Nozzles: Big & Cheap Tuning Tips

Hello,

I've been driving a Golf 4 with an ALH engine for quite some time. Many years ago, a well-known tuner modified the engine's software. According to the documentation I received back then, the engine is supposed to have a power output of 115 horsepower.
This spring, I had a minor service done at 120,000 km, including the timing belt, tensioner pulleys, water pump, oils, and I also fixed some issues, specifically the jerking when accelerating from a standstill at traffic lights.
I also installed 0.216mm nozzles.
I've been running with the chip and nozzles for a while now. The engine runs much better; I'd say it feels like a gain of 10 horsepower or more.

Now the question arises whether it is possible, or even advisable, to give the engine a slight performance boost using the "10-cent tuning" method. As with the other repairs, I have, of course, read up on the subject in the service manual and would like to increase both the fuel quantity and the lambda value using the "10-cent" method.

Has anyone ever done something like this before, with existing chip tuning and injectors?

Best regards,

Every day a little more, and then cry when the pistons are completely destroyed...


Let the software adjust to the larger nozzles, and it will cost you a fraction of the cost of an engine failure .


By the way: Nowadays, every copy shop and parking space tuner calls itself "renowned" - because it certainly has a name .

The company is ***, and it wasn't exactly cheap back then. That's why I'm not sure if I should switch my tested software for something without a name now.

Just because it's from A** doesn't mean it's suitable for all nozzle and 10c combinations.

A good tuner adjusts parameters such as fuel injection volume, injection timing, and boost pressure/air mass in the optimal relationship to each other.
He assumes the use of standard components unless he knows what specific parts are installed.

Now you're adjusting the car and only changing the amount... or so you think. In reality, you're also shifting the Z-values of the maps for boost pressure, injection timing, target air mass, etc., because these, among other things, are functions of injection amount and...

While it might work with a standard engine, as the manufacturer usually leaves enough margin, if those margins have already been exhausted through tuning, you quickly enter areas where the material can no longer cope.
With nozzle or 10c tuning, you reduce the values for lambda (air-fuel ratio) and injection start in all load ranges except full load. Boost pressure decreases, and the injection start is delayed because the engine control unit (ECU) believes it needs to inject a smaller amount of fuel.
As a result, the jet streams get closer to the material of the pistons and cylinder head, which puts more stress on them, and in an unfavorable case, can overload them .