Kann man solches Chiptuning machen lassen? | Posts 16+

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The maximum torque should start much earlier.
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Does anyone have an idea what that might be due to?

Buy yourself an AXR... it looks like this:

I also test drove the engine in the Golf IV Estate. It's not bad and quite economical. However, the car is a bit boring. } Sorry. } It's no comparison to the A2. } The A2 is much more fun. } And it consumes less than my older G3 AFN. } (I thought it would consume even less, though.) }

Have you ever calculated the power-to-weight ratio differences between the two vehicles?

Perhaps that diminishes the driving pleasure? }

Regards,
Golfchriss

Yes, disconnect the EGR valve, and then you'll get your extra 10-20 Nm...

Is the AGR rate not already at 0% under full load?


by the way / btw
Have you ever called a tuner and expressed your preferences?



I thought I would get some advice from you. I'm currently looking at ***. I haven't received the power curve yet. They say Pmax +8 HP and Mdmax +23 Nm (which aligns quite well with my expectations). However, the crucial thing is the increase in torque across all RPM ranges. And all of this for 325 EUR. I won't do anything without seeing the power curve. What good are 23 Nm more if they only apply at peak RPM? [/quote]

Have you ever calculated the difference in the power-to-weight ratio for both vehicles?
Perhaps that diminishes the driving pleasure?

Okay, I understand. I just wanted to briefly mention one of my reasons for buying/not buying [the product].

'This is a task that any tuner should be able to accomplish! By 'tuner,' I'm not referring to the numerous chip copiers available on the market.'
But without fine-tuning the engine on a dynamometer, it probably won't work; this is not a job that can be done at a desk.

Hello,

Please don't hit me, but...?

If a diesel engine with turbocharging, whether in its standard or modified state, reaches its power peak at 2000 RPM and then exponentially approaches negative infinity at 5000 RPM, it's reasonable to assume, as I understand from here, that the slow combustion process of the diesel is falling behind. The optimal combination of air volume and piston speed for maximum power is around 1750-2000 RPM, hence the peak. This means that as the engine speed increases, the efficiency decreases and fuel consumption rises because the combustion process can no longer keep up with the piston's movement. That's my understanding of the characteristic (please correct me if I'm wrong!).

The legitimate desire for Varianti would be to heavily tune the engine and then reduce the mechanically borderline peak torque. This would result in a flat, usable power band from 2000-4500 RPM (e.g., the AFN series produces 1950 Nm of torque at 235 Nm, dropping to around 195 Nm at 4200 RPM; when tuned, it could produce 285 Nm, dropping to 230 Nm at 4200 RPM). The goal would be to reduce the peak torque to a consistent 235 Nm across the entire rev range, so that the engine feels responsive and powerful throughout, without overstressing the mechanics.

Is that possible?

Don't performance and power fundamentally depend on the diesel principle?
Does cutting off the top end not mean that the beautiful, 'belly-shaped' power curve characteristic of Diesels would suffer a drastic drop, resulting in a significant loss of torque if the torque limiter were to activate over a range of approximately 1000 RPM?

Just a layman's thought, Tschulli...

dieseltester wrote:

But without tuning the engine on a dynamometer, it probably won't work; this is not a job that can be done at a desk.

If you want to count fractions of horsepower, then you are right.
Otherwise, the %increase in torque can be predicted with a good approximation based on the %increase in quantity, as long as the conditions of combustion remain reasonably stable (sufficient excess air, etc.).

Approximately 10% more torque at 2000 rpm, increasing to about 20% more @ 4000 rpm (which equals 20% more power). With some careful consideration , it's possible to achieve similar results for TDIs even through software tuning.

Obenbeimutti wrote:

Now, the plan was to remove a section of the mountain, specifically level 235, in order to fulfill the desire that the motor should feel very responsive and "grippy" throughout the entire range, without overstressing the mechanics! Is that possible?

Yes, because almost anything is possible with chip tuning.

Quote:

Aren't performance and power intrinsically linked through the diesel principle?

Not specifically through the diesel principle, but generally, for example, through a simplified formula.

kW = (Nm * rpm) / 9.549 or

PS = (Nm x rpm) / 7.021

Quote:

Does that mean that if the top end were cut off, wouldn't the beautiful, "belly"-shaped power curve characteristic of Diesels result in an extreme! drop, especially if the torque limiter was active over a range of about 1000 RPM?

The torque limitation is generally always active in intact (and properly tuned) TDIs at full load -> please refer to the fundamentals .

@Varianti
I think *** is the right place to go if you have specific requests. Unfortunately, I only have reliable experience (meaning with multiple cars) with AMF engines (1.4 TDI with wastegate) and 1.8T engines.
The Eco-Chip from *** is a product that I haven't tested yet. In the past, you always had to specify exactly what you wanted. However, this hasn't always worked perfectly.
Even with the standard settings, the *** chips provide noticeably more low-end torque compared to competing products. Starting around 1500-1600 RPM, there's a significant difference even with the AMF setting. It feels much smoother, especially in city driving. However, this comes at the cost of slightly increased soot production (more than the competition). Of course, if you don't fully utilize the power, the soot levels will naturally decrease.
However, during attempts to improve the product, *** often made mistakes and was sometimes unable to fully satisfy the specified requirements (regarding Russian-language functionality). But if you ultimately want the standard chip characteristics anyway, it doesn't really matter.
"The durability is generally good. I once had a turbocharger fail on an AMF engine after 100,000 km (85,000 with a chip), where it started leaking at the shaft. However, from the beginning (around 10,000 km), it had problems with the boost pressure control (noticeable overshoots, boost pressure regulation limit errors). VW acted clueless back then, and *** just replaced things like the N75 valve, but wouldn't replace the turbocharger until it completely failed (they probably knew it would only go after the warranty expired)."
The charger connected to the vehicle was working properly.
I now have a different car with the same modification: it has already reached 85,000 kilometers without any problems (40,000 of those kilometers were after the chip was installed).

Regards,

Olaf.

P.S.
If *** isn't too far from you, you could also test drive your own car or one of their AMF Lupos. If it meets your needs, the chipped 1.4 TDI with VTG probably won't be much worse.
The prices at *** (at the headquarters and at least for the standard chips) are definitely negotiable!

Thank you for your detailed report. I will try tackling this with ***.

Hello,
if it's not too far away.
Markus from TCM has a pretty good reputation.
Call him; you can actually talk to him!

Thomas.

and sometimes an AJM...
At least my AJM doesn't have that torque dip.

I generated a KPower diagram today. The dip at the end is likely due to the hill at the end of the test run area. (But I'm also having real difficulty finding a sufficiently straight and level track.)

The curve almost matches my expectations. However, it doesn't fit with my 'butt dyno' feeling. The maximum torque should start much earlier, around 600 RPM. The initial increase in the Nm curve actually indicates where it should be going. If you extrapolate that increase, you get approximately 230 Nm at 2000 RPM (which is what it should be). And honestly, I don't feel that kind of Nm value when accelerating.

Does anyone have an idea what that might be due to?

The curve indicates that the engine is still operating within the smoke reduction zone and has not yet reached its maximum speed (RPM).
Is the boost pressure line sealed tight? Specifically, is there any air leak between the high-pressure fuel module (HFM) and the air intake manifold (ATL)?

At what altitude above sea level was the curve recorded?

The curve indicates that the engine is still operating within the smoke reduction zone and has not yet reached its maximum speed (RPM).
Is the boost pressure line sealed tight? Specifically, is there any air leak between the high-pressure fuel module (HFM) and the air intake manifold (ATL)?

At what altitude above sea level was the curve recorded?

Do you mean the mass airflow sensor (MAF) when you say 'HFM'?

The car is almost new and reaches a top speed of 199.1 km/h (according to GPS). I think it's already in good condition and running well.

The recording was made at an altitude of approximately 300 meters above sea level.

The curve indicates that the engine is still operating within the smoke reduction zone and has not yet reached its maximum speed (RPM).
Is the boost pressure line sealed tight? Specifically, is there any air leak between the high-pressure fuel module (HFM) and the air intake manifold (ATL)?

At what altitude above sea level was the curve recorded?

Do you mean the mass airflow sensor (MAF) when you say 'HFM'?

The car is almost new and reaches a top speed of 199.1 km/h (according to GPS). I think it's already in good condition and running well.

The recording was made at an altitude of approximately 300 meters above sea level.

Yes, LMM. Generally, there is no performance loss below the maximum power output (Pmax), at least up to an altitude of approximately 1000 meters, because the rotor has enough clearance from the smoke boundary layer at that height.
In dynamic processes, such as acceleration from 1000 RPM in 3rd or 4th gear, diesel engines tend to produce smoke up to around 1800 RPM; this can also occur at higher RPMs if the atmospheric pressure is low (which isn't the case for you), or if there's a problem with the mass airflow sensor or a leak somewhere. I'm just mentioning it because of the qualitative shape of your curve.
This smoke reduction effect should be noticeable when you perform performance measurements in different gears; the lower the gear, the worse it gets.
It's best to take the test on the 4th or 5th floor. Which floor were you on?

I honestly don't have much experience with VW specifically, as I work for a competitor. But somehow, all diesels are the same .