Rick its is not removing the me7.5 torque structure like your thinking, CWMDAPP = 1. This is one routine out of 1000s which is being removed to give 1.8T owners a better, safe and more poewerful driving experience.
The TIV or removal or the stock oem Anti jerk routine is one tiny area of the ME7.5 1.8T ecu which has been hindering power and driverbility since day one. Its routine which was factory calibrated by a person during the development off the code and engine combination. The anti jerk routine then got copied and used on many ecu across many 1.8T platforms, and on some/ most platfroms it reacts back and gives a reduction on the ignition angle which causes loss of potential power and and produces a higher egt reading.
I think Rick is getting confused on what me and Bill are doing and seeing with the TIV mapping, the ecu is still running the main torque structure, its just we are removing one routine which was never right from the factory imo.
Take a stock S3 drive in 4-5th under a light but progressive mode and you will feel the car jerk and buck which then causes oscillations in the power delivery. I can replicate this condition on all ME7.5 1.8T platforms, while on the road, while on the dyno and under all load conditions.. "with the stock ecu factory mapping" The higher the load the less the oscillations can be felt, but they are still there.
Remove the anti jerk to stop the nasty oscillations and the car feel 50 times smoother and better to drive, and on some cars there are gains for 6bhp to 35bhp depending on the exact spec and stage of tune.
I have updated around 60 cars with the TIV mapping and every customer has come back to be with positive feedback straight away, "car feels much stronger" "car feels much smoother" "It feels like a new car" ect.....
This is free with all of out maps and is a free update for all exsisting customers.
On stage 2 k04 mapping I am seeing upto 100-150deg lower EGTS just from the removal of the TIV, which in my eyes is making safer mapping.
If it was not for Bill pointing out an issues he had on a 400+bhp then I would have never looked on to it. I spent 3-4month logging 100s of 1.8T and noticed everyone had the issue, It was during a live stage2 S3 k04 relentless mapping session I tested a few methods to remove this unwanted intervention and came up with one that totally got rid of the oscillations and returned 35-40bhp with no other mapping touched. Since that day all of our remaps 2.0TFSi and 1.8T have had the TIV mapping to remove unwanted oscillations, and the feedback is outstanding.
I know Bills version of the TIV is also getting some awesome results and feedback at all stages of tune.
Rick there is no right or wrong way to tune Me7.5, dispite what tuner forums say. The correct method is a whats best for the customer and safe for the car to get the results needed. Remember all I tune is 1.8T and 2.0TFSi and the results and feedback are all out there for everyone to see and read. All tuners have there own methods of tuning, I have my methods and I get results, you have your methods and get results.
Even a stock mapped car will see gains and benefits from removing the TIV from anti jerk.
ARMD 10.40 (Torque-Based Anti-Jerk Function
Function purpose
The anti-jerk function detects oscillations of the power train and damps them out by applying opposing-phase torque interventions. The torque intervention is converted into an ignition angle offset by the torque interface.
Desired phase position of the torque intervention
In order to damp the power train oscillation efficiently, the torque intervention should counteract engine speed oscillations. Thereby the same effect is achieved as if the attenuation coefficient of the drive shaft is increased.
Operation pattern of anti-jerk function
Basic idea: a reference speed without oscillation and corresponding to the driverâs demand is evaluated. The difference between desired and actual engine speed isolates the oscillation. A counteracting delta torque is set which is proportional to this oscillation.
The function is realized by a simple vehicle model consisting of an integrator with the constant kifz_w. The input to this integrator is the difference between the driverâs predetermined clutch torque mkar_w and the load torque mlast_w. The output from the integtrator is the modelled engine speed nmod_w. The engine speed difference ndiff_w between the modelled engine speed nmod_w and the actual engine speed nmot_w now forms the basis for the torque intervention as well as for the calculation of the load torque. The load torque is evaluated proportional to the engine speed difference and the factor flrar is taken from the corresponding characteristic line. The engine speed difference ndiff_w contains another offset besides the oscillation part. This offset is filtered on a 50 ms scan timescale through a discrete second order low pass filter. (Coefficients of the nominator polynomial are denoted A0, A1 and A2 and of the denominator polynomial 1, B1 and B2.
The filtered offset ndfil_w is substracted from the differential engine speed and gives the engine speed oscillation ndar_w.
Proportionally to this engine speed and using the factor fdar, a delta torque as a torque intervention is calculated. If this intervention lays between the limits KFDMDARU and KFDMDARO, it is set to zero.
Activation Conditions
The model is always active, just the intervention can be switched off.
Application Notes
Conditions for calibration of anti-jerk
The basic calibration of the vehicle must have been done. This includes the transition compensation and all functions for the torque interface.
1. Evaluation of the integrator constant kifz_w and flrar
Coarse application:
Drive on the road (flat surface, no hills) at a constant speed in respective gear with the anti-jerk function deactivated (fdar=0). Then execute a change in load and register the calculated coupling torque mkar_w and the engine speed nmot_w.
Evaluation of integrator constant as follows: at a load step the torque jump is approximately delta M (in %) and the speed approximately rises with constant gradient gradn (in RPM/s). Kifz_w is then calculated from the expression gradn/(delta M). A typical value for second gear is 4.6 Ã 100/MDNORM [RPM/(sÃ%)].