Audi, BMW, Mercedes and Volkswagen vehicles equipped with new-generation diesel engines have dazzled us with their efficiency, power and extremely clean emissions. We believe diesel is the answer when it comes to finding an interim solution to reduce our foreign oil dependence. One good reason is they can work with our existing fuel infrastructure, and this fuel can be made from renewable resources. So until a vehicle is powered by Mr. Fusion or has batteries that can charge quickly and go farther than 200 miles, diesel is the perfect solution.
Another reason is that unlike other alternative, environmentally friendly vehicles (like hybrids), diesels remain tuner friendly. Diesel-powered vehicles allow you freedom to swap suspensions, change out wheels, install free-flow exhausts, and most importantly increase power. The first step in exploring the potential of the Jetta TDI 2.0 TDI turbocharged Clean Diesel is a recalibration the engine control unit, historically known to be the quickest and easiest way to extract power without sacrificing reliability.
Engine: 2.0-liter I4, dohc, 16-valve, turbocharged, common rail direct injection
Transmission: Six-speed DSG dual-clutch automated manual
Clayton Mustang dynamometer
Ambient temp: 84°F -85°F
Test gear: Third
Test octane: N/A
Peak power: 126 hp @ 61 mph
Temperature: 84° F
This boost graph represents the difference in boost levels between the factory and Neuspeed software. Boost and rpm data used in the graph were extracted from the ECU with VAG-COM diagnostic software from Ross Tech. The Boost data was converted from mBar to PSI using the conversion formula.
This boost graph represents the difference in boost levels between the factory and Neuspee
At the time of the test were unable to get an accurate signal for revolutions per minute (rpm). So instead of using rpm we used miles per hour (mph)-still a very accurate way of measuring horsepower. Unfortunately, without rpm we couldn't calculate torque, so the graph shows the amount of horsepower generated in third gear at the wheels with a start speed of 20 mph. The baseline and all subsequent testing were performed on the same day, utilizing the same tank of ultra-low sulfur diesel (ULSD). It is also important to keep in mind that the properly calibrated Mustang dyno produces more accurate real world horsepower numbers. While these numbers might seem low when compared to those gathered from a Dynojet, what's important are the differences between each dyno run. These differences are what we use to verify the validity of the manufacturer's horsepower claims.
For edc17 clean diesel
Peak power: 138 hp @ 52 mph
Max power gain: 29 hp @ 73 mph
Installation time: 45 minutes
This graph demonstrates the wheel-horsepower gains for each mph increment.
• Completely reversible, "zero" physical modifications
• Retains all of the factory safety protocols
• Free lifetime upgrades and free re-flash back to stock programming
• 100% compatible with all diagnostic software
• Torque maps have been recalibrated to insure that the extra power generated by the increased boost and optimized injection timing and duration is smooth and without interruption
• Does not alter the vehicle Clean Diesel status
• Increased fuel consumption under full throttle
After getting the software flash, the difference was immediately apparent. In the past, it took a little effort to get the test car's tires to squeal; now they won't shut up. The TDI's newfound momentum reminded me of my chief complaint with the base Jetta TDI-the horrible stock brakes. The power increase didn't seem to affect the DSG transmission; its shifts were still smooth and precise. One of my favorite ECU programming tests is the grade leading out of Camarillo, Calif., where Neuspeed has its HQ. This extremely steep slope can easy sniff out the tiniest of issues by subjecting the engine to extreme loads and temperatures. Normally I only make one run up the hill, but this time I did three consecutive runs. The flash continued to perform flawlessly, letting the engine pull up the hill with no smoky emissions or any loss in momentum. The power increase has added another dimension to the TDI's performance. Nicest of all is that the extra power is easy controlled by the fuel pedal position and it's there only when you want it. Even after a couple hundred miles, the fuel economy was still almost double that of my GTI 2.0T. All the fun with half the fuel-that's diesel power.