Rich RDE

What engine did this come out of? There are many LSX engines that came with different injectors. I can get you the data if you can provide this info.

Apply some pressure to the waste gate and look at the operation. Make sure it is moving properly. You can also check your MAC valve aka boost solenoid and make sure you do not have a faulty controller. You running CL boost control? it could be applying proper load now and not slipping. Just double check everything before retune to make sure you have zero issues down the road.

Have not had any experience with this. But it looks pretty cool for specific customers who use there cars on the street and would like multi link gauges all in one. Please share your experience if you decide to use this.

Anyone have any experience with the fuel pump control method for the audi 2.0L direct injection setup using aftermarket HPFP's for these engines? According to the manufacture, the aftermarket pump is increasing the volume or bore size of the piston. The actual lobe does not change at all. I will be consulting the manufacture of the pump's here shortly to ask them some questions regarding this. Supposedly 50% increase? Any help would be great.

I currently have someone that I have been using for some time now. We get the headers 3d printed for the specific year, make, and model. PM me for more details. Very simple and easy for integrating more aux, I/O's, and sensors.

Use the HP tuners info. It is much easier to understand when inputting the data into the g4+. Use the 0 kpa row in the offset voltage and look at the volts on the left hand side to choose the offset correctly. The small pulse width offset use the correct table of the 2. Copy and paste into the Link G4+ section for small pulse width offset. The rest is pretty easy from there. Hope this helped.

Hi guys, So I am looking for some fellow Mini tuners/ software guys to do some force GDI Testing. We are going to be building a customers 2.0T and looking to integrate the force gdi into the car for proper engine control and tuning. We are currently making a jumper so that we do not have to modify the original engine harness plug at all. My main concerns are the CAN bus system. Wondering with the new i-drive for mini if it would be better to control via piggyback with GDI? Really looking for some advice here. Have an idea but do not want to start the project until we can get some solid information. Cheers!

I would first lean towards getting the boost loss sorted. I am almost positive at this point it is the main culprit. If not then we can move forward. I will get a log file for you shortly.

The boost solenoid being open may cause it to have a little lag and start to already flutter the valve a little. But yeah it could very well be the turbo as well. Does not look as smooth between 2400 to 3200. Keep us updated. Always great to know the outcome.

This is the Quattro 2002 version. I was looking through some schematics and everything seems great. Except for the fact that this year is Wide band O2 sensor. I am thinking of just using the analog signal and tying it in to that specific channel, while running an aftermarket WB module and gauge. Now doesn't the AWP have a different cam sensor tooth count? I need to verify this. Contemplating just swapping the head for a non vvt unit.

Yeah that will do it as well. Let us know how it goes. I would regardless change the axis settings for peace of mind. Good luck!

Nice!! How was your experience with the extreme? What engine code? I have found that a lot of the Link ECU PNP options you can get to run similar family engines with minor tweaks. I like to test this as we are in the US and if someone wants one for a similar engine in a different chassis, I can tell them yay or nay.

Hello Brendon001. Looks like the vvt control settings are a little off from where they should be. Check the offset for the intake cam. Once you get that setup, go back and make sure the solenoid itself is actually functioning properly. Sometimes these tend to get gummed up with bad oil and contaminants. Looking at the VVT exhaust axis setup, you are going past the manifold absolute pressure setting of atmosphere because you are making 9psi. This will stay with the last value but I like to know the tables correlate to what the engine is doing. The Duty cycle is kinda all over the place when looking at the log as well. Go back and correct these things making sure you are setup where it needs to be. The VVT for Intake needs work as well. Timing seems a bit low for 9 psi of boost. I am sure it is down on power do to these small things that need to be corrected. Hopefully this was of help for you?

I do not see why transmitting this data over CAN would be a problem. I have yet to try any of this. I do know that in some of the Cliff notes from Link ECU about the TTLink, It specifically says that the automatic transmission for that year is not compatible. So I wonder if the information was just not acquired. Simon / Scott can you guys chime in?

About to do some experimenting with the Audi TT PNP G4+. The AWP engine is not listed in the codes of engines that might work with the PNP for the A4. Also the AWP engine has variable valve timing which is going to make things unique. Has anyone on here had experience running this engine even with a Wire inn ECU? Going through some schematics shortly before we embark on getting this system to run the A4 engine. Happy Holiday everyone!