This is history of version 7 series of ECU remap. Most likely end of line for Hilda HR I. Almost everything is understood and shared on HR web page such as BHG.
SUMMARY
- new Sachs SRE clutch
- optimizing for new hardware
- increasing idle engine speed due SMF clutch noise at idle speeds
- everything calculated again with more precision and understanding
- trying to understand so called parallel maps or SW revisions from manufacturers
- boost diagnostic limits didn’t show real MAP despite 3bar MAP sensor
- turbocharger damaged in version 7.20 due N75 control experiments – accidental overboost to 2.9 bar.
- most likely final version of ECU recalibration
Changes
- attempt to increase idle engine speed due noisy, new SMF clutch (v7.00)
- loss of power due incorrect calculation and release of stable version (v7.01)
- attempt to disable ABS in ECU due faulty sensors (v7.02)
- new Lambda sensor and Lambda full load control switched on (v7.10)
- everything calculated again and changed accordingly
- boost diagnostic limit increased for 3bar MAP (v7.20)
- optimizing Pedal maps
- Torque Limiter reduced at high engine speeds
- MAP Smoke Limiter optimized
- Boost optimized according to new calculation
- N75 experiment for quicker turbocharger spool (turbo damaged)
- N75 interpolated based on factory calibration (v7.21)
- Pedal maps – increased fueling from 50% pedal position
- turbocharger started to whine at 3000 rpm and higher due v7.2 experiment
- everything calculated again and changed accordingly (v7.30)
- AFR reduced to 19:1 at engine speeds >3000 rpm
- software compensation/kludge of incorrectly installed crankshaft angle sensor (v7.31-7.32)
- SOI optimized for more efficient combustion (v7.33)
- experiments with increasing idle engine speeds unsuccessful – idle speed increased via VCDS (v7.34)
Calculation of calibration data for HR v7.xx
(CLICK TO ENLARGE OR RIGHT CLICK VIEW ORIGINAL IMAGE)
Final Words
There is very little to “improve” because chiptuning is basically decalibration from optimal values despite chiptuners think otherwise. During my various experiments many limits have been found and various guides have been written.
Sadly, in version 7.20 experiments with turbocharger control, I have damaged turbocharger by overspeeding/overboosting to 2.9+ bar. Turbo still pumps boost as new but whines at 3000rpm and higher and leaks lots of engine oil (about 0.7 liters per 1000 km).
Hilda HR I has got almost 300k km on odometer, timing belt replacement is due, new turbo as well. Without injector and turbocharger upgrades there is nothing to improve. Spending thousands of Euro on car worth 3000€ is pure sucide 😉 Hajes Racing is most likely returning to old love Subaru Impreza.
TDi is lots of fun but it needs dual stage turbocharging to have even more fun. I have visions in my head but lacks of resources. I do not have workshop at home and no time to develop dual stage turbocharging for VW 2.0 TDI – it might be 300HP of real fun, unlike those pseudo-performance figures from duners !!!
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