Chiptuning "Alfa Romeo Giulia 2.0 Turbo Veloce 280 pk"
As stated earlier, the 2.0 Turbo MultiAir engine of the Giulia Veloce has been put on the market with 280 hp and 400 Nm. However, the rollingroad shows very different values. Everything between 440 and 460 Nm and between 280 and 310 (!) Hp is possible. The first-produced Giulia’s scored highest.
Despite these major differences, the big question for us was how much extra we could still get. After a lot of research and testing, we can only say that there is not much extra in it. With some turbo pressure increase in the mid speed range, about 20 to 30 Nm is added. By advancing the ignition at higher speeds around 10 to 12 hp. Increasing turbo pressure at higher revs unfortunately brings nothing extra. Except for an increased risk of ignition problems due to too much back pressure from the catalyst. Refueling with a good fuel is a must, see later in this article.
But “profit” can be achieved in other areas.
The torque and power in N and D position are the same as standard. In the A-position it is all considerably lower.
With our tuning program we have put the old 200 hp (= 230 hp) setting in the A-position. The N position is a happy medium between The A and D positions. The D-position achieves the maximum achievable performance.
First, the Giulia is limited at top speed. At 240 km / hour. While the entire German industry limits at 250 km / hour. Incomprehensible. We increase this limit to 270 km / hour. Keep in mind the speed index of the tires.
The 2.0 MultiAir engine is equipped with both an external and internal EGR control. The external system is really outside the engine. Exhaust gases are drawn off at the outlet and returned to the inlet via a water cooler. EGR is never good for the technology and the flexibility of the engine. That is why we would prefer to switch it off.
However, the EGR valve does not work at all and is later even removed by the manufacturer. What doesn’t work doesn’t have to be turned off either.
The same almost applies to the internal EGR. This is accomplished by slightly opening the MultiAir system during the exhaust stroke, controlled by the MultiAir system. For example, a small amount of exhaust gas flows into the inlet, which is sucked in again with the next intake stroke. The operation of this can also not be monitored or read on the diagnostic equipment. We have found how we can disable this in the software.
RPM limiter when the car is stationary
Alfa drivers sometimes tend to install a different exhaust. And every now and then they would like to show it to themselves or to their environment. By default that does not work so well because the revs are limited to 3500 revs. At the Giulia on 4500 (for whatever reason … ..). We have adjusted it to the normal level of 6,000 rpm. Enjoy listening!
Modified intercooler strategy (from November 1, 2020).
The 2.0T engine is equipped with a water-cooled intercooler system. In the intake manifold is a heat exchanger through which coolant is pumped. The colder this coolant is, the lower the inlet temperature will be. And the lower the inlet temperature, the more oxygen the air will contain, which directly translates into more torque and power.
However, the Alfa Romeo engineers have not done their best to make the coolant as cool as possible. By changing the strategy of the cooling water pump, the liquid cools down faster and to a lower temperature. Obviously, this requires wind. So at lower speeds there is not much to be gained from it. As soon as the speeds get a bit higher, an extra buffer is built up in the intercooler cooling system so that when the real power is used, more torque and power will be available.
Test drives have shown that the inlet temperature was about 10 degrees lower than standard. Which equates to about 3% more oxygen. In theory, that produces about 14 Nm and 9 hp more. This is NOT measurable on a rolling road due to insufficient cooling/wind.
Despite the relatively small torque and power gain, we still want to protect the technology extra. The software offers great possibilities for this. And especially in the cold state. Depending on the oil temperature, we have limited the maximum torque and power. The full potential is only present when the oil temperature has reached 70 degrees.
High inlet temperatures (measured in the intake manifold, so the air that really matters) increase the chance of pinging. From 65 degrees inlet temperature, we allow the maximum torque and power to decrease. This 65 degree is not achieved under normal circumstances. Only with a combination of warm weather and long-term full load can it occur. And then extra protection is useful.
We have also done something with the water temperature limit. By default, it intervenes from 110 degrees. We find that a bit late considering the normal working temperature of around 85-88 degrees. We have lowered that to 104 degrees.
The standard power of more than 300 hp is well achieved with the use of RON95 fuel. As stated, we achieve the capital gains by advancing the ignition at higher speeds. That works perfectly on good RON98 fuel. On RON95, the ignition will regulate itself again so that the power increase is not achieved. RON100 and 102 offer even better features. We do hereby prefer RON98 from brand fuel companies. For example Shell V-power (again RON98 since the beginning of 2018) or BP ultimate 98. We do not recommend RON98 fuel from a “budget pump”.
We completely switch off the start/stop system.
Sailing/Coasting (from September 2023)
Sailing or Coasting is the phenomenon that when you release the throttle in the A position and depending on the Emission version also in the N position, the drivetrain is disconnected and the engine speed drops to idle. The car then actually rolls out with, as it were, a depressed clutch. When you accelerate, the drivetrain is reconnected and you continue driving as usual. This is experienced by our customers as an irritating strategy. The car does not brake on the engine and coupling the drivetrain causes unrest. That’s why we disable this strategy at the Massimo. This ensures that the car slows down with the engine and the unrest when accelerating is gone.
Error message “U1008 LIN bus 1” made active (from September 2023)
Unfortunately, this error message becomes more common as the car ages. The problem, however, is that the driver does not see this because the malfunction light does not come on. When reading faults with diagnostic equipment, the error is displayed. But most engineers have no idea what “LIN bus 1” refers to. In practice, this is then deleted for convenience. Too bad, because this error message has major consequences. LIN bus 1 is the communication line to the circulation pump of the water-cooled intercooler. When the fault occurs, the pump stops and the inlet temperature will rise so high that the power is regulated again. But again, as a director one is not informed. We adjust the priority status from “not important” to “important”, resulting in an illuminated fault light. This way the driver is informed and action can be taken.
The remedy for the problem is to replace the relay that switches on the intercooler pump in question.
Optional: ZF8HP gearbox tuning
From February 2023 we are able to adapt the gearbox to our wishes. Basically, ZF8HP gearbox tuning.
We focus on shift moments in all DNA positions and eliminating inconveniences. Everything aimed for more driving fun & pleasure.
- Read the above article for all information and features
- DNA: In "D" mode the tuning, in "N" mode standard power
- Speedlimitation adjustment
- Modified intercooler strategy
- Start/stop disabled
- RPM limiter removed when stationary
- Sailing/coasting deactivated
- DTC U1008 set active
- Use RON98 strongly recommended
- Optional: OBD Flash programmer
- Optional: SGW bridge
- Optional: Performance Logger SD
- Optional: ZF8HP Gearbox tuning
- List of resellers
Price and request
There are 4 options to get this type of chiptuning
1) By visiting us with the car.
2) By shipping the engine control unit (ECU) to us
3) By usage of our OBD flash tool called Powergate
4) By contacting one of our resellers
The prices below are including 21% TAX.
Outside European Union costumers can subtract 21% TAX.
Excluding optional OBD flashtool Powergate (195.-- Euro 21% TAX included)
Squadra Chiptuning 280 hp (outside EU excl. TAX)
€ 430 ,-
Squadra Chiptuning 280 hp (inside EU incl. TAX)
€ 520 ,-
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