Meanwhile (as no comments have come back yet), I focus on "Eco-tuning" and try to understand also...
I have played with some VCDS logging...

Can anyone confirm if the ECU interpolates (scales) between 300 and 350 mg/air or uses a fixed value from 300 and up to 349 mg/air (per RPM)

Does anyone know, if leaning the diesel AFR to e.g 18 or 19, will improve economy (or must there be max efficiency to keep the motor steady....) ?

How would you think, regarding this (eco-tuning) ?
For reference, cruise control is used 90% of the time at around 110 km/h, running 2100-2200 RPM in 6th gear.

/Wicca

there are on forum some manuals from bosch of EDC15C, EDC15P (deutch) that can help you understand how edc15 works, very useful information.

Injection Duration:
4000 rpm/60 sec./2 (four stroke) ==> 33,3 (rpsec.)
At 4000 rpm one rotation of the shaft = 1/33,3 x 1000 = 30 ms
30 ms/ 360* = 0.08 ms ==> 1*(deg) at 4000 rpm = 0,08 ms

30 deg. at 4000 rpm = 30* x 0,08 ms = ~ 2,49 ms
2,49 ms - for so long injector will be open to inject ~ 65 mg for 4000 rpm.

Injection Duration to degrees

rpm x μs
---------------------------- = degrees shaft rotation
166666

Closed/Excluding the EGR slightly delaying his ignition at partial load = lower temperature in the cylinder = later ignition. Fits add + 1-1.5 * for SOI in terms of 1500-2600 rpm. (a dose of 30-35 mg)

AFR/lambda limits - EDC16

Z = 1,1 - lambda value on the map
AirMass / (14,5 x 1,1) = mg (fuel)

AFR Lambda Notes
6.0:1 — 0.41 -Rich run limit
9.0:1 — 0.61 -Low power, black smoke
11.5:1 — 0.78 -Rich best torque
12.5:1 — 0.85 -Safe best power
13.2:1 — 0.90 -Lean best torque
14.7:1 — 1.00 -Stoichiometry (ideal)
15.5:1 — 1.05 -Lean light load, part throttle
16.2:1 — 1.10 -Best economy, part throttle
18-22:1 — 1.22-1.50 -Lean run limit

4key,

thanks for the enlightening information, very informative :-)

I seem to read many uses around AFR 18 in cruise mode (eco driving), but can see your list says 16.2 is most efficient in part-trottle - is AFR 18 best for low revs cruise mode (auto pilot, 2000 rpm) or would AFR 16 be better (not for power, but for economy) ?

What is your experience regarding SOI and EOI, does it make sense to burn all the fuel just before TopDeadCenter or burn some if it after to help the pistons go Down... any assumptions on this ?

Any differerence if it is low injection quantity (cruise mode) or high injection quantity (WOT) ?

/Wicca

Well, have played around with SOI and think it is ok now.
Board computer however says 5 or 5.1 liter / 100 km driving a day of 200 km, mostly 110 km/h on the highway.
In practical (when refilling) it is more like 18,5-19 km/liter.... this is however not what I worry much about..

I wonder about durations, my "standard" duration on the original file (130ps) has longer durations than other AVF engine standard maps... why it that...due to age, other injectors, better or worse diesel mixing, etc...

My AVF passat is a 2004 model (build in 2003).

Stock duractions on other AVF's seem shorter in general, anyone know..? something to due with Emmision standards or injector setups, etc.. ? what can influence on this.
SOI on my stock AVF is also later than the other AVF stock bins I can find... so both more retarded and longer durations on my stock map.

And in case I would test another stock AVF map (SOI and durations), will it break my diesel pump injectors (believe it will increase pressure/voltage to inject same amount faster...)

/Wicca

Took the chance and changed the SOI to match the older version AVF engine for a short run, in case it was dangerous to the car (at 75 deg and 90 deg SOI maps).
Runs like a charm (was running between 75 and 90 deg), no "knocking" or anything...not even an indication of getting close to it... no smoke either...

Have not run it for a long Measurement to see if it has any impact on economy or power, but at first it ran just fine....

For now I do not dare to shorten injection duration, as the older revision BIN file has...


/Wicca

Status since last time:
Same advanced SOI as from earlier years AVF engines, still works fine (and feels a tiny bit more powerful than with standard timings, but did not give better economy, nor worse...atleast not big enough to be noticed).
Do not feel I can squeeze more km/l out of it without looking into other paths now.

1. try:
Experience from EDC16 owners (tuning for economy thread), by decreasing boost between 0-30 mg (cruise area) and adjust N75 to match... it did not run longer per liter on my EDC15 AVF engine, unfortunately. Maybe I did not play long enough with it, but it actually got more thirsty. Was satisfied with the earlier 18-19 km/l, and did not want to Loose that much power for gaining maybe 0,5-1 km/l longer (bad trade-off)

2. try:
Looked at a thread on Google from VAGECUREMAP (also posted a lot of nice WinOLS YouTube videos) where he compared a 130 HP versus a 150 HP seat leon PD models.... "borrowed" the N75 actuator setup from the 150 HP PD version... that was not a good idea... From doing WOT to the boost kicked in, took 1 to 1,5 second... and when the boost came it was not so agressive as my existing tune...(N75 vanes simply opened too much.... felt like the old standard 130 HP car with the 20€ cheap tunebox I purchased on ebay at start...not acceptable...must have been the GT1743VB turbo that works a Little different) so back to the previous revision setup.

3. try:
Created an Excel sheet, where I could just insert a percentage in each cell, then it calculates the new N75 value. Tried with +5% more vane opening between 0-30 mg in the RPM range of 1750 - 2250... and that worked for economy (not much, but maybe 0,1-0,2 l / 100 km... board computer said 4.7-4.8 l/100 km at 110 cruise control at the same road where the earlier revision tune said 4,8-5,0 / 100 km).... have not tested in strong wind yet to see if it kicks it out of balance (unsteady) and then looses it all again or gets worse.... boost wise, when WOT from 1500 to 2500, I can feel a slight delay of aggression, but it still kicks in as a rocket... I think I can live with this little trade-off of getting both economy (cruise area) and nice performance.. will see If I can hit the 19+ km/l in this old station car in the next weeks.. and also the impact on hard Wind/side Wind.. (and have to go back to the old revision again...)

According to EDC15P Suite, the theoretical Nm went beyond 400 Nm, when advanced the SOI timings (was around 380 Nm before)... not a single time have the clutch slipped (stock clutch which have now done 350.000+ km)...

/Wicca

Nice work dont forget to calculate EOI and AFR and compare original and your tune.
Petrol engines have best performance if peak pressure is about 12-15 degree after top dead center. So your EOI has to be before that because cumbustion takes longer.

If you increase boost, the end of combustion will also be earlier...

With AFR you see if your increased boost matches well with the injected amount of fuel. You can find some threads in here what ratios are good starting points.

Hi schlayer,

this is a 1.9 TDI Diesel engine AVF (130 HP PD model), that most likely changes at what position the max pressure is.
But would be very nice to have indications of where EOI should be (and how it works with injection duration timings (longer/shorter etc than standard), which I guess will have impact on the spraying/mixing of diesel also.

Knowing best EOI could be nice to know, then I could play with using less turbo pressure to see what happens....

AFR is around 17 after 2000 RPM and up. Going more rich, I did not find more economical (but a little more agressive, which is already fine at AFR 17).


/Wicca

best eoi depends on the fuel you inject. more fuel needs longer to burn and reach max peak pressure after eoi. less fuel needs less time meaning your combustion stops earlier. to get max performance on petrol engines you have to look for max peak between 13-15 degree atdc. but end of combustion is also influenced by the overall pressure/temperature for excample. you will find good values on a dyno or by trying around by yourself dooing testlog-drives...