[Guide] Accelerator Pedal Kickdown Removal
- Thread starter Drifterman
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- 7h2723503 dsg how to guide kickdown
Not sure - but anyways below fresh data readouts what ECU reports:
Foot off
Down to the stopper
Through the kick-down (at floor)
In the VCDS the values above are found as:
IDE07826
IDE00086
IDE01880
That seems to say that 100% throttle opening is achieved before pressing through the stopper, position A and B don't represent throttle opening but pedal positioning ( er carry out an evaluation called accel pedal position where we check w.o.t position but not position A and B to confirm. Again just my 2 psetas 
, can't find my 2 cents coin
, can't find my 2 cents coin
Morning @Hopeful
I did contemplate changing the profile of the spigot to smooth out the travel through the resistance block; in the end, I didn't want any resistance at all though, so it was a no-brainer to simply remove it. Plus, once it's altered, there's no going back if you don't like it/can't get the feel right.
The electrical contact lever arm is an interference fit onto the shaft. When you remove it, it'll just move within the upper section of the quadrant and won't be aligned to the shaft is you then try to refit it without separating them. If it's out of alignment even slightly, it won't go back on and it'd very probably break if you got the force in the wrong place; for the sake of 2 mins to remove the 5 screws and the cover, I definitely wouldn't do it without separating them.
Hope this helps
@Pauly @Pedro20001
Morning Gents - my extra two groats (caveated by the fact that mine's a manual - may differ in DSG models):
Not sure why the readout uses the pedal position language and terms it does, but I can definitely confirm that WOT is only achieved when the pedal is 'on the floor' (i.e. through he resistance block and the full range travel is achieved by the wiper arm within the accelerator quadrant). If WOT was achieved when you got the stop, there'd be no point in it - the contacts the wiper makes beyond the stop are obviously what provides the signal to DSG to 'kick down', but they also enable the fuel scheduling to reach WOT.
Morning Gents - my extra two groats (caveated by the fact that mine's a manual - may differ in DSG models):
Not sure why the readout uses the pedal position language and terms it does, but I can definitely confirm that WOT is only achieved when the pedal is 'on the floor' (i.e. through he resistance block and the full range travel is achieved by the wiper arm within the accelerator quadrant). If WOT was achieved when you got the stop, there'd be no point in it - the contacts the wiper makes beyond the stop are obviously what provides the signal to DSG to 'kick down', but they also enable the fuel scheduling to reach WOT.
Hi, mine a manual too, all 110 hp of it and from my understanding it purely is to manually override the speed limiter in case you need to accelerate past it. That's how Toyota have it set up, although as my missus says, I am sometimes wrong
and from my understanding it purely is to manually override the speed limiter in case you need to accelerate past it. That's how Toyota have it set up, although as my missus says, I am sometimes wrong
When the stop was fitted and no speed limiter set, the revs would 'top-out'. Push past the stop and revs increased - it definitely (in my experience) increases the fuel scheduling
N.B. ....it does the same on the Helicopters I fix.....and they're not a Toyotas either ;-)
N.B. ....it does the same on the Helicopters I fix.....and they're not a Toyotas either ;-)
What we need is a full VCDS record of a DSG and a manual
The interesting bit to me there (microcontroller background) is not how the position signal is mapped to the throttle demand but that at full mechanical travel the position signal doesn't appear to be full scale.
However it's quite common using ADC (analogue to digital) inputs to stay away from the ends of the scale for a variety of reasons, the ADC itself can get less accurate and the physical resistance tracks can alter near the ends where they have to turn into connections.
I note there are 2 readings which matches the 2 physical wipers in the pictures. Would be interesting to see the track arrangements but from the evidence so far as a critical control I suspect there are 2 independent measurements going on to provide validation. I suspect if they ever significantly differed that would be a fault rather than failing over - you'd generally need 3 measurements to do that as with 2 you know they differ but not which one is correct.
The interesting bit to me there (microcontroller background) is not how the position signal is mapped to the throttle demand but that at full mechanical travel the position signal doesn't appear to be full scale.
However it's quite common using ADC (analogue to digital) inputs to stay away from the ends of the scale for a variety of reasons, the ADC itself can get less accurate and the physical resistance tracks can alter near the ends where they have to turn into connections.
I note there are 2 readings which matches the 2 physical wipers in the pictures. Would be interesting to see the track arrangements but from the evidence so far as a critical control I suspect there are 2 independent measurements going on to provide validation. I suspect if they ever significantly differed that would be a fault rather than failing over - you'd generally need 3 measurements to do that as with 2 you know they differ but not which one is correct.
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