TUNING FOR ECONOMY

Guide for

MOTOR 2.0 TDI CR VAG

 Table of contents

Introduction............................................................................. 3

Timing of Camshaft ......................................................... 4

Injection Angle ................................................................ 5

Boost Pressure ................................................................ 7

Throtle Sensivity ............................................................. 9

Alternator Charging Load ............................................... 10

Introduction

This Guide explains how to tune a Vag Motor 2.0 TDI CR to turn the engine fuel
efficient. It is possible to reduce the fuel consumption without removing the DPF or
cuting off the EGR valve, by changing engine calibrations and computer control
parameters.

The calibrations in this engine was made by specialist on TDI Engines along
serveral months and tested on normal road conditions (some steps describle in this
guide have to be made by mecanic or someone that has expirence and has good
knowledge of engines). The results were incredible, because of this I decided to share
all steps with everyone that wants to improve fuel efficiency to daily driving.

The main secret to reduce fuel consumption is the less mechanical losses that
the motor has less fuel is needed to run. In order for this, when changing the timing of
the camshaft foward, reduce the boost pressure to the minimum required and
configure the alternator charging load, it is possible to reduce the torque required for
the engine to run.
Timing Camshaft

When the timing of the camshaft is changed backward the engine will have
more mechanical losses, this mechanical losses are related with intake and exhaust
cycle. In the intake cycle when the piston is going down it is creating vaccum, if the
valves open later this vaccum will brake the movement of the engine. In the exhaust
cycle after the piston passes the BDC (bottom dead center) if the valve opens later the
expanded gases of lastest explosion will create a ressistence to the upper piston
moviment.

The better calibration is to advance the timing of the camshaft maximum 6

degres after TDC (top dead center), this way the engine will have lower mechanical
losses. After make this adjustement it is easy to notice the engine runs freely downhill,
with the car geared in the highest gear.

With this adjustement in the CR engine you will not notice a change of torque
or output power like the one that happens on the PD engine, because the engine
controler will not change to the SOI (start of injection) that happens on the PD engine.

In the picture below it is possible the see the lastest camshaft adjustement (the
external edge of the screw of the right side is almost on the edge of the hole of the
pulley) and the red circle is at the original position.
Injection Angle
In the CR engine (like almost all combustion engines) when you advance the
injection angle (SOI start of injection) you will be able to get more torque with the
same amount of fuel. In this particular engine all SOI maps are retarded 4 degrees (it is
possible to see, with a diagnostic tool, reading the "Main Injection Start of Activation"
and on the SOI maps).

After several tests I conclued that the best angle should be 5 degres, more than
the original in almost all maps and a little bit more at hier injection rates to get a little
more power (this last purpose is not to get better fuel consumption only).

This engine controler is around 36 SOI maps, the changes were made in all
maps in the same proportion.

Original SOI MAP

MOD SOI MAP

Diference between original and mod SOI MAP

SOI MAPS Locations

Boost Pressure

The first thing that we have to know is that in a 2.0 L motor (1968cm3), around
492 cm3 per cylinder it is possible to burn efficiently 32,5mg of diesel at atmosferic
pressure and 65mg at 1000 mBar of boost pressure.

The secret behind the boost pressure adjustment is to reduce to the minimum
for injection values, less than 32,5mg. When you have hier boost pressure at lower
injection rates the engine has more mechanical losses because it needs more torque to
compress excess air in the chamber that is not necessary to burn efficiently and
doesn't bring any additional torque.

In this case the adjustment was made for values lower than 25mg to ensure a
smooth transition and enough torque response to hier injection rates.

Original N75 MAP

Modified N75 MAP

Diference Between Original and Modified

N75 and EGR (EGR AIR MASS MONITORING / EGR CONTROL) MAP Locations

Note that the following values are for the test conditions with the EGR in the partial
operation, any diference in the values of the EGR it will be necessary to procede with a
recalibration on N75 MAPs or the current setting may not have a smooth transition or
desired response.
Throttle Sensivity
The sensitivity of the throttle influences the engine consumption, originally the
accelerator is very sensitive at the beginning and runs out of torque before the end.

The perfect throttle tuning would be to distribute the torque in a linear way
through every accelerator, however in this tuning, of the accelerator, to obtain better
consumptions, of a exponential type, adjustment were done, with a low sensitivity at
start and with more torque after 70%. Thereby smoothing the engine torque and
reducing the excessive amout of fuel injection at lower torque demands.

The adjustment was done in the scale in which it is only possible to change the
dump and map values.

Driver Wish Original

Driver Wish Modified

Driver Wish Original 3D

Driver Wish Modified 3D

Driver Wish MAP Locations

Alternator Charging Load
The alternator is a possible improvement point to reduce consumption, cars
equiped with start and stop usally have a battery charge management unit where it is
possible to parameterize the battery capacity.

The goal is to parameterize a lower capacity battery than it actually has so that
the alternator charges the minimum enough to normal eletric consumptions and to
start the engine at the next start. Disconnect the load before fully charging the battery,
reducing the eletrical stress of the battery thus increasing the life of the battery and
reduce the torque needed to the engine run. (Note the battery management unit
makes regenerative braking, charging the battery every time the drivers brakes or does
not press the throttle when going downhill).

The capacity of 30A was parameterized with a diagnostic cable.