Research & Development on Dyno and Racetrack

Damos based petrol tuningfiles

 
We modify all engines in a way that the combustion will be improved.
We do not just increase the turbo by 30 percent and hope it will be alright.
 
example picture of turbo charger
 
 
It is very important to understand how the ecu works and what the exact factors, offsets and axis are in the map of a file. This way you can modify the ecu correctly.
In order to know these data we need to compare your file with our damos A2L and Funktionsrahmen. For most ecus we have this data available.
 
example of Damos A2L Super Mappack
 
Feeling more power during a testdrive or measuring it on a dyno is no guarantee that the engine of your %model% is optimally adjusted.
In fact, in most cases, the changes are completely illogical according to the manufacturer, inefficient and harmful to your engine.
 

ECUfiles petrol tuning strategy: 

 
First we modify the lambda maps and make sure the mixture in all airloads and full rpm range is perfect. During development we compare datalogs and dynorun of original engine to the modified engine and check if our commands are made correct, if not we modify until the lambda is perfect. In some cases it is needed to rework the fuelmaps to make sure requested and actual lambda match
 
 
 
Then we modify the request of torque and airload in the pedal maps.
After the torque and airload limiters for component protection are increased.
The airload turbo limiters are only increased minimally and only in the efficiency island of the turbo the prevent surge and choke.
On the datalog we can see requested and actual given boost. We make sure these values match as much as possible to make sure software is balanced.
 
example compressormap including explanation
In some cases we need to modify and extend turbo PID control and wastegate maps including axis to make sure the requested airload is supported in these maps.
To keep the torquemonitoring system working correctly we also modify these maps in reference to our requested torque and airload. 
 
In case of a fuelrail system we add minimum pressure to the fuelrail for a slightly improved spray pattern. 
When air and fuel are set correctly we optimize ignition in our tuningfile. The modification of ignition is based on sort of fuel, petrol or gas, fuelquality, RON/MON/AKI values, outside conditions, the modified lambda AFR values and compressor ratio. 
With ignition it is important to prevent knock, detonation. So we retard the timing, in case of a higher compressorratio.
But in many cases it is possible to even advance the ignition. When this happens the safetymargin in degrees of crankshaft to prevent knock is too high for an optimum combustion.
So if we advance then, the combustion will be more efficient. The downside of this is that it causes higher NOX values. The profit is better efficiency. When developping a tuningfile we can perfectly see in datalogs if ignition is optimal or not. When ecu is retarding the base ignition, this is a clear sign of too advanced ignition. But ofcourse the best way is to datalog the knocksensors on all cilinders. 
 
example ignition map BTDC
 
 
Temperature limiters on oil, fuel, coolant, intake air and exhaust gas temperature are in many cases not deleted in our tuningfile for original parts, they are just slightly modified to prevent them for cutting power too early.
 
The combination of all these small modifications gives you a high quality safe tuningfile for original parts, which gives great power and is very well balanced.
 
Ofcourse there are many more modifications we make in order to make a car run good and consistent. This is just a brief explanation of what we do to an engine.
 
As you can see a good petrol tuningfile is dependend of many factors. That's why petroltuning is always tailormade and the given specifications are just an indication of performancegain
 
One overall comment we need to make is that this is just one strategy of tuning. There are different strategies possible. We tend to keep this specific strategy because it is closest to how the factory would do it.
However there are some cases where we change strategy because of too little information is available about the ecu, or in case a different strategy just gives better results. 
 
optional: 
-higher Vmax
-higher Nmax - RPM
-optimization for GAS - LPI - LPG
-removal of DTC
-removal of Cat control function, second lambda sensor off.
-modification of gearbox
-stage 2 tuningfile for mechanical modification to inlet or outlet
-stage 3 tuningfile for mechanical modification to compressor ratio
-pop and bang
-map switching
 
 

Damos based diesel tuningfiles

 
The engine of your %brand% %model% we modify in a way that the combustion will be improved.
We do not just increase the turbo or injection by a 10 percent and hope it will be alright.
 
example picture of turbo charger
 
It is very important to understand how the ecu works and what the exact factors, offsets and axis are in the map of a file. This way you can modify the ecu correctly.
In order to know these data we need to compare your file with our damos A2L and Funktionsrahmen.
 
example of Damos A2L Super Mappack
 
Feeling more power during a testdrive or measuring it on a dyno is no guarantee that the engine of your %model% is optimally adjusted.
In fact, in most cases, the changes are completely illogical according to the manufacturer, inefficient and harmful to your engine.
 

ECUfiles diesel tuning strategy: 

 
First we modify the request of fuel or torque in the pedal maps.
Then the torque limiters for component protection including the single value torque limits.  When datalogging and during a dynorun we can perfectly see if we have put all limiters at correct settings.
 
Single value torque limit -  Multiplex maximales motor moment
 
We check if smoke limiter is set high enough for requested torque if not, we modify it, but not too much, to prevent it from smoking.
We add minimum pressure to the fuelrail for a slightly improved spray pattern. 
In some cases we need to extend the NM conversion maps including axis to allow enough Newtonmeters to be converted into a realistic milligrams of fuel injection. 
In some cases we change the values in the injector map too, but we try to keep this to a minimum.  
In order to optimize combustion we modify the start of injection. The downside of this is that it causes higher NOX values. The profit is better efficiency.
We modify turbo pressure to make sure the mixture stays correct. 
Turbo pressure is only increased minimally and only in the efficiency island of the turbo the prevent surge and choke.
In some cases we need to extend the axis and allow higher values in the turbo maps to allow more boost at a higher specific injection quantity.
 
example compressormap including explanation
 
Now we go datalogging and check what lambda and the fueltrims are doing. We use this data to correct the lambda maps.
 
Temperature limiters on oil, fuel, coolant, intake air and exhaust gas temperature are in many cases not deleted in our tuningfile for original parts, they are just slightly modified to prevent them for cutting power too early.
The combination of all these small modifications gives you a high quality safe tuningfile for original parts, which gives great power and is very well balanced.
Ofcourse there are many more modifications we make in order to make a car run good and consistent. This is just a brief explanation of what we do to an engine.
 
As you can see a good diesel tuningfile is dependend of many factors. That's why dieseltuning is always tailormade and the given specifications are just an indication of performancegain
 
One overall comment we need to make is that this is just one strategy of tuning. There are different strategies possible. We tend to keep this specific strategy because it is closest to how the factory would do it. 
However there are some cases where we change strategy because of too little information is available about the ecu, or in case a different strategy just gives better results. 
 
 
optional: 
-removal of Vmax
-removal of DPF
-removal of EGR
-removal of Adblue
-removal of DTC
-removal of Flapps
-removal of NOX sensor
-modification of gearbox
-stage 2 tuningfile for mechanical modification to inlet or outlet
-stage 3 tuningfile for mechanical modification to compressor ratio 
 

Do you want to us to make a great tuningfile? 

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We love the Nürburgring Nordschleife. The atmosphere, the race track. Many of our chip tuning files are tested on this famous german race track.
 
 
 
ECUfiles tuningfiles are Nürburgring approved
 
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