directly changed, but rather it's only the amount that the EDC *thinks* is being injected that is being altered.


Okay, and specifically referring to the feedback voltage of the RWG.
2V corresponds to 30mg/H.
Now, adjust it so that 2V corresponds to only 20mg/H.
So, they adjust the EDC 3V to reach its target of 30mg/H, but since the pump hasn't been changed, it's now delivering 40mg/H (all numbers are arbitrary).
Hold the RPM around 2000 and play with channel 1; you'll see what I mean.
The effect is, however, very small, and it hardly provides any noticeable improvement!


(2) Now, a question about the start of the injection:
Does this only change the characteristic curve, i.e., the mapping from reality to the calculation model, or does it *actually* shift the injection start, as if I were very carefully twisting the ESP on the shaft?


It's like how a characteristic curve is shifted in something like a Channel 1 system, with the same effects. So, it actually adjusts the injection timing globally. It's like twisting the pump on a TDI engine. You can see this in the measurement blocks, and you can also hear it clearly.

CU Gremlin.

Thank you very much, Gremlin.

I'll have to loosen the screws (Saugbruecke) and adjust the settings (adaption) sometime this weekend .


I will report.

m;

Hello Martin,

Did you adjust the injection timing using VAG software?
Über welchen Kanal und was hast Du dabei Adaptiert?? Ich hatte einen fast Zahnriemenriss, welcher jetzt erneuert ist. Dabei hat sich der Einspritzbeginn lt. TDI-Timing Diagramm etwas nach richtung früher verschoben, jedoch noch in der toleranz. Ich würde den Einspritzzeitpunkt jetzt eben gern über Software auf die Ideallinie verschieben. HaI don't understand.

Thank you, greetings.
Frebert.

Hi Frebert,

As you may have read in my other posts, the problem wasn't limited to the intake manifold back then.

Therefore, I haven't adapted anything yet - I'm glad that the system is running again for now .

m;

Hi Martin,

I'm not really understanding the whole thing right now - is it now possible to correct the pump setting, which is slightly too early, via software, instead of rotating the impeller on the ESP, or not?

Regards,
Franz.

Hello,

'Forget about adjusting the timing. Your MSG (Engine Control Unit) already regulates the injection timing. The tolerance range displayed in VAG-Com only indicates whether the timing is within a range that the pump is capable of achieving. If you adjust the timing, you're shifting the entire map, and in your case, you're shifting it towards a later injection timing, which will cost you power and fuel because the TDI already injects too late.'

Furthermore: He tends to perform better with the reference position set to 'Early' because he then follows the 'Early' target value more quickly during acceleration, resulting in a more responsive feel.

The difference was more than noticeable in my case, and it was also clearly visible in the VAG-Com graph.

Hi Garth,

Great, thanks for your answer. That's exactly what I wanted to hear. I think I understand the connections now.
Indeed, the engine feels more responsive now! But it also seems a bit rougher in its operation, and it produces a little more smoke under full load at low speeds (from 1000 to about 1800 RPM) until the turbocharger builds up full pressure. It's a relief that I no longer have to play James Bond at higher RPMs under full load because I'm not obscuring the view of the car behind me with smoke – there's significantly less smoke now.

Thanks again, that makes me feel much better.
Greetings.
Frebert