TUNER TECH 0 NEUSPEED A3

In A Flash Neuspeed's OptiCan promises to perform better than the competition, so we put it to the test on a brand-new Audi A3

Audl's release of the 1.8T engine in 1997, followed by VW 'in 1998, breathed new I ife into the auto

manufacturers. The potential of the award­winning engine was undeniable and left many wondering how it could be topped. In 2000, rumors began circulating of the 1.8T's successor: a 200hp 2.0L 16v turbo. It was a long five years' wait but the rumors have finally become reality.

Many of you are doubtless aware of Neuspeed already. The company has offered quality performance parts for more than 30 years and its precision engineering is reflected in a history of tuning force-fed VW and Audi engines.

Following confirmation that the 2.0T engine was coming to America, Neuspeed got a jump start by gaining access to a few European vehicles equipped with the same 2.0T FSI engine. Although the European vehicles can differ from US spec, tuning principles remain the same, and this research allowed Neuspeed to start testing months before the US debut. So when the first 2.0L TFSI arrived on our shores in early 2005, they were ready to go.

First on their list of enhancements for the new engine was unlocking the secrets of the engine management. The major challenges of the new management system lay in the RSA encryption algorithms and a new set of checksums unique to the Bosch ME9 control unit. Despite this, the new engine would give Neuspeed the chance to start with a clean slate and develop its own OBD-port flash-programming tool that would open the door for the company to offer

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engine management upgrades, and not just for VW and Audi but for other European makes as well.

Installation The company was so eonfident they could upgrade even the newest Audi A3 2.0T we decided to put them to the test. Prior to performing the work, Neuspeed recommend the vehicle be checked to ensure it's in perfect working condition by scanning the ECU for fault codes. If a code shows up, it recommends that repairs be made before installing the PowerFiash upgrade. In addition, the vehicle's adaptation channels should be checked to ensure the sensors are operating within normal specifications. Once the car's received a clean bill of health , tuning can start.

The A3 was put on the dyno prior to modification to provide baseline power and torque ratings. The vehicle was then prepped and ready for some invasive surgery.

The process begins by plugging the Neusp.eed PowerFiash box into the OBD2 diagnostic port, located under the dash on the driver's side. The PowerFiash software interface screen allow~ the operato! to select the vehicle make, model and engine type. The "Get ID" button then accesses and records the ECU number and hardware ID from the vehicle.

Since each engine control unit has its own unique digital signature, similar to DNA in humans, it must first be downloaded to ensure all protocols, including the vehicle 's immobilizer system, remain intact. This

Words: Anthony Gelinas Photos: Sunny Lee

"read " process takes about one hour on the Bosch ME9. According to the tuner, reading earlier Bosch ECUs without RSA encryption only took a few minutes.

When reading is complete, the vehicle 's original software is tagged with the owner's information and saved on the PC's hard drive. Tapping into the power of the internet, the "read" program is uploaded to the Neuspeed secure server for authentication . The database server then reads the uploaded factory program and will automatically select the appropriate Neuspeed software and provide it for download. Once the installer downloads the software, the ECU programming can begin.

With one click of the mouse, the "write" process starts and takes about ten minutes. Once programming is complete, the ignition is turned off for 15sec and the PowerFiash box disconnected. Turning the ignition on for 30sec then allows the ECU to reboot.

During the write process , the PowerFiash electronically disconnects the ECU from other vehicle systems, so clearing the fault codes we mentioned earlier is necessary to reestablish communication to the various systems. VAG-COM software is employed to find and clear any fault codes stored in the various control units. To complete the programming process, it's necessary to adapt the throttle body and, since our vehicle is equippet;l with the DSG gearbox, the transmission kickdown as well. It 's a standard procedure to make sure they are in perfect working order. Just think of it as a recalibration step. ·

With the programming and adaptation process complete, the vehicle 's cleared for takeoff. Any time the ECU has a loss of power or is reprogrammed , the vehicle must go through an adaptation cycle as it's driven. During this cycle, the ECU goes on a learning curve, adapting the fuel and timing based on a number of external parameters. The vehicle determines altitude, registers fuel octane, outside temperature and engine load characteristics. This process can sometimes take weeks to complete but is critical for the ECU to calibrate emissions parameters and ensure smog compliancy.

When we finally got behind the wheel , we found the power delivery was smooth and precise , without a hint of being jerky. Normally, a large torque increase on a FWD vehicle such as this will create unwanted torque steer. However, the A3 has a unique electromagnetic steering system that compensates for torque steer to the point where it's almost imperceptible.

TUNER TECH

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The Bosch ME9 ECU fitted to the 2.0L TFSI engine uses high speed data lines known as CAN (Controller Area Network). This requires a special adapter and software; the adapter used was manufactured by Ross Tech. Using VAG-COM software designed for use with the adapter, the vehicle throttle body Is recalibrated, as well as the transmission klckdown, which Is very Important for flawless operation

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252whp and 297 lb/ ft torque at 5900rpm are not bad for the short time It takes

We were also pleased to discover that Neuspeed 's extensive research on the 2.0 TFSI engine proved worthwhile . Concerns over the factory-installed 258 lb/ ft torque limiter causing the DSG transmission to become disengaged were addressed by the company. So when the vehicle was dynoed after the PowerFiash upgrade, it produced the promised 252hp and 297 lb/ ft torque to the flywheel, with peak torque at 5900rpm and zero problems from the transmission.

This is one of the first cars to experience the Neuspeed PowerFiash and it seems to work not just fine but spectacularly. Obviously Neuspeed isn 't the first to use this technique , but being able to tune the new engine is going to be another string in the company's bow and keeps them at the forefront of VW/ Audi tuning. The conversion costs $499 to perform and we think you 'll be more than satisfied with its performance. "'3!!1

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