Quick Question on GIAC chip - Cold Weather affect?
#1
Quick Question on GIAC chip - Cold Weather affect?
Hey all,
I'm considering going with a GIAC chip for my 2000 A4 1.8TQM. I had an APR, but had to sell it to pay for mods to my Honda.
Anyway, my APR chip did not boost as much in cold weather, like the stock chip, but can someone confirm that the GIAC chip does not behave this way?
Thanks,
FB
I'm considering going with a GIAC chip for my 2000 A4 1.8TQM. I had an APR, but had to sell it to pay for mods to my Honda.
Anyway, my APR chip did not boost as much in cold weather, like the stock chip, but can someone confirm that the GIAC chip does not behave this way?
Thanks,
FB
#2
To clarify
Does the GIAC chip taper boost in cold weather like the stock chip or the APR in non-Cold Weather mode?
I got a couple responses in the A4 forum to tell me that cold weather means more power, but I was referring to the ecu adustments that seem to be made for cold weather.
Thanks,
FB
I got a couple responses in the A4 forum to tell me that cold weather means more power, but I was referring to the ecu adustments that seem to be made for cold weather.
Thanks,
FB
#3
not sure if this will help....
I've never had a stock chip in my car (I bought it chipped) and I don't have any experience with the APR chip, but my GIAC in colder weather runs less boost accross the entire RPM band. For example, normally it's 16-17 psi that drops off to 10-11 psi when the temps are in the 70s-80s, but in colder weather (30s-40s) it's 14-15 psi that drops off to 8-9 psi.
This is on a 97 (non-DBW) Do the DBW stock programs run differently in cold weather?
This is on a 97 (non-DBW) Do the DBW stock programs run differently in cold weather?
#4
Thanks, but darn =)
That would seem to indicate that the GIAC chip behaves the same... I've heard that Audi does this so performance of the car is "consistent" in varying weather conditions. APR came out with the "cold-weather" program that maintains boost even in colder weather, but it was after I had already received my APR chip.
As you mentioned, the DBW programs may be different? Maybe newer versions of the GIAC chip do not taper boost, since I vaguely recall someone posting this, but couldn't dig the post up.
Thanks again,
FB
As you mentioned, the DBW programs may be different? Maybe newer versions of the GIAC chip do not taper boost, since I vaguely recall someone posting this, but couldn't dig the post up.
Thanks again,
FB
#5
hrm .. on my v1.2 non-dbw apr chip i would easily boost 1.2bar in 60F temps ..
the drive up to tahoe in winter time would see boost levels that high as well. ~30-40F
seems to be the same with my v3.0 chip. dropped to about 65F a few days ago in houston and i noticed at least 1bar of boost.
??? possible dbw only configuration?
seems to be the same with my v3.0 chip. dropped to about 65F a few days ago in houston and i noticed at least 1bar of boost.
??? possible dbw only configuration?
#6
Because MAF readings...
...are what the ECU is looking for.
On non-DBW cars, the lookup tables are driven by MAF readings. The ECU actuates the wastegate via the frequency valve once the given MAF volume has been reached for the given throttle position/RPM. I think (but I'm not 100% sure) that the DBW cars also use MAF as the primary table but take boost into account to ensure that the turbo does not get over worked. The DBW setup is a much more intelligent system from a diagnostic standpoint, but I can't see how the system can get away from the MAF reading because this is what the ECU needs to generate a stoich mixture.
Because cold air is more dense, the turbo does not need to work as hard (generate as much boost) to derive the required (ECU parameter) MAF reading. This is also why cars at higher altitudes and higher temps see higher boost readings for a given MAF value (the number of air molecules are less dense per given measurement).
Mike O.
On non-DBW cars, the lookup tables are driven by MAF readings. The ECU actuates the wastegate via the frequency valve once the given MAF volume has been reached for the given throttle position/RPM. I think (but I'm not 100% sure) that the DBW cars also use MAF as the primary table but take boost into account to ensure that the turbo does not get over worked. The DBW setup is a much more intelligent system from a diagnostic standpoint, but I can't see how the system can get away from the MAF reading because this is what the ECU needs to generate a stoich mixture.
Because cold air is more dense, the turbo does not need to work as hard (generate as much boost) to derive the required (ECU parameter) MAF reading. This is also why cars at higher altitudes and higher temps see higher boost readings for a given MAF value (the number of air molecules are less dense per given measurement).
Mike O.
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#8
Re: Because MAF readings...
I could be wrong, but the way I understand how the dbw system works is:
Boost control is boost based on dbw rather than load based on the nondbw. There is a boost sensor right after the IC. Anything after 1/2 throttle the ECU opens the throttle plate 100% and then the engine torque is controlled by boost. The MAF readings are used for fuel under open loop mode.
Boost control is boost based on dbw rather than load based on the nondbw. There is a boost sensor right after the IC. Anything after 1/2 throttle the ECU opens the throttle plate 100% and then the engine torque is controlled by boost. The MAF readings are used for fuel under open loop mode.