Golf TDI GTD2060VRK Project Thread

Echo_Alpha

Well-known member
Joined
Dec 12, 2022
Location
Texas
TDI
2015 Golf TDI, GSW TDI, Golf TDI MT
Those EGTs are low, I think stock setting is 850C and it's safe to run ~935C in most cases.
Fuel mg/st dropping could be from a number of things, but from your logs it is not from EGT unless they have the limiter lowered for some reason. Could be lowering because of boost request/actual, didn't see that metric in any of the logs.
I typically would do a log of each, the VNT, Rail, EGT, and AFR files.
Though now just using two files with I believe 8 channels viewed as it's enough for @Xtremefunky to make good adjustments.

Also, no need to keep logging if it's all on the same ECU file. Would wait for an updated one to see if anything changes in the data or your seat feel.
Yeah, I tried to avoid the "log everything" mentality, but I do need to record the other standard ones you sent. I'm curious what's going on with the vane actuation- when I had the Banks unit plugged in, it's mostly at 100%, and seldom goes below 90, but that's just anecdotal. For now I want to see if they'll send a tune that seems to solve the low rail pressure issue, and maybe answer whether it's hardware or software.

The only reason I wondered if there was a gradual reduction in EGT programmed in is that most turbine materials have a margin of transient operation where they can still operate safely for a short period- I operate turbine engines at work, and we have limits like, normally limited to 895C but can operate up to 915 for 5 minutes or 925 for 2min. But operating at the perscribed limits still reduces blade life, and I could see similar material limits applying to a centrifugal turbine.
 

Echo_Alpha

Well-known member
Joined
Dec 12, 2022
Location
Texas
TDI
2015 Golf TDI, GSW TDI, Golf TDI MT
Was asked to perform some part-throttle runs and log more of the rail pressures, and came across an interesting correlation: When the engine torque begins exceeding 290-300nm, the rail pressure divergence really begins. On another log in a higher gear, where torque didn't exceed about 230nm, the actual tracks fairly close to requested all the way through. I looked back and found another log with torque recorded, and in that case the fuel pressure divergence begins about 280nm.

Log #833020
 

adjat84th

Veteran Member
Joined
Dec 13, 2008
Location
Virginia Beach, VA
TDI
'01 Jetta TDI/'15 Golf TDI
The ECU computes that torque number by the fuel mg/st, so what you're seeing makes sense. More fuel required is draining the rail faster than the pump is able to keep up, likely due to poor regulation of either the metering unit or rail regulator. Whether that is a tune or hardware issue I think you'll soon find out with a new file.
 

sardo_67

Veteran Member
Joined
Feb 15, 2010
Location
CT
TDI
2015 Golf SEL 6spd
Those EGTs are low, I think stock setting is 850C and it's safe to run ~935C in most cases.
Fuel mg/st dropping could be from a number of things, but from your logs it is not from EGT unless they have the limiter lowered for some reason. Could be lowering because of boost request/actual, didn't see that metric in any of the logs.
I typically would do a log of each, the VNT, Rail, EGT, and AFR files.
Though now just using two files with I believe 8 channels viewed as it's enough for @Xtremefunky to make good adjustments.

Also, no need to keep logging if it's all on the same ECU file. Would wait for an updated one to see if anything changes in the data or your seat feel.
i talked to extreme in 2022 about the car and ordered the loader he told me to and it came with the car so @Echo_Alpha can start using a tune from him if he likes
 

Echo_Alpha

Well-known member
Joined
Dec 12, 2022
Location
Texas
TDI
2015 Golf TDI, GSW TDI, Golf TDI MT
Finally done with several, heck, it's been three months, of constant work trips and vacations and other distractions, and I want/need to get this 2060 project moving forward.

I have to hook up the Kess unit and see if there's an update to the software. I pulled logs today, an extended log of @adjat84th's C74 Fuel Rail and had a friend mark where the car entered limp mode. 4th gear WOT from 1100rpm to limp mode, and then a partial throttle until limp mode in case that's useful. I'm going to pull an autoscan later to save/correlate those codes with the files.

My problem now is that the alternator on the DSG is essentially dead- the last trip home, it began giving me "battery not charging" notifications and does not produce any real power. ECU volts sits at what the battery provides (12.2v and dropping as equipment burns power), but occasionally the alternator will try to charge the battery, only ramping up to 13.2v, and then dropping back off to battery voltage.

Problem is, I have another drive tomorrow, so I have to take the 2060 on a four-hour drive. I've made a correlation between the calculated torque and getting the fuel rail code/limp mode. Above 220lb-ft, it seems like the fuel draw is too much, the pressure drops too far, and the ECU enters limp mode. During the runs today the highest mg/stroke we saw was in the range of 50-60 before the code. This is more than enough to cruise at highway speed, so I'll just have to drive like an old man.

Going forward, I think the next step is to take a spare fuel pressure regulator off the old rail from the DSG (previous owner had overtorqued some connectors, so it got replaced) and try to eliminate that component. After that, it's probably going to be an issue with the CP3, so I might see if a diesel shop can bench test it. I know some members here say good tuning seemed to fix these problems, so that might be an easier fix... but that loops back to the Kess unit at the beginning.

Any way I go, it's going to have to wait until both the alternator on the DSG is replaced and I've gotten Kess set up to download/upload files. For now... Old man driving above 3rd gear.
 

Echo_Alpha

Well-known member
Joined
Dec 12, 2022
Location
Texas
TDI
2015 Golf TDI, GSW TDI, Golf TDI MT
Some notes from midway through a long trip:

I love how this thing breathes. If I stay below calculated 220lb-ft of torque, it goes great. I'm assuming that equates to a particular mg/stroke, but the torque number is more useful on the gage while driving. Pulls nicely, even up above 4500rpm in 3rd (that's a bit fast in 4th, but also feels like it really needs more fuel to keep accelerating at the higher speeds). Cruises just fine in 5th or 6th, and I'm learning to treat it more like a gas engine and accept revs up in the 3k range rather than aggresively upshifting.

I'm getting better with the clutch, but it's still killing my old-man knee and foot after fighting through rush hour traffic.
 

Echo_Alpha

Well-known member
Joined
Dec 12, 2022
Location
Texas
TDI
2015 Golf TDI, GSW TDI, Golf TDI MT
Any more progress on getting this thing tuned up correctly?
I've been really busy with work, so haven't had time to really sit down and work on stuff. I'm forcing myself today, to get going on it. Other car is in the shop so I can't do anything crazy, but I'm looking up info on KESSV2 in preparation for pulling or loading files. Got the unit plugged in, but now I need to figure out the sofware side. Going to go pull some logs later today.

Otherwise, I've reconfigured the Banks to give me calculated torque. With that, it's been reliable as a daily driver- only triggered limp mode once in the past three weeks.
 
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