In the past when Volkswagen would release a revision of an existing engine (like the changes it made to the 1.8T family), those changes would be few and so minor that they would not affect the compatibility of aftermarket upgrades; most would carry over with maybe a few minor tweaks. With the release of 2008's 2.0 TFSI, VW broke its decade-long tradition and completely re-engineered and redesigned the 2005 2.0T FSI in its entirety. Note the distinction between the two engines involves either a space between TFSI letters or no space. The 2.0T version 2.0 sent the aftermarket scrambling, because now the only engine upgrades that would still fit are cat-back exhausts. It took a few years for tuners to get a handle on the 2.0T FSI after dealing with the 1.8T, so hopefully with the new 2.0 TFSI, the learning curve will be smaller. As always, the first mods for a new engine include the usual suspects--chip, intake, and exhaust--so this where we will begin.
Vehicle Data
2008.5 Volkswagen GTI
Mileage: 331
Engine: 2.0 TFSI, dohc, 16-valve, turbocharged and intercooledTransmission: Six-speed manualTesting octane: 91
Notes
The boost graph was compiled with data gathered from the factory sensors using VAG-COM diagnostic software from Ross Tech. VAG-COM software is a great tool, allowing you to monitor your engine as well as diagnose problems. The 2008.5 GTI requires a CAN interface; pricing starts at $249.
Current Modifications
None
Baseline
Peak power: 180 hp @ 5100 rpm
Peak torque: 190 hp @ 2750 rpm
Dyno Data
Clayton chassis dyno, aka Mustang
Temperature: 64-72 FvTest gear: Third
*All horsepower and torque figures quoted are measured at the wheels
GIAC Software
Notes
Normally, an all new motor includes an all new ECU. In this case, if memory serves, there are multiple new ECUs. From what we were told, tuning the engine was easy when compared to the security protocols and encryption found on the new MED17 engine control unit. Not only did GIAC need to create new software tools to read and write the software into the computer, they had to incorporate the Flashloader program switcher technology as well.
Performance
Peak power:
211 hp @ 4550 rpm
Peak torque:
257 lb-ft @ 3475 rpm
OBD Port Flash
Options: Pocket-size Flashloader version 4 allows any combination of options with the installed software upgrade. Options include stock, performance, race gas, kill/no-start mode, valet mode, and privacy firewall to lock out all other Flashloader hand-held switcher devices.
* 91-93 octane performance (required with purchase)
* 100 octane Performance (higher ignition timing and optimized fueling for 100 octane or greater)
* Valet mode (no full throttle)
* Stock mode (OEM-level programming)
* Kill mode (injectors won't open, preventing the car from starting
* Privacy firewall (creates a unique user selected PIN that must match the ECUs flashed for access)
Installation time: 30 minutes
Price: $550
Pros
* Increased throttle response
* Smooth, consistent boost curve ensured
* Gobs of torque and horsepower
* Removes top-speed governor
* Array of options
* OBD port flashing allows the ECU to remain physically untouched
Cons
* If you don't purchase the Flashloader program switcher and the extrastock programs you're limited to just one program