Selectable Chipwerke Project

[S4Flyer]

I've owned the CW Pro twice now. On both occasions I had the same experience. (DSG)

- Great performance during WOT pulls
- Generally jerky performance during any other acceleration

I'm considering a "selectable" CW installation.

The goal is to have the CW installed in such a way that it can be toggled on and off, preferably from the driver's seat.

The two biggest challenges I foresee:

- Finding a reliable method to toggle the device. It would be easy enough to run the wires into the cabin area such that they could be connected or disconnected manually, but my goal will be an electronic selector switch. There are a number of wires involved, so this might get a little involved, electronically.

- Dealing with the adaptation of the ECU/DSG. Seems the recommended method of installing or removing the CW is the reset the ECU so that it relearns. Not sure how this will pan out when switching the CW on and off on the fly.

Thoughts and suggestions on this project are welcome. Please keep the "Just go EPL/Unitronic/etc stage 1" comments out of the discussion. CW remains the only method of obtaining stage 1-like performance without modifying the ECU in any way. It's understood that this installation would need to be removed prior to visits to the dealership, and considerations in this regard are open for discussion.

[scottycs]

You are thinking through this way toooo hard. Just get a tune, there is sooo much more than modifying one signal. Anyway you do it, you will achieve the same shitty results you are experiencing now.

You "don't" want to modify the ECU, but you are cool letting a cheap box modify one signal to trick the ECU? This makes absolutely no sense. Obviously, you are concerned with voiding the warranty, but either way you are technically voiding the warranty. You are trusting a box to trick the ECU but not trusting reputable tuners?

[Loe]

Hi there, out of curiosity, what fueling do you use and what setting on the CW?

[S4Flyer]

Hi there, out of curiosity, what fueling do you use and what setting on the CW?

93 Sunoco - 5-1. I had tried 3-1, and it was a little more tolerable, but didn't perform as well under WOT.

[S4Flyer]

"You are trusting a box to trick the ECU but not trusting reputable tuners?"

All the factory ECU safeties remain in place when using a CW. The same can't be said for full ECU tunes.

Not interested in an ECU tune of any type, per my original post.

[Loe]

93 Sunoco - 5-1. I had tried 3-1, and it was a little more tolerable, but didn't perform as well under WOT.

My 4-1 setting works perfectly on my stacked tuned, but I'm on an E85/93 mix. I actually didn't even know 3-1 was functioning option for the CW unit, very cool to know and something that I may try myself.

Your idea sounds interesting, but yes the ECU/TCU would have to re-adapt each time you switch it on/off, so it may not be feasible.

[AmrS4]

for the price and convenience of the CW it's the best option now for easy power. Yea modifying one signal is not the right way to gain power but the factory ecu is smart enough to adjust as it goes . I have the "S" box with a pulley upgrade (cts) and the car feels really good . The pulley swap made it feel less jerky you don't feel the on off signal as much as before . I have 93oct fuel and e85 whenever I want, my settings are at 6-1 and will be hitting the track really soon.

[S4Flyer]

My 4-1 setting works perfectly on my stacked tuned...

Interesting. What does "stacked tuned" mean?

Noted on the relearn. Thanks for the input.

[Loe]

Interesting. What does "stacked tuned" mean?

Noted on the relearn. Thanks for the input.

Its just the CW hooked up w/ a flashed GIAC ecu.

I think your problems will be resolved if you do the battery disconnect trick according to the CW thread.

[Seattle996]

Its just the CW hooked up w/ a flashed GIAC ecu.

I think your problems will be resolved if you do the battery disconnect trick according to the CW thread.

^^I disconnected the battery as well because I felt like it was upshifting way too quickly.. I swear the car shifts different now. Had the battery disconnected for 2 hours or so.. I don't think its in my head either.

BTW.. the chipwerke is truly remarkable for the price and ease of installation. Best installed mod on my car. Do I want a tune, Yes because I'm curious how it drives compared to my car. Wish I could test a tuned car and my car at the same time to truly see if there is a seat of the pants difference. But my DSG shifts just like stock.

[scottycs]

Chipwerke is kind of like getting to first base, where a tune is getting a home run. I started out with the chipwerke, but I quickly learned it wasn't for me, it left a lot of be desired. Though for those with dual pulley it makes sense, bc some tuners do not offer a dual pulley file.

[jran76]

All the factory ECU safeties remain in place when using a CW.

In reality that's maybe half true. While the factory safeguards do remain in place, many of them rely on the MAP signals as an input to determine what those safeguards are. If you are altering that signal, it's not necessarily true that those safeguards function the same way. Back in the day, engine controllers had set values associated with their safeguards so to speak, and they would likely stay in place if you altered one signal. The reality of our ECU is those safeguards constantly change based on various changing inputs including the MAP signal.

At the end of the day, it may not really matter as the CW has proven relatively safe in the most basic sense. I just think it's a little misleading to say the factory safeguards are still in place. The factory ECU really does a pretty good job of protecting itself in pretty much every currently available tuning application I have seen. Part of that is due to the fact that the ECU relies on a wide range of inputs to constantly adjust both the safeguards and various parameters related to the operation/performance of the engine. If you alter one of those signals for a performance gain, it is ultimately going to have some impact on the safeguards on the other end.

[Spenceratc7]

This has been something that is very intriguing to me. I ultimately want to go with a full tune on my 2014 S4,
but still have about a year and half left of warranty on it. My dealer wouldn't let the error codes go and I'd be out,
of luck from that standpoint but would love to throw a little extra power on there while I wait. Would it be worth it to go with
a used CW for around 300? Is there really that much of a difference that I would get a kick out of it or should I just wait for the tune
when the warranty is up?

[Loe]

This has been something that is very intriguing to me. I ultimately want to go with a full tune on my 2014 S4,
but still have about a year and half left of warranty on it. My dealer wouldn't let the error codes go and I'd be out,
of luck from that standpoint but would love to throw a little extra power on there while I wait. Would it be worth it to go with
a used CW for around 300? Is there really that much of a difference that I would get a kick out of it or should I just wait for the tune
when the warranty is up?

If you look at it from this perspective, you can resell the CW for the same price you purchased it for used.

[Spenceratc7]

If you look at it from this perspective, you can resell the CW for the same price you purchased it for used.

Thats a good point. But if its a waste of time then I'd rather not go through the process lol
I would love to know which side of the reviews are actually true

[bhvrdr]

In reality that's maybe half true. While the factory safeguards do remain in place, many of them rely on the MAP signals as an input to determine what those safeguards are. If you are altering that signal, it's not necessarily true that those safeguards function the same way. Back in the day, engine controllers had set values associated with their safeguards so to speak, and they would likely stay in place if you altered one signal. The reality of our ECU is those safeguards constantly change based on various changing inputs including the MAP signal.

At the end of the day, it may not really matter as the CW has proven relatively safe in the most basic sense. I just think it's a little misleading to say the factory safeguards are still in place. The factory ECU really does a pretty good job of protecting itself in pretty much every currently available tuning application I have seen. Part of that is due to the fact that the ECU relies on a wide range of inputs to constantly adjust both the safeguards and various parameters related to the operation/performance of the engine. If you alter one of those signals for a performance gain, it is ultimately going to have some impact on the safeguards on the other end.

This is a good topic. The question this brings up is which factory safeguards would be altered by altering the map signal. I'm not really sure any are yet. Obviously there have been zero issues but its still interesting to explore.

Important factory safeties:

IKC System - The ignition knock control system relies on signals from only one input, the knock sensor voltages. Its a very simple and effective system. Many consider it to be too effective in that it pulls too much timing based on the knock voltages but it wouldnt matter what the MAP sensors are saying. If the car detects knock, it will retard timing. As far as I can tell, all the big tuners except Revo keep the OEM IKC conservative strategy fully intact as would it be with the CW connected.

IAT enrichment and possible bypass opening - These would also rely on the variables of IATs. CW wouldnt fool this safety either. It doesnt artificially report lower IATs.


ECT safeties - these would also remain intact and fully functioning.


Battery voltage safeties - these would remain fully intact.

EGT safeties - this is the only question I have had about being fully intact. We have a wideband that models EGT as far as I know. It did on the Bosch. I dont know if we have a direct EGT on the S4 and/or how the model specifically works. I have to just call this one a question mark for now but what I can say is that the EGT with the CW versus the EGT with the Unitronic Stage 2 were totally comparable so nothing is showing me that this safety is compromised either. Still worth looking at but I wouldnt hesitate to run it from a safety standpoint.

Thats a good point. But if its a waste of time then I'd rather not go through the process lol
I would love to know which side of the reviews are actually true

I can say at the stage 1 CW level I was up probably 20whp than a popular stage 1 tune that wasnt optimized yet (their version needed tweaking) and probably down 8hp or so from the best stage 1 tunes out there. I picked up 50whp minimum and .6 tenths in the 1/4 miles and 7mph in trap speed. With the stage 2 CW I was probably 10hp off a very good running stage 2 flash that was on my car. The performance was probably off by .1 tenth in the 1/4 mile or so from my stage 2 flash tune. I picked up 80whp and .8 tenths and 9mph in trap in very similar DA.


http://www.audizine.com/forum/showth...tage-2-testing

I've owned the CW Pro twice now. On both occasions I had the same experience. (DSG)

- Great performance during WOT pulls
- Generally jerky performance during any other acceleration

I'm considering a "selectable" CW installation.

The goal is to have the CW installed in such a way that it can be toggled on and off, preferably from the driver's seat.

The two biggest challenges I foresee:

- Finding a reliable method to toggle the device. It would be easy enough to run the wires into the cabin area such that they could be connected or disconnected manually, but my goal will be an electronic selector switch. There are a number of wires involved, so this might get a little involved, electronically.

- Dealing with the adaptation of the ECU/DSG. Seems the recommended method of installing or removing the CW is the reset the ECU so that it relearns. Not sure how this will pan out when switching the CW on and off on the fly.

Thoughts and suggestions on this project are welcome. Please keep the "Just go EPL/Unitronic/etc stage 1" comments out of the discussion. CW remains the only method of obtaining stage 1-like performance without modifying the ECU in any way. It's understood that this installation would need to be removed prior to visits to the dealership, and considerations in this regard are open for discussion.

I'm not sure this would be a good idea. Like you said, you would be toggling back and forth and the car would constantly having to be adapting to stock and CW. I would think this would make things worse.

For me, I got lucky and the settings mine came with ended up being the smoothest and also another setting was good too. It seems some people have to try different settings. The key would be to try the new setting, clear the ecu, then give it a few recycles of the ignition and a hundred miles or so of driving to really see how that new setting is working for you. Dont just switch settings and test it out for a few miles. I noticed the transmission in sport mode was the smoothest for me too as well. I can say that the CW was not as smooth as my unitronic but i'd say if stock was 9/10 for smoothness (stock the DSG still had lag on some WOT shifts) the CW was probably a 7/10. The unitronic was probably an 8 or 8.5/10 for smoothness. That was the only downside I saw.

Mike

[S4Flyer]

Appreciate the input on this thread. Good points all around.

Maybe I'll give the CW another whirl, and some additional time to cook. I never ran it for more than 10 or 15 miles before making changes or disabling.

[TexasDfwS4]

Good Write up bhdrvr.

[Rocket Tech]

Thats a good point. But if its a waste of time then I'd rather not go through the process lol
I would love to know which side of the reviews are actually true

I don't recall who it was but a forum user recently posted about going stage 2 because their stage 1 felt lacking compared to their experience with the chipwerke. I'd highly recommend trying it and reselling if you're not happy with it - or buy new and use their 30day money back guarantee if you need to. A few folks have gone this route and it was hassle free as far as I can recall.

It makes a noticeable difference, you will not be unhappy with the power increase. Whether or not you're ok with the shifting smoothness may determine whether you keep the product. I consider myself a fairly particular driver and I'm ok with how the car behaves with the CW. I almost exclusively drive in S or manual mode. I do fully intend to go stage 2 once I'm out of warranty, however.

[B8_Jim]

IAT enrichment and possible bypass opening - These would also rely on the variables of IATs. CW wouldnt fool this safety either. It doesnt artificially report lower IATs.

You're convinced that IAT based safety only based on IAT?

I could easily see the strategy for IAT protections being a function of IAT vs. MAP.

[bhvrdr]

You're convinced that IAT based safety only based on IAT?

I could easily see the strategy for IAT protections being a function of IAT vs. MAP.

I've never seen one like that. The safeties for IAT should be dependent on IAT only because you could have a high and dangerous IAT with low map and you wouldnt want the computer to ignore that. Say you were at altitude and had lower map but had high IATs. You'd still want your enrichment tables to work. Its the same premise behind the knock safeties. They purposefully rely only on the knock sensors because the engineers are rightfully saying, "we dont care why the car is knocking, when it knocks we want to initiate the safeties." Each of the safeties are simple like that but then the overall timing tables are very complex and make take into account multiple 3d maps. Those are complex. The safeties are purposefully simple so they can be very effective. Perhaps some of the big tuners can chime in though as the Simos is newer to me and it would be neat if they could talk more about their experience with encountering the different engine safeties. I'd be very interested.

Mike

[B8_Jim]

I understand what you are saying and can see the logic of that - but I'm not saying a high and dangerous IAT would be ignored at low MAP - just that the level that is considered "dangerous" would be different as you say "at altitude" vs. higher pressure. Was thinking along the lines of like timing - it's not a 1D table, wondering if the safeties are all 1D.

[jran76]

This is a good topic. The question this brings up is which factory safeguards would be altered by altering the map signal. I'm not really sure any are yet. Obviously there have been zero issues but its still interesting to explore.

Important factory safeties:

IKC System - The ignition knock control system relies on signals from only one input, the knock sensor voltages. Its a very simple and effective system. Many consider it to be too effective in that it pulls too much timing based on the knock voltages but it wouldnt matter what the MAP sensors are saying. If the car detects knock, it will retard timing. As far as I can tell, all the big tuners except Revo keep the OEM IKC conservative strategy fully intact as would it be with the CW connected.

IAT enrichment and possible bypass opening - These would also rely on the variables of IATs. CW wouldnt fool this safety either. It doesnt artificially report lower IATs.


ECT safeties - these would also remain intact and fully functioning.


Battery voltage safeties - these would remain fully intact.

EGT safeties - this is the only question I have had about being fully intact. We have a wideband that models EGT as far as I know. It did on the Bosch. I dont know if we have a direct EGT on the S4 and/or how the model specifically works. I have to just call this one a question mark for now but what I can say is that the EGT with the CW versus the EGT with the Unitronic Stage 2 were totally comparable so nothing is showing me that this safety is compromised either. Still worth looking at but I wouldnt hesitate to run it from a safety standpoint.

In terms of knock control (IKC), I was told recently that goes beyond just taking the knock sensor voltage, and then making a 1:1 correction based on a value there. I don't know if I'll do a good job trying to explain this, but it's something to the effect of the ECU factoring in timing specifically (but also MAP, load, IAT's as byproducts). At a certain point it actually increases the knock control from say 100% to 150% of the "norm" depending on those other variables.

Again, I don't know how good of a job I'll do making this argument, but the factory ECU runs different timing maps, fuel maps, etc. as what I'd consider a safeguard. Those rely on MAP signals, airflow (modeled off MAP), load, etc. Artificially altering a signal to run a different timing map for example is altering a factory safeguard in my book.

As you said, there is still some question about the EGT, and other parameters that are modeled potentially using the MAP as a variable (like air flow that I mentioned above). The fact is there are a lot of things we don't know about how the ECU operates. I know enough to believe, but probably not prove, that the ECU is dynamic enough to the point that changing one of the primary inputs alters some safeguards. I'll completely agree with you in that it seems safe in the most basic sense, and at the end of the day, there's not a whole lot of a difference in what any tuner does or alters or whatever.

[mrmomo313]

Do I want a tune, Yes because I'm curious how it drives compared to my car. Wish I could test a tuned car and my car at the same time to truly see if there is a seat of the pants difference. But my DSG shifts just like stock.

APR does offer a 30 day money back guarantee, no questions asked. You could test it out to cure the curiosity then flash to stock after... Do it in between service intervals so you don't risk TD1 and keep your warranty...

[bhvrdr]

In terms of knock control (IKC), I was told recently that goes beyond just taking the knock sensor voltage, and then making a 1:1 correction based on a value there. I don't know if I'll do a good job trying to explain this, but it's something to the effect of the ECU factoring in timing specifically (but also MAP, load, IAT's as byproducts). At a certain point it actually increases the knock control from say 100% to 150% of the "norm" depending on those other variables.

Again, I don't know how good of a job I'll do making this argument, but the factory ECU runs different timing maps, fuel maps, etc. as what I'd consider a safeguard. Those rely on MAP signals, airflow (modeled off MAP), load, etc. Artificially altering a signal to run a different timing map for example is altering a factory safeguard in my book.

As you said, there is still some question about the EGT, and other parameters that are modeled potentially using the MAP as a variable (like air flow that I mentioned above). The fact is there are a lot of things we don't know about how the ECU operates. I know enough to believe, but probably not prove, that the ECU is dynamic enough to the point that changing one of the primary inputs alters some safeguards. I'll completely agree with you in that it seems safe in the most basic sense, and at the end of the day, there's not a whole lot of a difference in what any tuner does or alters or whatever.

I understand your point and generally agree too.


The safeties are more one dimensional like the IKC. The IKC relies on only knock voltages BUT you are correct, the timing tables themselves rely upon a multitude of 3d tables. For the Bosch the timing relied on...

overall timing is calculated based on the following:
A twin three-dimensional table lookup that corrects the ignition timing angle for intake air temperature and is also a function of engine load, and engine speed.
+
A three-dimensional lookup that corrects for engine coolant temperature and is also a function of load.
+
The main timing lookup table which is a function of engine speed and engine load. On variable valve timing or variable cam lift engines this can be two or four tables that are representative of the state of the switchover. These timing lookups are the ones that are changed in performance chips. Bosch refers to these lookups as the base RON lookup tables.
+
A three dimensional lookup that corrects for air-fuel ratio and is also a function of engine speed.
+
Ignition timing adaptation values (what we used to fool around with using lemmiwinks)
+
Cylinder selective timing retardation. (IKC also known as timing pull/timing retard)
=
Ignition advance angle (*BTDC)

So, yeah, I can see how indirectly these values are all manipulated when you manipulate MAP. Thats a drawback of the CW is that it does require decent octane since the computer sees lower MAP it runs higher timing tables. When you run it on crap 91 octane you get a bunch of knock retard and the bypass valve opens. Thats good because it shows the safeties are still being aggressive but bad because you arent running timing tables optimized for 91 octane. If you had a 91 octane tune you could run very conservative timing to hopefully get full boost. Just thinking out loud. It would be fun to get a hold of dimsport and get access to the Simos 8. I wonder how much they charge.

Mike

[jran76]

It would be fun to get a hold of dimsport and get access to the Simos 8. I wonder how much they charge.

Mike

I don't know about dimsport, but when I looked into Flashtec/CMD it was $8000-13,000 depending on the exact options. And that is basically a one year subscription.

http://flashtec.ch/cmdflash-obd#audi
http://flashtec.ch/Files/Price/master.pdf

[jimrobbington]

Isn't there a way to use VAG Com instead of having to unplug the battery between (let's just call them) "Flashes"?

On the B7 A4 you could basically go into VAG Com, clear all the stored adaptation values, and you are set. Takes 2 min vs 2 hours....

[AZT]

Agree with the comments - IIRC my B8.5 on CW actually had less knock than the APR tune did. The B8.5 stock timing is just that conservative (supposedly more than the B8) that even a manipulated MAP does not make it too aggressive at least in my case.

[will13k7]

sounds like you want to make a boost controller.

[bhvrdr]

Isn't there a way to use VAG Com instead of having to unplug the battery between (let's just call them) "Flashes"?

On the B7 A4 you could basically go into VAG Com, clear all the stored adaptation values, and you are set. Takes 2 min vs 2 hours....

Sure there is. You can use carista or vag com and just check for trouble codes and press "clear codes" even if there are no codes present. Clearing the codes clears the ecu.

I don't know about dimsport, but when I looked into Flashtec/CMD it was $8000-13,000 depending on the exact options. And that is basically a one year subscription.

http://flashtec.ch/cmdflash-obd#audi
http://flashtec.ch/Files/Price/master.pdf

It'd be fun to have unlimited funds right? The car has so much potential for the dollar. I have a feeling folks like S4matty and the old timers are going to finally start doing some outside the box experimenting that is going to be ridiculous. To have such a nice all around sport luxury sedan that can be had for 35 grand in great shape be able to possibly run 10s with only a few grand worth of mods is pretty hard to beat.

Mike

[jimrobbington]

Sure there is. You can use carista or vag com and just check for trouble codes and press "clear codes" even if there are no codes present. Clearing the codes clears the ecu.




It'd be fun to have unlimited funds right? The car has so much potential for the dollar. I have a feeling folks like S4matty and the old timers are going to finally start doing some outside the box experimenting that is going to be ridiculous. To have such a nice all around sport luxury sedan that can be had for 35 grand in great shape be able to possibly run 10s with only a few grand worth of mods is pretty hard to beat.

Mike

Wait, it's that simple? So I have Torque app, just clearing CEL (even if there are none) effectively clears the adaptation tables as well?

[14S4GWM]

Wait, it's that simple? So I have Torque app, just clearing CEL (even if there are none) effectively clears the adaptation tables as well?

If the app offers that then yes it's that easy.

[jimrobbington]

If the app offers that then yes it's that easy.

That's pretty sweet. It did not work like that on the B7 afaik

[Spenceratc7]

I understand your point and generally agree too.


The safeties are more one dimensional like the IKC. The IKC relies on only knock voltages BUT you are correct, the timing tables themselves rely upon a multitude of 3d tables. For the Bosch the timing relied on...

overall timing is calculated based on the following:
A twin three-dimensional table lookup that corrects the ignition timing angle for intake air temperature and is also a function of engine load, and engine speed.
+
A three-dimensional lookup that corrects for engine coolant temperature and is also a function of load.
+
The main timing lookup table which is a function of engine speed and engine load. On variable valve timing or variable cam lift engines this can be two or four tables that are representative of the state of the switchover. These timing lookups are the ones that are changed in performance chips. Bosch refers to these lookups as the base RON lookup tables.
+
A three dimensional lookup that corrects for air-fuel ratio and is also a function of engine speed.
+
Ignition timing adaptation values (what we used to fool around with using lemmiwinks)
+
Cylinder selective timing retardation. (IKC also known as timing pull/timing retard)
=
Ignition advance angle (*BTDC)

So, yeah, I can see how indirectly these values are all manipulated when you manipulate MAP. Thats a drawback of the CW is that it does require decent octane since the computer sees lower MAP it runs higher timing tables. When you run it on crap 91 octane you get a bunch of knock retard and the bypass valve opens. Thats good because it shows the safeties are still being aggressive but bad because you arent running timing tables optimized for 91 octane. If you had a 91 octane tune you could run very conservative timing to hopefully get full boost. Just thinking out loud. It would be fun to get a hold of dimsport and get access to the Simos 8. I wonder how much they charge.

Mike

Where in south Florida are you located Mike? If you were close enough I'd love to check out the build you have.
I'm in Orlando and have been debating which route to go next.

Spencer

[bhvrdr]

Where in south Florida are you located Mike? If you were close enough I'd love to check out the build you have.
I'm in Orlando and have been debating which route to go next.

Spencer

Hi Spencer. I'm in the palm beach area.

It probably would be disappointing to see my build, lol. I really didnt have much on the S4. I had an intake and I had CW, then CW with a pulley, then Unitronic with a pulley. Thats about it. Now I had fun testing each of those things but thats all I ran on my car for extended periods of time (i had also tried the CTS turbo intake).


Now i'm in a pickle. I have a 333hp A6 that has the new CREC engine with the Simos 16 and a different pulley design than you all have. No flash tuning solutions and the old piggies dont work. It uses new digital MAP sensors.

So far I have been able to find Racechip who had a piggy for the new special SENT protocol digital map sensors on the car. I tested it and it closed the bypass about 10% more that stock but it still stays open up to 18%. So I am nowhere near making full power potential and I havent even put on a pulley BUT...

I have something in the works. I spent an hour today on the phone with a guy from DTUK who is going to send me out a tuning module with custom maps on it for a pulley. He is also willing to update it as much as needed to get this right.

The DTUK has 2 map connections and also a cam sensor connection. This is cool because it allows now fore more tight control of how the map interacts across the rev band. In our case, if the stock map only has the bypass opening from 3500rpm and up, for example, we could program the signal to be more aggressive from 3500rpm and up which would hopefully give us a much nicer timing curve (the ECU is dictating timing based in part by how much MAP it is seeing).

S4matty has me covered on a "dual pulley" solution so its going to be either a really fun or a really disappointing next couple months, lol.

Mike

[Spenceratc7]

Hi Spencer. I'm in the palm beach area.

It probably would be disappointing to see my build, lol. I really didnt have much on the S4. I had an intake and I had CW, then CW with a pulley, then Unitronic with a pulley. Thats about it. Now I had fun testing each of those things but thats all I ran on my car for extended periods of time (i had also tried the CTS turbo intake).


Now i'm in a pickle. I have a 333hp A6 that has the new CREC engine with the Simos 16 and a different pulley design than you all have. No flash tuning solutions and the old piggies dont work. It uses new digital MAP sensors.

So far I have been able to find Racechip who had a piggy for the new special SENT protocol digital map sensors on the car. I tested it and it closed the bypass about 10% more that stock but it still stays open up to 18%. So I am nowhere near making full power potential and I havent even put on a pulley BUT...

I have something in the works. I spent an hour today on the phone with a guy from DTUK who is going to send me out a tuning module with custom maps on it for a pulley. He is also willing to update it as much as needed to get this right.

The DTUK has 2 map connections and also a cam sensor connection. This is cool because it allows now fore more tight control of how the map interacts across the rev band. In our case, if the stock map only has the bypass opening from 3500rpm and up, for example, we could program the signal to be more aggressive from 3500rpm and up which would hopefully give us a much nicer timing curve (the ECU is dictating timing based in part by how much MAP it is seeing).

S4matty has me covered on a "dual pulley" solution so its going to be either a really fun or a really disappointing next couple months, lol.

Mike

well I have to say you've done quite a bit of experimenting! where are all of these leftovers going, and do you have a source for
getting this at a good discount?

I would have loved to have seen some of those test runs with all of the mods it sounds like you've had. What did you think of the CTS turbo?
It seems like every time I go online I hear about something fun that I can throw on there, and I'm curious as to what would be best set up for a reasonable price.


As far as the A6 goes that does sound like a debacle. But if you have someone working with you directly on the mapping I'm sure you are
headed in the right direction toward letting that bad boy loose.

[4wheelpilot]

I've owned the CW Pro twice now. On both occasions I had the same experience. (DSG)

- Great performance during WOT pulls
- Generally jerky performance during any other acceleration

I'm considering a "selectable" CW installation.

The goal is to have the CW installed in such a way that it can be toggled on and off, preferably from the driver's seat.

The two biggest challenges I foresee:

- Finding a reliable method to toggle the device. It would be easy enough to run the wires into the cabin area such that they could be connected or disconnected manually, but my goal will be an electronic selector switch. There are a number of wires involved, so this might get a little involved, electronically.

- Dealing with the adaptation of the ECU/DSG. Seems the recommended method of installing or removing the CW is the reset the ECU so that it relearns. Not sure how this will pan out when switching the CW on and off on the fly.

Thoughts and suggestions on this project are welcome. Please keep the "Just go EPL/Unitronic/etc stage 1" comments out of the discussion. CW remains the only method of obtaining stage 1-like performance without modifying the ECU in any way. It's understood that this installation would need to be removed prior to visits to the dealership, and considerations in this regard are open for discussion.

What year S4 do you ride?
Any differences in your experience and results based on drive mode (sport vs. normal), conditions, etc?

[14S4GWM]

What year S4 do you ride?
Any differences in your experience and results based on drive mode (sport vs. normal), conditions, etc?

His profile says 15