0x1 Based on DAMOS13 Aaron Sommer 0 RPM 16 6 4 $$ ms 16 23 85 $$ Degrees 2 0.000000 1.000000 1 $$ When not under WOT. RPM 16 0 6 4 $$ MS 16 23 85 $$ Correction 4 0.000000 255.000000 1 $$ KFTLWB,{tLw-Kennfeld aus DK-Winkel inkl. Bypasskorrektur} Not sure about this one. Would seem to correlate throttle position and RPM to load interval. Possibly used in limp-home mode in a MAF-failure situation? Code investigation needed. RPM 16 6 4 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ KFKSWF -- DAMOS says values are in misfires: "Number of misfires (Cat harmful)" RPM 16 6 4 $$ MS 16 23 85 $$ 3 0.000000 255.000000 1 $$ Used in VE map, Ignition Map, WOT enrichment, Maximum retart while knocking, knock detection map, retard per knock event, knock fuel enrichment, dwell map, re-engage ignition advance, dynamic ignition retard, maximum duty cycle for boost solenoid, load limit while knocking 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ Used in VE map, Ignition Map, WOT enrichment, Maximum retart while knocking, knock detection map, retard per knock event, knock fuel enrichment, dwell map, re-engage ignition advance, dynamic ignition retard, maximum duty cycle for boost solenoid, load limit while knocking 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 16 39 4 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 16 0 4 $$ 2 0.000000 255.000000 1 $$ KLZWL Zündwinkelkennlinie im Leerlauf Appears to set actual ignition angle in bypass (IAC valve) mode 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ TLRAN,{Lastschwelle Lambdaregelung} Axis values corrected. Included mainly so one can set the maximum load value for lambda control. For example, if you bring down all values above X to X, you can ensure lambda control is disabled above X load -- Personally, I like 4 or so, as anything over 4 (on my car) indicates some level of boost or at least spooling up towards boost. I prefer to run off map values without lambda corrections when under boost to ensure the values I set are being used. STFT can alter fueling significantly, and my data logging has shown STFT leaning out mixture under mild midrange load to the point of knock detect. Not what I want. 1 0 0 $$ RPM 8 6 4 $$ 2 0.000000 255.000000 1 $$ TLZWB tL - Schwelle ZWB1 -> ZWB2 ZWB I believe references Zuendwinkelbegrenzung, "Ignition Angle Limiting". It is also refered to in context like: Aenderungsbegrenzung ZWB1, or "Change limitation ZWB1". Data logging and code inspection shows ZWB works to limit how fast ignition angle changes under certain circumstances, such as when reinserting fuel after decelleration cutoff or during transiton from idle to part load. ZWB2 appears to be less aggressive, and by default, ZWB2 is entered at 3ms load, indcating more than cruising load (acceleration). Parameter added for curisoity and investigation. Twiddle at your own risk. 0 0 $$ KFTVVSLDR Functions as the initial starting duty cycle value for the boost control logic. The values in these cells need to match, fairly closely, the actual duty cycle required to produce the load specified in the same cell in map "Target Load Setpoint". Mismatch between the pilot control and setpoint map result in large system deviation (difference between actual and target load) which results in poor control of boost, including under/overshoot, spikes, "dead zones", etc. The system is able to compensate for changing conditions (temperature, ambient air pressure, etc) to a degree but the curves need to match system response and the values should be fairly close. TPS 16 57 23 $$ RPM 16 6 4 $$ % 3 0.000000 255.000000 1 $$ LDR = "LadeDruckRegelung" -- literally Load Pressure Regulation, aka boost pressure control. Would appear to modify boost setpoints based on charge air temperature. For 850s without IAT sensor, probably best to set all values to 0. By default, when the intake air temp sensor is disabled via diagnostics codeword, the replacement value of 20 is used, but I've also made the replacement value configurable in the Diagnostics Disables section. 0 = No change Otherwise, these are % duty cycle values (0-99) _subtracted_ from the computated LDR duty cycle value. 16 6 4 $$ 16 19 15 $$ 2 0.000000 255.000000 1 $$ CDHSH Codeword Heater diagnostics behind cat - 0 = off 0 0 $$ Keep this table the same as the number 2 table 1 0 0 $$ 16 13 15 $$ 2 0.000000 255.000000 1 $$ Keep this table the same as the number 1 table 1 0 0 $$ 16 13 15 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 16 13 15 $$ 2 0.000000 255.000000 1 $$ Voltage axis has been corrected. This map is duplicated between the lower and upper memory banks. Probably for a reason or they'd not have wasted 256 bytes of storage! Recommend setting both maps up with the same values. 16 6 4 $$ 16 66 32 $$ 2 0.000000 255.000000 1 $$ 16 6 4 $$ 16 6 4 $$ 2 0.000000 255.000000 1 $$ FGAT0,{Grundanpassungsfaktor 0} Divide old injector size by new injector size and multiply this constant by the ratio. You may have to play with this number a bit to get your car idling perfectly at 14.7. Factory values include 1.00 for 315cc/m injectors (0280155759), and .906 for 347cc/m injectors (0280155766). 4 0 0 $$ CDKAT Codeword Catalyst-diagnose in OBDII-Mode - 0 = disable 0 0 $$ CDLSH Codeword probe behind catalytic converter in OBDII diagnostic mode. 0 = disable 0 0 $$ 0 4 $$ When RPM limit is reached, what level the RPM must drop to before the limiters are stopped. 0 0 $$ 0 0 $$ TVUB,{Spannungskorrektur} Injector opening time in MS, based on battery voltage. 1 0 0 $$ 16 0 32 $$ 3 0.000000 255.000000 1 $$ Boost control target load setpoint. This is the load, in MS, the boost control logic attempts to target. Be aware that the logic does nothing more than skew the duty cycles specified for the same cell in the "TCV Duty Cycle Pilot Control" map, so changing this without also lining up the duty cycle "pilot control" value results in large system control deviations (deviation between target and actual load), which results in boost over/undershoot, including spikes and/or inability to meet target load. Your goal is to have the duty cycles in the pilot control map reflect, as closely as possible under usual driving conditions, the duty cycle required to attain the specified load. If the values are close, the system will adjust for changing conditions and you'll achieve load target. If the values are far off, the system will oscillate or otherwise misbehave. Careful adjustment required. 16 0 0 $$ 16 6 4 $$ 3 0.000000 255.000000 1 $$ SCHWL2,{VL - Begrenzung auf vorletzte Lastlinie} Throttle position setting. Sounds like it would prevent crossing into the top load line below this position? Testing needed. 0 0 $$ PSOLKR,{Schwelle Summe Spätverst. für LDA} I believe this indicates the combined timing retard (sum of cylinder retard values) at which boost is reduced. LDA stands for german LadeDruckAbsenkung, "boost pressure reduction" RPM 16 6 4 $$ MS 16 23 85 $$ 2 0.000000 255.000000 1 $$ Fuel cut for maximum speed. 5 6 $$ TEMIN,{minimales TE} minimum injection time. Scale this using 350cc/min as a reference for the stock value. 0 85 $$ CNFLDB,{Configbyte für gangabhängige Ladedruckbegrenzung} 0 to disable. Bits 0-4 indicate which gears boost control will be active.. ie 00000110b (dec 6) = active in 2nd and 3rd gear. 0 0 $$ WLLM,{Leerlauf/Schub - Zündwinkel} Based on coolant temp with trend to 0 at operating temperature -- guessing this changes ignition angle during warmup? Actual idle ignition seems to correspond to the "idle ignition characteristic" map. 1 0 0 $$ 16 13 15 $$ 2 0.000000 255.000000 1 $$ I have no idea what this table does. I included it because it varies between compared .bin files. ... This has to do with the EVAP system and can be ignored ;) 16 6 4 $$ 16 23 85 $$ 2 0.000000 255.000000 1 $$ KFZUWE1,{UEF: Verweilstufenbreite Gang0/1} 8 6 4 $$ 8 23 85 $$ 2 0.000000 255.000000 1 $$ KFZUWE2,{UEF: Verweilstufenbreite Gang2} 8 0 0 $$ 8 0 0 $$ 2 0.000000 255.000000 1 $$ Injector flow in ml/sec. Multiply injector size in CC by 1.05 and divide by 60. 5 0 0 $$ 0 0 $$ 0 0 $$ 0x1F283 0 0 $$ 0 6 $$ 1 0 0 $$ 16 0 4 $$ 2 0.000000 255.000000 1 $$ Set this to max for no limit 0 0 $$ 1 0 0 $$ 16 6 4 $$ 2 0.000000 255.000000 1 $$ 8 6 4 $$ 8 15 15 $$ 2 0.000000 255.000000 1 $$ KFKEF,{Klopferkennungsfaktorkennfeld} Unknown units, conversion factor per DAMOS with range 1-9.84615 somethings. 16 6 4 $$ 16 23 85 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 16 6 4 $$ 2 0.000000 255.000000 1 $$ 8 6 4 $$ 8 13 15 $$ 2 0.000000 255.000000 1 $$ Set this to maximum to disable limits. This is the required load for fuel cut. RPM axis is not internally linked. 1 0 0 $$ 8 6 4 $$ 2 0.000000 255.000000 1 $$ Number of completed trips required for OBD-II (mode 1 PID 1) readiness indicators to set 0 0 $$ DWKHLN,{delta Zündwinkel für Kat-Heizung im Leerlauf} 1 0 0 $$ RPM 16 6 4 $$ 2 0.000000 255.000000 1 $$ RPM 16 6 4 $$ C° 16 15 15 $$ 2 0.000000 255.000000 1 $$ RPM 16 6 4 $$ Load 16 23 85 $$ 2 0.000000 255.000000 1 $$ At above what engine temperature does the engine listen for knock. 15 15 $$ ms 16 23 85 $$ RPM 16 6 4 $$ 4 0.000000 255.000000 1 $$ ms 16 23 85 $$ RPM 16 6 4 $$ 2 0.000000 255.000000 1 $$ KFDNLLKH,{Erhöhung der Leerlaufsolldrehzahl beim Kat.-Heizen} 16 0 0 $$ C° 16 15 15 $$ 2 0.000000 255.000000 1 $$ KHEZU,{max. Anzahl Zündung nach Startende für Kat-Heizen aktiv} 0 0 $$ Used in ignition map, knock fuel enrichment, knock detection map Make sure to set the values in the upper bank map the same 1 0 0 $$ 16 0 0 $$ 3 0.000000 255.000000 1 $$ DTLWGR,{Stützstellenverteilung delta-tlw} 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ TIVERTEIL,{ti-Stützstellen} This was "Load (3)" but these supporting points are NOT load. Type 6E, TI_H. TI = Injection Time. Unknown usage of these points. 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 9a53f577-d1c9-40c6-8691-7a54fa789d3a 0x0 0x0 0x0 0x0 0 to disable, 1 to enable 1.000000 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ Codeword Tank pressure sensor - diagnose shut-off (EURO-coding) - 0 diasbles pressure sensor diagnostic 0 0 $$ Codeword tank vent diagnosis off (EURO-coding) - 0 disables tank vent system diagnosis 0 0 $$ Euro-Byte for Diagnose Secondary Air System - 0 disables SAS diagnostics 0 0 $$ Codeword for diagnosis ambient pressure sensor - 0 to disable ambient pressure (barometric) sensor diag 0 0 $$ 0 should disable entire misfire detection diagnostic (default for european vehicles) 0 0 $$ Euro-Byte for Diagnose output stage Secondary air valve/pump - 0 to disable the diagnostic 0 0 $$ Codeword DSWE shut-off (EURO-coding) -- Disables the accelerometer (acceleration sensor) used to detect rough roads. Part of misfire diagosis. 0 to disable this diagnostic. 0 0 $$ Codeword for diagnosis intake air temperature sensor - set to 0 to disable diagnostic 0 0 $$ When intake air temperature sensor diagnostic is disabled, this is the replacement value. Value is in degrees C 0 0 $$ KFKRANMX RPM 16 0 6 4 $$ MS 16 23 85 $$ Correction 3 0.000000 255.000000 1 $$ KFDWKHT,{delta Zündwinkel für Kat-Heizung in der Teillast} RPM 16 0 6 4 $$ MS 16 23 85 $$ 3 0.000000 255.000000 1 $$ TLGR8S,{Laststützstellen Gruppe 8s} 1 0 0 $$ 8 0 0 $$ 3 0.000000 255.000000 1 $$ KFDWWEAC 16 6 4 $$ RPM 16 23 85 $$ 2 0.000000 255.000000 1 $$ KFZGE,{Zündwinkelkennfeld für Getriebeeingriff} Should be gear 1->2, 2->3 and 3->4. Believe this controls ignition retard on A/T gear shift. RPM axis is now correct. 3 64 27 $$ 8 0 0 $$ 2 0.000000 255.000000 1 $$ FABMXN: I believe 1.0 is no reduction. 1 0 0 $$ RPM 8 6 4 $$ 2 0.000000 255.000000 1 $$ CDLATP {Codewort Lambdasondenalterungsdiagnose (TP) im OBDII-Mode (0: Europe-Mode)} No idea what "TP" may be. 0 0 $$ CDLASH {Codewort Lambdasondenalterungsdiagnose (SHK) im OBDII-Mode (0: Europe-Mode)} SHK usually referes to "Sonde Hinter Kat", or O2 sensor behind catalytic converter 0 0 $$ CDLATV {Codewort Lambdasondenalterungsdiagnose (tv) im OBDII-Mode (0: Europe-Mode) One reference to TV in the DAMOS says: "TV time (lamda dead time)" -- So this is probably for diagnosis of transition (switching) time. 0 0 $$ CDLSV,{Codewort Sondendiagnose vor KAT im OBDII-Mode (0:Europe-Mode)} Setting this to 0 disabled lambda all-together for me (no fuel trim, etc) 0 0 $$ ANZDPVK,{Anzahl der Perioden für Ready-Flag der Usvk-Periodenüberwachung} 0 0 $$ NLRHO,{obere Drehzahlgrenze für Regelung hinter Kat} 0 0 $$ NLRHU,{untere Drehzahlgrenze für Regelung hinter Kat} 0 0 $$ hmm.. KFLAHK,{Pseudo-Lambda-Sollwert für Regelung hinter Katalysator} 4 0 0 $$ CLRKA,{Codewort für Funktion O2-Kat-Ausräumen} SAS related, it would appear. Euro binary has 0. 0 0 $$ TMSLSU,{untere Temperaturschwelle für Sekundärluftsystem} 0 0 $$ TMSLSO,{obere Temperaturschwelle für Sekundärluftsystem} 0 0 $$ TMSLS,{Max. Temperatur für Sekundärluftsystem} 0 0 $$ ZWDAUSN,{N-Grenze für ZWD-Abschalten} In section "Idle speed control index" ZWD seems to refer to the IAC valve -- Believe this prevents operating the IAC valve above a certainl RPM. Lowering may improve engine braking on M/T cars? 0 0 $$ ZWDAUSDK,{WDK-Grenze für ZWD-Abschalten} Unsure. In Idle Speed Control section. ZWD usually referes to the idle control valve. 0 0 $$ FLDABN,{Ladedruckabsenkung / Zyklus (delta Faktor)} 1 0 0 $$ 8 0 0 $$ 2 0.000000 255.000000 1 $$ TDLDMX,{Zeit für Dia maximaler Ladedruck} For overboost. In seconds. Won't do anything if you've disabled overboost (as you should) 0 0 $$ Throttle angle above which boost pressure regulation is active. Below this threadhold, the TCV is not pulsed and map setpoint calculatons are not made. Adjust this high enough that "just cruising" driving doesn't trigger LDR, but low enough that LDR stays active when you're making boost. The stock value is generally good. Most who want to adjust this will adjust it upwards, to avoid LDR calculations from taking place when the throttle is mostly closed, which can confuse boost control. 1 0 0 $$ 8 6 4 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ Voltage axis has been corrected. This map is duplicated between the lower and upper memory banks. Probably for a reason or they'd not have wasted 256 bytes of storage! Recommend setting both maps up with the same values. 16 6 4 $$ 16 66 32 $$ 2 0.000000 255.000000 1 $$ CDLATP {Codewort Lambdasondenalterungsdiagnose (TP) im OBDII-Mode (0: Europe-Mode)} No idea what "TP" may be. 0 0 $$ CDLASH {Codewort Lambdasondenalterungsdiagnose (SHK) im OBDII-Mode (0: Europe-Mode)} SHK usually referes to "Sonde Hinter Kat", or O2 sensor behind catalytic converter 0 0 $$ CDLATV {Codewort Lambdasondenalterungsdiagnose (tv) im OBDII-Mode (0: Europe-Mode) One reference to TV in the DAMOS says: "TV time (lamda dead time)" -- So this is probably for diagnosis of transition (switching) time. 0 0 $$ CDKAT Codeword Catalyst-diagnose in OBDII-Mode - 0 = disable 0 0 $$ CDLSH Codeword probe behind catalytic converter in OBDII diagnostic mode. 0 = disable 0 0 $$ Number of completed trips required for OBD-II (mode 1 PID 1) readiness indicators to set 0 0 $$ ANZDPVK,{Anzahl der Perioden für Ready-Flag der Usvk-Periodenüberwachung} 0 0 $$ NLRHO,{obere Drehzahlgrenze für Regelung hinter Kat} 0 0 $$ NLRHU,{untere Drehzahlgrenze für Regelung hinter Kat} 0 0 $$ CDLSV,{Codewort Sondendiagnose vor KAT im OBDII-Mode (0:Europe-Mode)} 0 0 $$ Used in ignition map, knock fuel enrichment, knock detection map 1 0 0 $$ 16 0 0 $$ 3 0.000000 255.000000 1 $$ TLGR8S,{Laststützstellen Gruppe 8s} 1 0 0 $$ 8 0 0 $$ 4 0.000000 255.000000 1 $$ TLRAN,{Lastschwelle Lambdaregelung} Upper bank value 1 0 0 $$ RPM 8 6 4 $$ 2 0.000000 255.000000 1 $$ TLZWB tL - Schwelle ZWB1 -> ZWB2 ZWB I believe references Zuendwinkelbegrenzung, "Ignition Angle Limiting". It is also refered to in context like: Aenderungsbegrenzung ZWB1, or "Change limitation ZWB1". Data logging and code inspection shows ZWB works to limit how fast ignition angle changes under certain circumstances, such as when reinserting fuel after decelleration cutoff or during transiton from idle to part load. ZWB2 appears to be less aggressive, and by default, ZWB2 is entered at 3ms load, indicating more than cruising load (acceleration). Parameter added for curisoity and investigation. Twiddle at your own risk. 0 0 $$ Codeword tank vent diagnosis off (EURO-coding) - 0 disables tank vent system diagnosis 0 0 $$ Euro-Byte for Diagnose Secondary Air System - 0 disables SAS diagnostics 0 0 $$ 0 should disable entire misfire detection diagnostic (default for european vehicles) 0 0 $$ Euro-Byte for Diagnose output stage Secondary air valve/pump - 0 to disable the diagnostic 0 0 $$ Codeword DSWE shut-off (EURO-coding) -- Disables the accelerometer (acceleration sensor) used to detect rough roads. Part of misfire diagosis. 0 to disable this diagnostic. 0 0 $$ Codeword for diagnosis intake air temperature sensor - set to 0 to disable diagnostic 0 0 $$ FRAMX,{obere Begrenzung des Korrekturfaktors fra} Upper Limit of LTFT correction. LTFT is a multiplicative factor applied to the fuel equasion. Positive LTFT adds fuel, therefore correcting for lean conditions. This should be a number between 0 (no positive correction possible) and 25 (the factory value, allowing up to 25% correction) 25.000000 0 0 $$ FRAMX,{obere Begrenzung des Korrekturfaktors fra} Upper Limit of LTFT correction. LTFT is a multiplicative factor applied to the fuel equasion. Positive LTFT adds fuel, therefore correcting for lean conditions. This should be a number between 0 (no positive correction possible) and 25 (the factory value, allowing up to 25% correction). Other values may produce unexpected results. 25.000000 0 0 $$ FRAMN,{untere Begrenzung des Korrekturfaktors fra} Lower Limit of LTFT correction. LTFT is a multiplicative factor applied to the fuel equasion. Negative LTFT subtracts fuel, therefore correcting for rich conditions. This should be a number between -25 (the factory value, up to -25% correction) and 0 (no negative correction allowed) 0 0 $$ FRAMN,{untere Begrenzung des Korrekturfaktors fra} Lower Limit of LTFT correction. LTFT is a multiplicative factor applied to the fuel equasion. Negative LTFT subtracts fuel, therefore correcting for rich conditions. This should be a number between -25 (the factory value, up to -25% correction) and 0 (no negative correction allowed). 0 0 $$ FRARX,{reduzierte obere Begrenzung des Korrekturfaktors fra} Seems you have to set both upper limit and reduced upper limit to your indended lower limit value to fully prevent LTFT from adjusting outside your specified value. 0 0 $$ FRARX,{reduzierte obere Begrenzung des Korrekturfaktors fra} Seems you have to set both upper limit and reduced upper limit to your indended lower limit value to fully prevent LTFT from adjusting outside your specified value. 0 0 $$ FRARN,{reduzierte untere Begrenzung des Korrekturfaktors fra} Seems you have to set both lower limit and reduced lower limit to your indended lower limit value to fully prevent LTFT from adjusting outside your specified value. 0 0 $$ FRARN,{reduzierte untere Begrenzung des Korrekturfaktors fra} Seems you have to set both lower limit and reduced lower limit to your indended lower limit value to fully prevent LTFT from adjusting outside your specified value. 0 0 $$ FRMIN,{untere Regelbereichsgrenze} Lowest value, in percent, to which STFT will adjust fuel mixture. 0 0 $$ FRMIN,{untere Regelbereichsgrenze} Lowest value, in percent, to which STFT will adjust fuel mixture. Upper bank value. Set to same value as the other (lower) bank setting. 0 0 $$ FRMAX,{obere Regelbereichsgrenze} Highest value, in percent, to which STFT will adjust fuel mixture. 0 0 $$ FRMAX,{obere Regelbereichsgrenze} Highest value, in percent, to which STFT will adjust fuel mixture. Upper bank value. Set to same value as the other (lower) bank setting. 0 0 $$ VSTALL,{V-Schwelle für Ladedruckabsenkung bei Getriebesignal} For automatic transmission cars, this is the speed under which boost pressure is reduced in 1st gear, in KM/H. Set to 1 to increase your tire budget. Quickly results in tire spin in 1st gear. 0 0 $$ KFLDSHK values are multiplicitive, as in 1.00 = no change. Otherwise, a correction to the boost map setpoints based on altitude correction (atmospheric pressure) factor and engine speed. 8 6 4 $$ Altitude Factor 8 2 0 $$ 2 0.000000 255.000000 1 $$ KFWL,{WL Warmlauf - Kennfeld} 8 6 4 $$ 8 23 85 $$ 2 0.000000 255.000000 1 $$ KFWLL,{WL Warmlauf Kennfeld im Leerlauf} 8 6 4 $$ 8 23 85 $$ 2 0.000000 255.000000 1 $$ PSOLSL,{Zeit pro Ladedruckanhebung um 1 Inkr.} Not quite sure. Hopefully will reduce the amount of time to build boost. I think I got the RPM axis right. 1 0 0 $$ 8 6 4 $$ 2 0.000000 255.000000 1 $$ TLGR2,{Laststützstellen Gruppe 2} Unknown Usage. 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ KEMAN,{Messfensteranfang für Klopfregelung} In degrees, the start of the knock detection measurement window. Included mainly so you can scale this map if you change the RPM axis. 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ KEMLN,{Messfensterlänge für Klopfregelung} In degrees, the length of the knock detection measurement window, aka how long it listens to the knock sensor. Included mainly so you can scale this map if you change the RPM axis. 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ KRVFN1,{Anzahl Zündungen pro 1 Increment Frühverstellung} How fast you recover from knock retard in active knock control mode. In number of ignitions. 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ KRVFN2,{KR-no. Ignition. of Frühverst. to Frühverst. at steady-KR-adaptation} How fast you recover from knock in adaptive knock control mode. In number of ignitions. 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ TMSKHU,{untere Starttemperaturschwelle für Kat-Heizung} 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ KHEZU,{max. Anzahl Zündung nach Startende für Kat-Heizen aktiv} 0 0 $$ KFDWWELL,{UEF: delta Zündwinkel wenn LL war} 16 0 0 $$ 16 23 85 $$ 2 0.000000 255.000000 1 $$ TLUEN,{tL-Schwelle für Zündwinkeleingriff im Übergang} 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ WDKWWEA,{maximaler DK-Winkel für UE-Funktion} 1 0 0 $$ 1 0 0 $$ 2 0.000000 255.000000 1 $$ KFP2,{Tastverhältnis - Änderung / Zyklus} 8 0 0 $$ 4 0 0 $$ 2 0.000000 255.000000 1 $$ PLDRN,{P - Anteil Ladedruckregler} 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ TGEXN,{Maximale Zeit bei Getriebeeingriff} Milliseconds 1 0 0 $$ 8 0 0 $$ 2 0.000000 255.000000 1 $$ TVREM,{Verzugszeit für Regelung ein} In seconds, by engine temp 1 0 0 $$ C 16 15 15 $$ 2 0.000000 255.000000 1 $$ XTMOTGR,{|16XI|SZ-Nr| tmot-verteilung} Most-used TMOT points 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ TVREM,{Verzugszeit für Regelung ein} In seconds, by engine temp 1 0 0 $$ C 16 13 0 $$ 2 0.000000 255.000000 1 $$ Alternate boost setpoint map for use with map-select enabled binary. Do not modify these values unless you are using a binary specifically modified to enable map select functionality. 16 0 0 $$ 16 6 4 $$ 3 0.000000 255.000000 1 $$ Alternate boost map for use with map-select enabled binary. Do not modify these values unless you are using a binary specifically modified to enable map select functionality. 16 0 0 $$ 16 6 4 $$ 3 0.000000 255.000000 1 $$ Alternate boost map for use with map-select enabled binary. Do not modify these values unless you are using a binary specifically modified to enable map select functionality. 16 0 0 $$ 16 6 4 $$ 3 0.000000 255.000000 1 $$ RPM 16 6 4 $$ MS 16 23 85 $$ 2 0.000000 255.000000 1 $$ RPM 16 6 4 $$ ms 16 23 85 $$ 2 0.000000 255.000000 1 $$ RPM 16 6 4 $$ ms 16 23 85 $$ Degrees 2 0.000000 255.000000 1 $$ RPM 16 6 4 $$ ms 16 23 85 $$ 4 0.000000 255.000000 1 $$ 16 6 4 $$ MS 16 23 85 $$ 4 0.000000 255.000000 1 $$ 16 6 4 $$ MS 16 23 85 $$ 4 0.000000 255.000000 1 $$ 4 0 0 $$ 4 0 0 $$ 4 0 0 $$ TUELLTL,{Zeitschwelle für Auslösung Übergangsfunktion LL->TL} Possibly the delay for activing idle->part load transition? DAMOS says value is time, 96MS steps. 2 0 0 0 $$ TADLDU,{TANS-Schwellwert für Verriegelung Fehlerspeichereintrag DLD} If IAT less than this value, do not set FFB3.5 P_IST Bigger Maximum Value (enable overboost?) 0 0 $$ PSOLSP Waiting time between 2 standard charge pressure lowerings 1 0 0 $$ 8 0 84 $$ 2 0.000000 255.000000 1 $$ DKADN Throttle angle threshold for charge pressure increase 1 0 0 $$ 8 57 0 $$ 2 0.000000 255.000000 1 $$ TMKRA 0 0 $$ TVMIN 0 0 $$ 0 0 $$ KFTVH 0 = no change Otherwise, these are percent values (0-99) _added_ to the computed LDR duty cycle. 16 0 0 $$ 16 6 4 $$ 2 0.000000 255.000000 1 $$ Lower limit of the P-Part. When LDR is active, this is the lowest value of the setpoint. Nothing to be gained here, just leave it be.. 0 0 $$ TMLD 0 0 $$ TLDB, in MS 0 0 $$ 0 0 $$ FLDABMTN 1 0 0 $$ 8 0 0 $$ 2 0.000000 255.000000 1 $$ PSLDMX, value in load MS 0 0 $$ PSMX value in load MS 0 0 $$ DTLDLD value in load MS 0 0 $$ KFLDSAK Values are multiplicitive correction to LDR map setput based on engine speed and IAT. 1.00 = no correction. 8 0 0 $$ 8 6 4 $$ 2 0.000000 255.000000 1 $$ 16 57 23 $$ 16 6 4 $$ 3 0.000000 255.000000 1 $$ 16 57 23 $$ 16 6 4 $$ 3 0.000000 255.000000 1 $$ 16 57 23 $$ 16 6 4 $$ 3 0.000000 255.000000 1 $$ WDKGR_LMR,{WDK support points for LMR-maps} 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ Mercuric Logging Binary REV5+ ONLY The logging routine uses a cycle counter that increments each main loop iteration, wrapping at 255. That counter is divided by this number; if the remainder is zero, logging runs that cycle. Default of 2 results in logging every other cycle. 0 0 $$ Mercuric Logging Binary REV5+ ONLY Baud rate = 500,000*(256-X) -- Please don't type an arbitrary number here, use the slider to select a valid baud rate based on that formula. I wouldn't recommend values below 62500 unless you're trying to isolate some serial communication problem. 0 0 $$ Mercuric Logging Binary REV5+ ONLY When set to a non-zero value, the rear O2 sensor signal channel is ADC'ed directly in the logging routine, using a standard 0-5v setting. Connect the analog (0-5v) output of your wideband controller to the rear O2 sensor signal channel, and set all diagnostics disables relating to the rear O2 sensor. As of rev5, this is untested. Do NOT directly connect the wideband sensor to the ECU -- A controller w/ analog output IS required. 0 0 $$ Mercuric Logging Binary REV5+ ONLY If XFALMIT (sum of cylinder retard values) is above this threshold, in degrees of retard, MIL is illuminated until XFALMIT drops below threshold. 0 0 $$