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Have been driving around a bit getting used to the box... I am feeling less inclined to 'dip the clutch' and snatch the gear lever now... having the paddles makes the transition a lot easier as the muscle memory keeps kicking in using the selector in tiptronic...

 

I have also now replaced the faulty Febi ball joints with the MEYLE ones and can confirm that the taper was different and the MEYLE ones just fit fine with no dramas... 

 

I managed to grab a ramp at Bill's to do this so I also topped up the DSG box fluid... took another ltr which I expected tbh... and my modded brake bleeder tool did the job perfectly..

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I still have this random error pop up...

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Not really sure what is generating this... its not the IMMO (the pick up ring on the ignition barrel) as pretty sure that would flash the cluster light... I have a feeling its something to do with the key lock that I don't have fitted (controlled using a wire from the selector to the wheel module and then to solenoid that's fitted to the ignition barrel on 8P and up auto's)... so I might reinstate that wire or perhaps try and recode the wheel module... not sure if I set the gearbox back to manual if it will be happy to still provide an output for the paddles... have to see...

 

One other thing I picked up to sort out at a later date is this..

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Mainly for the sensor fitment on the top do I can hook it into IECU and log gearbox oil temps... its not 'definitive' as there are several sensors measuring temps in the box and I can actually see these in block 019 of the transmission module with the Color MFA but its always nice to log stuff in context :)

 

Thought I would at least try a bit of boost and see where the limits were... the box wasn't at all happy :) .... so dropped back down to gate pressure (0.5bar/7psi) and will run like that until the box is mapped...

 

Thats not to say that there is not anything to do in IECU as its a bit of a two way street... not only does the box need mapping but the ECU needs a bit of tweaking to be able to work with the TCU in "harmony"... 

 

The clutches are not slipping (or at least not that I have noticed) but torque limits are being hit all the same...

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This will limit the throttle plate to control 'load' and obviously means you are not getting full power potential... I have had a tweak about in the IECU map and improved the situation enough for now....

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This will do until the box is sorted then I can fine tune things as needed...

 

 

<tuffty/>

 

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top job

So by now the head has returned back... the guides were perfect by all accounts which was a nice surprise as every 20v head over 50k seems to need at least exhaust guides (turbo + heat etc) and only n

Awesome work!

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  • 2 weeks later...

Small update... the temp sensor for the DSG oil filter housing turned up... 
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Popped out to the car to fit it and noticed the top of the box was wet... turned out to be gearbox oil... this could only have leaked from two places.. the oil filter housing or the oil cooler... the filter housing had a new o-ring and didn't look wet directly where it screwed in mount so my money was on the cooler and the generic o-rings I used...

 

Decided to replace everything (as you do) so ordered genuine o-rings and a replacement cooler...
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This one is the larger version fitted to the early Mk1 TT DSG box....

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More rows, more cooling maybe... who knows but a friend of mine fitted one to his track car so who knows :)
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Was a little awkward to wiggle in but its all in and I just need to do the wiring to the ECU to be able to log the DSG oil temp...

 

In other news I also took the opportunity to change the gate spring... I was running a 7psi (0.5bar) spring and this was fine but too soft to let me get any boost above 17psi (1.2bar) so using some Gen5 WG45 springs (mines a Gen4 WG45) I attempted to get 10psi (0.7bar) as my baseline... this turned out to be 13psi actual boost which I think is down to the springs being designed for the Gen5 not my Gen4 so I have ordered up a Gen4 10psi spring....

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10psi may not seem a lot but I don't intend to go above 20psi (1.4bar) top end and may not actually go that high depending on if I can achieve what I want at less boost...

 

I will soon find out though as I should be up at Bills this Saturday getting the box mapped... be interesting to see what she can do :)

 

<tuffty/>

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As the weather was decent this afternoon I popped out to wire up the DSG oil temp sensor

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Used pin 26 on the ECU as this is spare for the input and earthed it to the distro panel I fitted previously for all the extra relays I had fitted

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Double checked the VCDS label file for the definition of the temperatures in group 019 so I could see what temp I need to compare the reading from the sensor vs what the TCU is reading...

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G93 trans fluid temp seems to be the sensible one to compare too to checked that on the colorMFA... was miles out!!... checked the measured resistance on the sensor input and at 20deg on G93 it was showing something like 48k ohms!... thats quite a bit different to 2031 ohms as suggested by the 'calibration' chart :(

 

So I guess I will have to sit about from a cold start taking measurements at 10deg intervals measured from group 019 on the colorMFA and read out the resistance values the input on pin 26 is seeing... joy :)

 

Joys of a cheap sensor....

 

<tuffty/>

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The gearbox is now mapped... I am also in the process of building up an XDF purely for shizzles and giggles so I can see if I can understand what the box is doing etc...
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The XDF format is what Tuner Pro uses... this is fine and so far its going well... have added a few maps and everything tallies with OLS so far... 
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Whether or not I will do much more with it beyond keying in all the maps I don't know... having the map pack is one thing but I still need software to read/write and also checksum the files... will see what I can dig up as it would be nice to have the same level of control over my box map that I have over the engine map... 

 

That said it is a pretty dumb version of the DSG TCU being the Cxx group TCU which is a blessing and a curse potentially... but its working fine so far and doing what I want it to... drives nicely poodling about in Drive and accelerating using TIP is epically addictive...

 

Anyhoo... now that the box can actually take the power I can turn up the boost...

 

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With the stronger gate spring I can lift the top end boost as I wanted to... this will potentially give me the headroom to keep the torque going a bit longer...

 

My last dyno plot on the 7psi spring running 17psi top end... I was pretty much out of duty at that point...  (85/90%)... peak torque is at 5k and drops off after... the gear changes off redline drop rpm to just over 5k so where the torque is dropping off... so I plan to address that...

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Now I have hit 18psi at 55% duty so loads more headroom and have tweaked the mapping to try and lift the torque after 5k...

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This of course is a rough estimation by the ECU so figures can be taken with a pinch of salt but generally speaking the shapes of the power/torque curves do follow the dyno plots... and this is looking quite flat now so hopefully it will work out like this on the dyno...

 

In other news... I have been (painfully) recalibrating the gearbox oil temp sensor...

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Done a cold start and warmed the engine from idle logging and tweaking the map as the temp rises... its not perfect yet and hit a wall at around 60 deg as really the car needs to be driven to get more heat in... I may have to try and finish it off on the dyno or just give in and buy a more expensive and well documented sensor instead... (but where is the fun in that!! :) )

 

<tuffty/>

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  • 1 month later...

Wow I have just read this from start to finish. It is very similar to what I am doing at the moment. I started out with a stroker and have just purchased a 2.8 24v vr6 to replace it. The major difference is I'm keen to keep the manual 4motion setup (Not sure how strong they are) and it's all in an old nova (so I am also sick of welding). I'm curious about the ignitron ecu and how you feel they compare to other brands.

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1 hour ago, VauxwagenNova said:

 I'm curious about the ignitron ecu and how you feel they compare to other brands.

For most port injection VAG based engines up to 6 cylinders its pretty epic... I have some limited exposure to ECU's such as Emerald, DTA, Megasquirt etc (the typical after market ECU's used in these types of projects) and Ignitron is night and day better... I ran an OE ECU on the 20v for as long as I could putting off going to the typical standalones as despite being far more difficult to tune the OE always drove better than any emerald or other standalone high power 20v I had worked on...

 

First time I fitted the IECU was a revelation... fired up and idled sweet as a nut out the box (using a combination of the basefile wizard and a couple of tweaks to suite my setup and then you essentially just drive about to tune the VE map applying tweaks to the VE map based off the adaptions...

 

Getting the VR running was just as easy tbh

 

<tuffty/>

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  • 2 months later...

Would appear that this forum is now dead... I haven't been able to get my last post 'approved' (still unsure as to why after all this time its decided to be approved rather than just post) so I won't be posting any further progress on here...

 

Sad times that forums are slowly dying off and Facebook groups are taking over... I will continue to update my original thread on Audi-Sport.net for those interested in following..

 

https://www.audi-sport.net/xf/threads/my-minor-modding-thread.76389/

 

<tuffty/>

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