Chiptuning "Alfa Romeo Stelvio 2.0 Turbo 280 pk E6B/E6D"
As stated earlier, the 2.0 Turbo MultiAir engine of the Stelvio 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 Stelvio’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 Stelvio is limited at top speed. At 230 km / hour. We increase this limit to 255 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 4500. 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 complete switch off the start/stop system.
- Read the article above 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
- Use RON98 strongly recommended
- Optional: OBD Programmer
- Optional: SGW/Firewall Bridge
Price and request
€ 490 ,-
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