No this was before the new tables but the new tables won’t help if you are starving the HPFP. Around 17-18 psi was the limit on E30 if I remember correctly. You would think a 450 would be plenty. Might help to find additional tables for fuel mass request sent to EKP.
On the F series at least, the EKP module has various coding values for various levels of a "DME" tune. I don't believe the request is directly from the DME but rather coding on DME and also coding on the EKP module. Overcurrent values can definitely be manipulated via manual hand coding of the caf/ncd.
BMW/Bosch didn't design the stock boost control strategy for stock turbo. They designed it for *any* turbo. The point of the system is that they can change the turbo and just drop in the new characteristic tables and everything should work. The logic is the same for 335/M2/M3 etc. If we can get a handle on the models and create reasonably accurate characteristic tables for a PS2 or a BW 7670 or whatever then tuning would just be dropping in those tables and PID takes care of the rest. A lot more work up front but much less work down the road.
Correct. I think most tuners don't spend the time experimenting and understand the boost control tables on these cars... There's alot more that I still too don't understand. But on stock turbo or even PS2 it's not too difficult to tune if you take the time to understand the tables and make small changes to experiment. I understand most tuners don't have this luxury.. but honestly while commanded WG like on N54 might make it simple on the N55.. given the nature of the small PWG turbos i don't think it's going to be very good.
I see quite a significant difference between WGDC needed to achieve target boost between gear pulls depending on the car. Hell even F10 N55 vs F30 N55 has slightly different WG actuator characteristics that's defined in the WGPOS model table.
That said... I've been seeing alot of tunes out there that rely on the ceiling of the WGDC output/compressor table to adjust boost, and leave the deviation between target and boost actual above 3-4psi..... they also seem to raise the PID adder completely to 99.99% and rely on PID ceiling along with other limit tables to achieve the desired boost of the tuner.
The boost control on these cars are very, very, very precise and can account for a significant amount of variances.... if you fight it it fights back hard.. but if you work well with it, it rewards you quite well from the limited experience I have.
Tim seems to be resigned to it or embracing it for Ford (ie dropping in the new compressor and/or turbine tables) I couldn't tell which.
Question... have you seen differences between early E series N55 ROM's and late F series PWG roms? There seems to be wildly difference variances in tune performance from these. In skimming through the public E series n55 rom's it seems the table definitions are very slightly different too.
