CHIP Diagram: Analysis and Explanation

Hello everyone,

I would like to get your opinion on these VAG-COM log files. This is a 1.8T BAM engine with the original 225 horsepower. The diagram is from after an OBD tuning that supposedly increased the power to 269 horsepower.

That tuning is not bad at all...

Rainer... I know it's complete garbage... but I need to explain this properly to the owner... he still thinks he got a really good deal... and he claims the readings from VAG-COM are so incredibly inaccurate...

Okay, give me a statement that shows he's finally coming to terms with it!

What kind of guy is that? Maybe I should start selling magnetic bracelets... or fuel-saving devices that you put in the trunk .

Okay, just to explain... the base vehicle is a Seat Leon Cupra R with 225 horsepower. It was chipped by a well-known independent tuner. Anyway, I went for a ride and something didn't seem right. We then did some data logging, and as you can see, the car isn't performing as it should (269 horsepower). The mass airflow sensor and boost control valve are new, but the car is still running poorly. The owner still insists he got a great deal, and the 'tuner' is selling his data as if nothing is wrong. Of course, someone who chips a car for €300 isn't going to put it on a dyno.

For my part, I say, correct me if I'm wrong... does the 'noticeable increase in performance' only come from the peak in boost pressure/torque, and that's all there is to it...?

He starts boosting pressure as early as 1400 RPM, forgetting that the 1.8T has a wastegate turbocharger, which (as can be clearly seen) doesn't really start producing significant boost until around 2500 RPM. If the tolerance range wasn't so large, it would probably go into limp mode for that reason.

But in reality, you don't get any real increase in performance; it just delivers the torque earlier.

How can I convince him that this tuning is terrible and that he should seriously reconsider his 'tuning' skills?

PS: Somehow, whenever I used the uninhibited pressure hoses, it always went into emergency mode.

How do I convince him that this tuning is terrible?... and that he should seriously reconsider his choice of 'tuner'?


If the ignition timing, boost pressure, and lambda value are at the nominal power point, or approximately at the nominal power point, then the tuner probably won't know the limits of the engine, and will hardly/not change the values in that range. As a result, it will drive differently, but won't produce more power. A clear case of fraud .

P.S. With unrestricted pressure hoses, it somehow always went into emergency mode...

What do you mean by that?

He had different hoses from Samko/Muggiano etc. installed, and that immediately triggered the emergency mode.

What other information should be logged in order to uncover the fraud?

He had other hoses from Samko/Muggiano etc. installed, and in that case, the emergency system immediately activated...



Thicker ones? If the tolerance range wasn't soooooo large, then it would probably go into emergency mode for that reason...

Here it is. Apparently, that was the final straw that caused the system to fail. The slightly smaller amount of damage resulted in an even greater deviation from the intended charging pressure, leading to a fault mode.

What should be logged in order to uncover the fraud?

I don't know if you can display the lambda value with VAG COM, but if neither the ignition timing (which is less common with turbochargers) nor the boost pressure have been changed at the rated power point (check the original values), then you have the proof, because there is no physical explanation for the increased power in that case.

On the test bench (which would be the ideal scenario), it will produce slightly more than the nominal power, but that's because the engines, especially turbo engines, tend to vary significantly upwards.

I once saw a before-and-after comparison of one, and it was a 180 hp AUQ engine.

http://img.

/albums/v86/Legolas09/20VT-verleich.jpg

Nominal speed AUQ = 5500 RPM.

But it's different, right?

Yes, it's an AUQ (1.8T 180 hp)... but it operates on the same principle... although it briefly reaches 210 hp!

where it briefly reaches 210 horsepower!

The tuner is probably afraid of hitting the knocking zone at the higher end of the RPM range, and so he's keeping it there (because it feels spectacular) at that short peak.

I'm going to start looking for more sources.

I'm going to start looking for more 'victims'... because he's on several forum tuner lists.

Do you perhaps mean D**?