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The EA888 Gen 3 (EA888.3) is a=
global engine suitable for MLB (Modularer L<=
/strong>angsbaukasten/Longitudinal ) and MQB (Modularer Querbaukasten/Transverse) =
platforms, capable of meeting the latest emission and fuel economy targets =
in different markets
In the Europe, the new MQB EA888 Gen 3 engines were introduced to Volkswage=
n Golf, Skoda Octavia, Seat Leon and Audi A3/S3 vehicle.
A Simos 18 Engine Control unit was utilised in order to control the feat= ures of the engine. The Engine family has two different sizes currently (1.= 8 litres and 2.0 litres) with the larger (2.0l) family offering both a lowe= r output (but high compression) option and a high output (Lower compression= ) option.
Currently Gen 3 EA888 engines, used in MQB cars covered in this document, u=
se an exhaust only AVS (Audi Valvelift System).
Platform Specific
General
ProECU software has been introduced to allow reprogramming of the factor=
y ECU in order to tune the necessary components of the calibration, allowin=
g for modifications and increases in power. Pro ECU software filters several thousand OE calibration m=
aps into a comprehensive set of maps, selected to all allow the tuner to tu=
ne the engine with similar ease, found on a standalone replacement ECUs.
The software allows easy contr= ol over most factory parameters including:
Tuning should be carried out b= y suitably trained individuals.
Use this document is a guide. = Changes to any calibration is at your own risk.
Changes involving the evaluati= on of full engine load, should be carried out in the safety of a chassis dy= namometer by trained personal.
The base engine should be deem= ed in a serviceable state of health as well as the dress kit bolted to it b= efore attempting to tune it etc.
For the best results, ensure t= he engine is run on the best commonly available fuel (in the EU, RON 98 or = greater)
This document is also work in = progress.
For information on how to program as well as flash recovery, check out.<= /p>
For more software guides check out:
The Simos 18.X Engine Control Unit (ECU) requests and outputs torque via= a fast path and a slow path.
The fast path includes the following attributes.
The slow path includes the following attributes.
Tuning the ECU for more torque involves several operations and invo= lve raising the load limits on the slow path and optimising the fuel and ig= nition settings on the fast path.
Setting proper limits on what the engine can and can't do is an importan= t step to start with. In some cases the limiters will step in when yo= u attempt to make additional power which can slow or even halt forward prog= ress on a tune. The important thing to remember is that these limiter= s aren't just in place to stop you from making power. They exist to p= rotect various vehicle components and some common sense should be used when= raising them. For example raising the allowed Exhaust Gas Temperatur= e to high can lead to a shorter life span on the vehicle's catalyst etc.
Airflow determination comprises of several calibration tables that allow= the load of the engine to be increased for a given set of engine speeds. Increasing the boost via an increase in air mass set point can be summed up= by the following illustration.
Driver requested torque This is a function of the =
Maximum torque request factor by the driver. The driver request facto=
r comes from the pedal via the parameter "Driver Interpretation Map" and is=
often scaled to be nonlinear by the manufacturer with a leading edg=
e at the low loads, low rpm breakpoints.
There are several of these Interpretation tables and they depend on the dri=
ving mode of the vehicle (i.e Eco, Normal, Sport) and the cam position (low=
or high), as well as the transmission type
An example of a typical Driver Interpretation Map from the example rom i= s shown below (recalibrated to be more linear).
Important Logging Item Accel Pedal %
The output of the Accel Pedal ratio tables, is multiplied into the follo= wing parameter, Maximum Torque AT/MT depending on the power class an= d load range. These tables can be condensed to have the same values. = Below is an example of a typical Maximum Torque (AT) map.
In RaceROM version 3 these values can be tuned per map switch mode and h= ave further multipliers for accel pedal. VW AG EA888 RaceROM Tuning Torque demand Limits
The above table was set at a desired maximum beyond standard OE settings=
globally i.e. for every gear and engine speed setpoint. The overall =
maximum final Indicated torque limitation, "Maximum Torque Final" is set ou=
t of the way at 1023 Nm. The output of the Maximum Torque=
AT/MT table + frictional losses and the ratio of lambda and ignition effic=
iencies, as summarised to create the indicated torque set point for air mas=
s, is used on an axis of a 3D table to set the Airflow target or
At wide open pedal (WOP) with the intake flaps lowered (open), valve lift a=
nd the camshafts at their end stops. The indexing will be - Open flap - No =
Lift - In1 - Ex1, whereas at light loads, for example at 2500 rpm, the inta=
ke flaps will be raised (closed), the exhaust only AVS will be in lift and =
the camshafts can be in overlap, this will result in a Reference Air Charge=
table with the index - Closed flap - Lift - In3 or In2 or Ex3 or Ex2 being=
utilised.
A typical example of Reference Air Charge taken from an example rom of the =
Ecutek Golf 7 R shown below.
Indicated Torque at Reference Conditions
Logging Item - Torque Actual at Clutch
Should be set to not limit reported engine torque used to calculate clut= ch pressure in the DSG> This is set up to a maximum at higher airf= lows.
Logging item Air Mass Charge from Manifold, Air Mass Charge= Setpoint
With the airflow setpoint determined, the output of the Refence Air Char= ge table, air mass in mg/stk, is used as an axis for ignition setpoin= t tables (which will be covered later) and is also converted into intake ma= nifold pressure, used as an axis for determining pressure upstream turbo li= mits. As mentioned in the previous slide, there are several Reference Air C= harge tables which are indexed by active port flaps, valve lift, intake/exh= aust cam position.
Once the Refence Air charge tables and Maximum torque tables are set hig= h enough to achieve desired pressure upstream of the throttle, the boost se= tpoint offset table can be calibrated. All boost calculations are derived f= rom the Refence Air charge tables and Maximum torque tables.
Typical Boost pressure offset table shown below derived from Mass Charge= from Manifold and Air Mass Charge Setpoint .
The turbocharger feature on the EA888 as certain sub features modelled t= o determine turbocharger speed, turbo pressure ratio and the wastegate posi= tion for a desired pressure upstream throttle.
To achieve the desired boost beyond standard, the limit for turbine spee= d must be increased to avoid any limiting errors. WG position tables = usually remain as default for calibrations based on standard hardware. = ; For hybrid turbos, errors in desired WG position, causing an under or ove= rboost condition require some tuning of the WG PID and position set point t= ables to ensure the WG actual position is the same as the setpoint.
With RaceROM version 3 you can now tune the simplified WG target map and= OEM PID controls
VW AG EA888 RaceROM Tuning Simplified= /Traditional WGDC control
Logging items - Pressure Upstream Throttle, Manifold Absolute =
Pressure, Wastegate Position, Wastegate Position Setpoint, Exhaust Pressure=
Flow Factor, Intake Pressure Flow Factor, Turbine Ac=
tuator Proportional/Integral, Turbine Actuator Final Value ,Turbo speed/set=
point.
With the Airflow and boost settings elevated for more performance, optim= isation of ignition setpoint will become necessary to ensure the engine can= be operated safely between broadline det (BLD) and maximum brake torque ti= ming (MBT).
The EA888 Simos ECU has two important sets of ignition tables. The= basic ignition angle or Ignition Angle and the MBT igniti= on angle or Ignition Ref Angle.
The Ignition Ref Angle is set during OE development and= represents the theoretical maximum ignition setting on a reference high oc= tane fuel, with a lambda efficiency of 1. It shouldn't require much if any = alteration on calibrations involving standard hardware. It also takes part = in ignition efficiency calculations. The final ignition setpoint will= be determined by experimentation in the ignition Angle tables.
There are several Ignition setpoint tables for both Ignition Ref= Angle and Ignition Angle, which are indexed by a= ctive port flaps, valve lift, intake/exhaust cam position.
At wide open pedal (WOP) with the intake flaps lowered (open), valve lif= t and the camshafts at their end stops. The indexing will be - Open flap - = No Lift - In1 - EX1, whereas at light loads, for example at 2500 rpm, the i= ntake flaps will be raised (closed), the exhaust only AVS will be in lift a= nd the camshafts can be in overlap, this will result in a Reference Air Cha= rge table with the index - Closed flap - Lift - In3 or In2 or Ex3 or Ex2 be= ing utilised
Now with RaceROM version 3 you can tune 4 map switch mode variant's that= replace the 9 High and Low lift flap open maps.
VW AG EA888 RaceROM Tuning Ignition-T= iming
A typical ignition table for WOP is shared in the illustration below.
Logging items =E2=80=93 Ignition 1 to 4
Knock detection and control is usually a feature that is designed during= a lengthy OE process involving hours of design validation on an engine dyn= o, which is then tested on various market place fuels and climates and invo= lving Tier 1 grade combustion analysing equipment.
The knock control feature, allows each cylinder to be optimised by allow= ing the cylinder to operate safely and as close to MBT as possible and thus= maximising torque while reducing the spark spread across the engine cylind= ers.
This feature also has benefits of reducing engine roughness and improvin= g fuel consumption while delivering the best engine response.
Depending on engine modifications and loads, detection integrals can be = optimised as well the step changes to correct for a knock event when runnin= g boost levels beyond the factory set point of 2200 mbar.
Tables that will commonly be revised are:
Logging Items - Knock Retard 1 to 4
On the EA888 Gen 3 engine, a lambda set point of 1 is targeted for the e= ntire operating range. Featuring a piston design which is profil= ed to suit direct injectors and an optimised combustion chamber design, lam= bda 1 is achieved at spark plug, for engines operated at factory load limit= s.
To achieve optimum power with greater cylinder pressure, a richer lambda= set point is recommended. Lambda setpoint can be influenced by high = intake or catalyst temperatures, as well as turbo protection tables. So the= se tables will have to be altered in a safe manner to suit the new fuel tar= get.
Optimum settings between LBT (Lean Best Torque) and RBT (Rich Best Torqu= e) should be determined by experimentation.
Now with RaceROM version 3 there are map switch mode dependent targets= p>
VW AG EA888 RaceROM Tuning - RaceROM-= Lambda-Setpoint
Logging items - Lambda Actual, Lambda Target
The factory camshaft phase shift can be further optimised to increase cy=
linder fill.
This is with lift or without.
An experiment involving setting individual cam tables i.e. the exhaust b=
ank or the intake bank at a time, to global settings at high air flow set p=
oints and all engine speed set points, can be used to find the best setpoin=
t at various engine speed break points.
The results of the experiment can be blended into the cam set point tables =
for the best full load curve.
&nbs= p; <= /p>
Logging items - Intake Cam Absolute Position, Intake Cam Absolut= e Position Setpoint, Exhaust Cam Absolute Position, Exha= ust Cam Absolute Position Setpoint
Valve lift is usually zero at high airflows. Testing with larger turbos hav=
e seen benefits in cylinder fill at switch off threshold greater than 3600 =
rpm.
Logging Item - Valve Lift Setpoint.
EcuTek ProECU tuning tools tools should only be used by experienced=
tuners who understand the product and engine calibration.
If you do not fully understand this product then you WILL damage your engin=
e, ECU or your vehicle.
Please ensure you fully read all EcuTek manuals BEFORE attempting to use Pr=
oECU with your laptop or your vehicle.
Use with extreme caution and understanding at all times, if in doubt then d=
o not proceed.
EcuTek accepts no responsibility for any damage to the engine, ECU or any p=
art of the vehicle that results directly or indirectly from using the produ=
ct.
** If you are in any doubt that you do NOT have the experience required to =
use this product then you should NOT USE IT **
Retail customers
** If you have any doubt that you= do NOT have the experience required to use this product then you should NO= T USE IT, you should simply contact your EcuTek Master Tuner shown clearly = on the top of your Programming Kit or visit your preferred tuning shop to h= ave a professional tuner use it for you **
(+44) 1895 811200
When dialing from within the UK, the count= ry code is not required so dial 01895 811200
Open Hours
Monday to Friday 9:00am - 5:00pm B= ST (UK Time)
(4am-1230pm Eastern Standard TIme = US)
Visitors by appointment only
EcuTek Tehnologies Ltd.
8 Union Buildings
Wallingford Road
Uxbridge, UB8 2FR
England
VAT No: GB 235 2616 23