The N75 duty cycle will cycle from OFF to ON every 5 seconds or so. (about 10% duty cycle to about 90% duty cycle.) The MAP actual pressure should cycle at least 30 mbar with a stock turbo if the test is done at idle - as the ALH engines do. (less change will probably occur with a larger than stock turbo.).
1 VP37 EDC15VM+ TDI remap guide or: take the long way home by nexus665 Rev. 9 / Table of Contents Disclaimer. 3 Introduction. 3 Chapter 1 Planning. 5 Get an original file. 5 Damos / A2L Files. 5 Where do you want to go today?
6 Comparison ALH 90hp/210Nm stock 1.9l VP37 TDI. 6 What can my stock hardware take? 6 Transmission.
6 Clutch/Flywheel. 7 More about Turbos. 8 Engine internals. 9 Electronics/Sensors. 9 What nozzles and what plunger piston should I use? Nozzle comparison - 5mg/stroke Nozzle comparison - 50mg/stroke Popular nozzle/plunger combinations Performance How does injection work?
Fuel delivery maxima Chapter 2 a basic Stage 1 remap Get a boost gauge, folks! Adjust smoke limiter, torque limiter, driver s wish. 132 Adjust requested boost and N75 map Adjust further limiters (SVBL, boost limiter map) Turbo-induced limp mode Chapter 3 - stage 2 remap Necessary hardware modifications Recommended hardware modifications Creating a custom pump voltage table Extending diagnostics Boost IQ Air mass Extending boost/iq/air mass limiters Boost IQ Air mass Calculating and adjusting SOI What is SOI? It s all absolutely relative Calculate SOI Changing sensor linearization N75 upper and lower limit MAP- and MAF-based smoke limiting Limiting IQ based on temperature Changing idle speed Fitting it all together Chapter 4 - stage 3 remap Considerations and hardware requirements Where to go from here. 273 Disclaimer This guide is for informative purposes only all changes you make to your ECU software based on it are your own sole responsibility! Introduction This is a guide to help you understand how to properly remap a VEP TDI it s a work in progress, should you find any errors or want to contribute something, please post in the thread below or contact me via PN at ecuconnections.com my nickname is nexus665. For completeness sake, I ve opted to include a lot of things that may at first not seem relevant.
Bear with me, all will become clearer as we go along. The most recent version of this guide can be downloaded from: Preface A while ago, I became interested in remapping cars, mainly because I had had mine remapped, but had been having trouble with it, thinking how hard can it be? Well, as it turns out, quite difficult! The main problem in remapping cars is knowing enough about what you are doing, really understanding and not just decalibrating things. You can never have too much knowledge about your tuning target s specs, be they hardware or software. With this in mind, be aware that remapping cars is not a skill you just acquire in a short time.
It takes a lot of time and a really big amount of dedication to do it right. Also, it won t ever be cheaper (in time or money spent) than a remap you can buy but you ll have gained lots of knowledge in the process. Always be aware that you can easily kill your engine if you don t know what you re doing so always try and find out as much as you can before actually touching anything! Be sure to confirm your results and do log runs as well as use a boost gauge with warning function, especially on powerful setups. It can save you a lot of trouble and money use common sense! Another thing to note is that claims of superior gas mileage via tuning are pretty much useless only the driver s right foot determines fuel usage, so rather adjust your driving style than get ecotuning! Although it is possible to tune for economy a little bit by playing with SOI, you will never realize as much mileage gain as with driving in a more economical way.4 So let s get to the good stuff!5 Chapter 1 Planning Get an original file This is one of the most important steps and also the first for any remapping purposes: you need to download the original file containing all maps from your car s ECU or download a copy of the same file from online sources, if available.
The original file this guide is based on is downloadable here: It s a MY 2002 Golf 4 TDI ALH (90hp/66kW) with software revision Damos / A2L Files Many people talk about these files, but it seems not everyone really knows what they do or how they work. When car manufacturers first started using electronic control units for their cars, they needed a standard to exchange information with ECU manufacturers/developers about which maps control what. One of these was the DAMOS format. Inside these files, all existing map addresses, their names and conversion factors are noted, often along with formulas for their content.
Another standard that appeared later is the A2L standard WinOLS and other map editors can work with these files, as well. However, hardly any of the files people call Damos Files really are in DAMOS format mostly, they re WinOLS project files that you can load and look at (.ols files), because these also contain the binary they are made for. This tells us something very important: you need one that fits your ECU EXACTLY! For example, there is an Audi A4 VP37 Damos that s widely available, which is actually a WinOLS project containing a binary. It contains all of the information you need to tune other VP37 cars, but it does NOT contain the correct addresses unless you have the exact same binary/software revision!
Often, even if a DAMOS/A2L file is for your exact software revision, it will not have exact addresses, but rather offsets that you need to compare with your binary. This means that the addresses in the file need a starting address (offset) to work correctly. However, even if the file is not for your exact software revision, you can use the information contained in it to search for the same patterns in your own binary. This is an important skill, whether you re comparing maps from other cars or manually defining them recognizing patterns and trends and applying them to your work.6 Where do you want to go today? As a first step, figure out your planned performance and what hardware mods you will need to reach it (if any). Meaning, figure out what kind of remap you want to do a Stage 1 with only software changes, a Stage 2 with small hardware changes or a Stage 3 with large hardware changes for extreme performance.
For this, you ll need to know your stock hardware s limits. It helps to look at similar cars or the available engine options for your model for better reference. Comparison ALH 90hp/210Nm stock 1.9l VP37 TDI (not exact) Stage 1 Stage 2 Stage 3 120hp/270Nm 150hp/320+Nm 180-2xxhp/350+Nm Software only plus larger injectors, upgraded clutch, plus upgraded turbo, intercooler, no EGR, de-cat, single mass flywheel pump plunger, exhaust, downpipe, 6- gear conversion, extra fuel pump It all depends on your goals and your budget.
It doesn t pay to overtax your hardware rather be conservative in your power figures and have your car work. What can my stock hardware take? This is a bit tougher to answer, but I ll try to illustrate based on my own car. Transmission The stock ALH is equipped with an 02J 5-speed manual gearbox rated for 250Nm of constant torque.
Its maximum stock torque is 210Nm, meaning the stock map is well under the transmission s rated performance. Above about 270Nm of torque, you ll need an uprated clutch and a single mass flywheel. Now, people have managed to break this transmission with stock power others have managed over 400Nm without killing it for quite a long time / lots of kilometers, even in drag use. Still, it ll break eventually if you keep abusing it, so keep a spare one if you go nuts on power Again, it all depends on your driving style and on the condition of your hardware. Be conservative with torque on 02J 5-speed gearboxes especially below 2k RPM. For extreme power and torque, consider upgrading to a 6-speed gearbox or having your 5-speed box reinforced. A limited slip diff would also help get all that power on the road.
The 6-speed manual gearboxes and flywheels are rated for 350Nm of torque and can take a little bit more than that, as well, about 380Nm above this, you ll have to look at uprated clutches and a single mass flywheel. You ll need gearbox, clutch, starter motor, flywheel, gear lever etc.7 Clutch/Flywheel The stock clutch will not hold much more than Nm of torque, depending on its condition it may even hold less. Same goes for the stock DMF (dual mass flywheel) it starts to block (hit the end stop on its springs) at around Nm, as well.
Be careful with your DMF, even new ones can be ruined very quickly by a few WOT accelerations outside their torque envelope and they run a pretty penny! Consider upgrading your clutch to a Sachs Race Engineering or a Spec clutch, for example, coupled with a single mass flywheel.
![N75 Duty Cycle Map 2.5tdi V6 N75 Duty Cycle Map 2.5tdi V6](http://temp.jordet.net/20120612.png)
This combination is good for a lot of torque, more than the gearbox can take but it does bite! No comparison to the soggy stock clutch oh, and start exercising your left leg, you ll need it for a change. More holding power wants to be operated with more power, as well.
Caveat: on 5-speed transmissions, a single mass flywheel is audible when idling sounds as if something s wrong with your engine, clacks a bit or rather, sounds like an old Diesel did those didn t have dual mass flywheels, either. It s not that bad on a 5-speed box, but on 6-speed boxes it s very defined and loud be aware of this. The DMF can actually take more than the rated limit, but not at low rpm. The reason for this is that diesel engines have pretty harsh torque changes during their combustion phase, which the DMF is supposed to dampen, and stock diesels usually have their highest torque at low rpm.
At higher rpm, the engine runs a lot more smoothly, meaning the DMF springs do not have to dampen as much peak load at the same torque and can withstand more total torque. Take care not to overdo things below rpm. Turbo There are quite a few options to choose from when upgrading your turbo on an ALH for example: VNT15/GT1749V (90hp VEP original) can do about bar above ambient safely but limit it at high rpms! GT1749VA (130hp PD original) about 1.5 bar GT1749VB (150hp PD original) about 1.7 bar GT1752/56 hybrid about bar, depending GT20/GT22 or hybrid over 2 bar These are listed from weakest to strongest, all values are meant as approximate maximum safe sustained boost even at higher ambient temperatures. The VNT15/GT17s will fit without any or with only very minor modifications due to clips vs. Basically, you ll need to figure out whether your model has a turbo with welded-on exhaust manifold or whether it has a separate one and shop based on this.
You can usually rotate the housing to make the openings point where you need them to if necessary but never disassemble the shaft/wheels! Your turbo will need to be rebalanced if you do or it will kill itself in short order if you run it anyway and put load on it.
Be wary of hybrid turbos if you don t know where they came from and whether they were balanced. Lots of shops sell upgrade wheels and parts, but without balancing and often some precision8 machining it s not going to work. Ask for a balancing protocol when ordering an assembled hybrid turbo a professional shop will have this on request. Also, many hybrid GT17 turbos are prone to surging and pumping because of inferior turbine geometry, again, be careful what you pay for. The GT20/22 will only fit with some modifications (custom manifold/ducting) and will spool pretty late compared to the GT17s, but when they do spool will produce a lot more air mass at the same boost pressure and enable very high performance numbers.
Anything larger will probably not spool on the 1.9l TDI engine in a usable window at all even with large injection systems. More about Turbos A very good source of information about turbos are the Garrett Turbo Tech guides.
You should really study them, there are a lot of good hints and examples contained within that will help you in planning your own remap while showing you what not to do, as well. Check them out at: This will give you all the necessary knowledge to choose the right turbo for your application and recognize common pitfalls that create problems when remapping (surge, overspeed, very low efficiency, ). Cooling More power generates more heat in more than one place. For one, higher boost levels mean higher IAT (intake air temperature). This is due to the fact that air gets hotter as it gets compressed it does get cooled by your intercooler, but hotter air in means hotter air out. If you run longer periods of high load, your engine coolant and oil will also become hotter and hotter with disastrous consequences. Same goes for your gearbox.
So take an uprated cooling system into account a better intercooler never hurts, though it will not generate performance by itself, it will give better efficiency at higher boost levels and ambient temperature levels (i.e.
EDC16U34 RecoveredOver the last few weeks we've seen a large increase of EDC16U1 / EDC16U31 and EDC16U34 ECUs sent in for recovery after failed flashes using files bought from 'other sources'.When looking into the background of each case, a common pattern emerges. The owners had all requested or been supplied a cheap map file through various FB groups and/or 'file collectors'. They supplied a file which (in most cases) doesn't match the ECU software and when written always. Results in loss of ECU communication and a bricked ECU.
2014 VW Transporter T5.1 (102) - Custom RemappingAnother custom remap completed for this daily work van fitted with a 2.0 CR TDI engine. These engines are actually a detuned version of the 140bhp available in other T5.1 models so substantial power gains can be achieved over stock.As always we began by taking live logs of the vehicle to ensure all is healthy prior to tuning. After gathering the data we needed and confirming EGR and DPF were healthy, we began mapping and logg. Ing until everything was performing as intended; resulting in an estimated 175bhp and 280lbft. Starting with a stock map, we rewrote the injector calibrations to ensure they run as OEM intended. Once the basemap was written and logging began - we were able to secure a solid and controlled boost level of 2.0BAR and coupled with a cheeky limiter at 4800rpm, the owner is more than happy with the extra gained power.The following extras were also included;✅ Launch Control @ 2500rpm✅ EGR Solution✅ Left Foot BrakeLooking at improving the power of your Caddy? Or carrying out a ASZ/ARL conversion?
Send us a message to see how we can help with your project at competitive prices.Like and Share our page for updates!@FADRUK. ✅ Storn Performance GTB2265VKLR✅ Veicomer 272' Camshaft✅ Firad 100% Injectors✅ Sach SRE SMF and Paddle Clutch✅ Airtec FMIC✅.other supporting modsThe owner's requests were simple - reliable, clean, great spool and a 2.7BAR limit.A new basemap with the Firad 100% Injectors was written and logging began. Initial logs identified a failing Vacuum Box which was promptly removed and a N75 conversion carried out.The car is now complete. Although the owner is looking at more upgrades (Water Meth and LSD) this setup is getting transplanted into something slightly smaller ?This will be hitting the rolling road very shortly!Share and Like our page for future updates and a competition in the near future. Overall results mean a more direct drive with faster and firmer shifts.
Remote mapping is a service which involves using live data logs produced by you, so we can tailor the remap to your setup. This ensures that the remap is working correctly and it is also safe. Some companies offer a file service but rarely ask for logs which mean you and the company don't know how the car is reacting and could lead to issues in the future.✅ What equipment would I need?We currently offer this service for VAG EDC15P, EDC15VM, EDC16U, EDC16CP, PPD 1.x and EDC17 ECUs. VCDS (Lite or Full dependant on vehicle model) is needed to log the appropriate channels and an ECU programming cable (MPPS, KESS, Galletto etc.) is required to read and write to the ECU along with a laptop to control it.In most cases, the equipment needed to remote tune the early ECUs could be purchased for less than £20.✅ What do you need logs for?The logging shows us how the car is reacting to the calibrations we have developed so logging is essential (even for stage 1 tuning) to ensure everything is in check.
We log timing, fuel duration, Start of Injection (SOI), torque and smoke limitation, fuel pressure (CR engines), air inlet temperatures and turbo control to name a few. From this we can give suitable advice on potential mechanical issues or change the map to suit your custom setup.✅ What makes your service different than others?Mainly our continual customer support, great value and experience. We have been developing remote tuning services since 2014 where we supplied (discreetly) garages who were offering PD engine conversions and custom hybrid turbo setups so we aren't new to the business.Also, before any money is paid, we create a basemap (using stock software) to match the setup with only a few minor edits to run base logging.
We then assess the data to check everything is good before we progress onto the paid service.✅ How much does your services cost?This will depend on the setup and mapping required. Typically our stage 1 remote mapping services start from £50 with custom, hybrid services starting from £150. Please message us direct for a personal quotation.✅ How long does it take?This is a question unfortunately we don't know the exact answer to as each setup and job is different.
Some mapping can be done in a few hours, some can take a few days. Either way, the price we quote won't change and we won't charge additional fees for time if it takes longer than usual.So if you are looking for remote tuning services, both private or trade, don't hesitate to send us a message. We aim to answer all messages as soon as possible.
❌ Torque Limiter flatlined to max from 1500rpm❌ Smoke Limiters 15% (no calculation for correct AFR at all)❌ Drivers Wish (Accelerator pedal) map sharply raised❌ Map to protect engine overheating - flatlined (not safe)❌ Fuel maps percentage tuned by 8% (one missed)❌ Boost limiter raised to 2.7BAR (absolute)The word 'custom' gets used too often nowadays by companies who just flash generic, low quality and potentially unsafe files.We develop our mapping to be as close to the factory logic as possible; extrapolated and calculated. It takes time to develop quality, not 10 minutes.Cheap, Safe or Quality - pick two.