What is involved with an Awesome remap?

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Want to know what goes into your average remap at Awesome GTI?
We’ve put together this blog post to highlight the processes we go through on every Awesome ‘TDI’ remap we do.

The car we are focusing on in this blog is a MK2 Audi TT 2.0TDI 170. This is a popular diesel engine which along with the 140HP TDI we do a lot of.

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Firstly we have a conversation with the customer, listen to their expectations and any concerns they may have.   
We go through the list of modifications on the vehicle, if any; and explain our whole process to the customer.

At this point, our technicians then carry out a road test to check to see if the vehicle is boosting correctly, driving as expected from standard ECU software and to see if there is any clutch-slip. We then data-log a number of parameters on the road to ensure the engine is operating as required. 

From here we bring the vehicle into the workshop and do some pre-map checks. We check oil levels, the air filter and give a visual inspection of all boost and breather pipes.

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If the customer is happy to; we offer a replacement high flow air filter. This offers more air flow along with easier maintenance – no need to replace, just clean and maintain with the appropriate kit.

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At this stage we carry out vehicle checks using VCDS (VAG-COM). We check and save any fault codes already stored within the ECU and check the DPF soot content.

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Faults with components such as thermostat and lambda sensor will stop the vehicle carrying out an auto regeneration of the DPF. When mapping DPF equipped vehicles it is important to have good fuel control as too much fuel can result in the vehicle generating too much soot which can in turn fill the DPF meaning constant regeneration issues.

All our diesel software is MOT emissions friendly.

Where a lot of companies will attempt to squeeze every last HP out of the vehicle, we do not push the limits or chase those figures. We much prefer to give our customers reliability and performance together as well as enhancing economy and drivability.

At this point we strap the vehicle to our in house Dynojet 4WD rolling road. We carry out three power runs to get a good average power and torque figure on the stock or other software. We carry out further logging at this point to ensure everything is running as expected. Once the technician is happy we attach a battery charger to ensure we have no voltage drop during the software flashing process (voltage drop = dead ecu! Not as big an issue as it sounds, we have all the tools in-house to recover 99% of ECUs that may have suffered this rare issue).

We now apply the modified software to the car. This process can take anything from 30 mins to an hour, depending on the ECU.

Once the software flash has completed, we check to make sure it has taken correctly. A range of post-mapping checks is performed such as VCDS fault code checks.

Whilst logging the vehicle for a third time we run three more power runs to see how the vehicle is performing. At this point the technician can make requests or changes if needed to the software configuration.

Finally, we take the car out on the road and do one final set of logging. This on road logging is used to test every aspect of the software changes to ensure the car is running in peak condition. Fuel and boost request is monitored to make sure they are achieving what we are expecting to see.

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We also make sure there is no clutch slip issues with the additional power and torque. And lastly if the customer so wishes there is a complimentary vehicle wash available. 

All of the details and graphs are explained and shown to the customer and any questions are answered.

This may all seem quite complicated, but the job from start to finish can be completed in just a couple of hours! And its easily one of the best bang for bucks modifications that can be done to most vehicles!

Interested? Get in touch. [email protected]

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