INTRODUCTION:
The purpose of this session was to test the APR 93 octane chip performance versus the stock performance of the 2009 VW CC with the 2.0TSI engine and 6-speed manual transmission.
CONDITIONS:
The vehicle was filled with Mobil 93 octane fuel and tested with a full tank. The temperature was approximately 85 degrees outdoors and 90 degrees in the dyno room. Humidity was in the 20% range.
PROCEDURE:
The vehicle was tested on a Dynojet 424x dynometer. Two small fans were placed at the front of the vehicle for all runs. The hood was left up. A wideband o2 was placed at the tailpipe. The dyno operator indicated an approximate .4 point higher reading on the lambda placed at this tailpipe versus on his onboard wideband readings on vehicles tested. The vehicle was run in 4th gear for all runs. Three initial runs took place in APR 93 octane mode. The car was rested. Three more runs were run in Stock mode. Vag-Com datalogging of channel 2, 11, 115 were executed during all runs.
RESULTS:
The following is a chart of the before and after run. It is uncorrected and also depicts air/fuel and ambient dyno conditions.
![]()
The following is a chart of the intake air volume of the before and after run.
![]()
The following is a chart of the overall timing of the before and after run.
![]()
The following is a chart of the boost of the before and after run.
![]()
DISCUSSION:
The results were extremely pleasing overall. The peak numbers tell only part of the story here. The vehicle gained 22 peak horsepower at the wheels and 54 peak torque. What's just as important is to look at the overall area of gains under the curve. The gains are linear throughout the rev band. Gone are the days of 500rpm spikes in torque that produce high peak readings such as in the days of the 1.8t. The 2.0TSI motor responds to these modest levels of boost increase with all smiles.
An area of interest is in the timing logs in which the stock car utilizes significantly more timing. This isn't surprising given the increase in boost on the APR modified ECU. You can having timing or you can have boost, but it is difficult to have them both. A likely contributor to the ceiling in overall horsepower is the need for upgraded intercooling. The graphs of timing depict increasingly more erratic timing as the rpms climb. What was also noticed during this session was the rapid increase in intake air temperatures as the rpms rise as well. This is apparent in stock form and mildly exacerbated in modified form. Intake temps as high as 131 degrees were the norm and it wouldn't be surprising if they climbed higher had the dyno day lasted longer.
To reiterate, the overall results are extremely pleasing. The vehicle is now producing more torque at the wheels then the 3.6 liter v6 model produces at the crank AND it is doing it across an extremely broad rev band. That is to say that the car is producing peak torque faster than the v6 and holding it long. With the addition of improved intercooling there is no question this car could be even more powerful. Thanks to APR at http://www.goapr.com for a fantastic product and to USP Motorsports http://www.uspmotorsports.com for the quality testing conditions.
cheers! Mike
Modified by bhvrdr at 4:04 PM 4-27-2009
The purpose of this session was to test the APR 93 octane chip performance versus the stock performance of the 2009 VW CC with the 2.0TSI engine and 6-speed manual transmission.
CONDITIONS:
The vehicle was filled with Mobil 93 octane fuel and tested with a full tank. The temperature was approximately 85 degrees outdoors and 90 degrees in the dyno room. Humidity was in the 20% range.
PROCEDURE:
The vehicle was tested on a Dynojet 424x dynometer. Two small fans were placed at the front of the vehicle for all runs. The hood was left up. A wideband o2 was placed at the tailpipe. The dyno operator indicated an approximate .4 point higher reading on the lambda placed at this tailpipe versus on his onboard wideband readings on vehicles tested. The vehicle was run in 4th gear for all runs. Three initial runs took place in APR 93 octane mode. The car was rested. Three more runs were run in Stock mode. Vag-Com datalogging of channel 2, 11, 115 were executed during all runs.
RESULTS:
The following is a chart of the before and after run. It is uncorrected and also depicts air/fuel and ambient dyno conditions.
The following is a chart of the intake air volume of the before and after run.
The following is a chart of the overall timing of the before and after run.
The following is a chart of the boost of the before and after run.
DISCUSSION:
The results were extremely pleasing overall. The peak numbers tell only part of the story here. The vehicle gained 22 peak horsepower at the wheels and 54 peak torque. What's just as important is to look at the overall area of gains under the curve. The gains are linear throughout the rev band. Gone are the days of 500rpm spikes in torque that produce high peak readings such as in the days of the 1.8t. The 2.0TSI motor responds to these modest levels of boost increase with all smiles.
An area of interest is in the timing logs in which the stock car utilizes significantly more timing. This isn't surprising given the increase in boost on the APR modified ECU. You can having timing or you can have boost, but it is difficult to have them both. A likely contributor to the ceiling in overall horsepower is the need for upgraded intercooling. The graphs of timing depict increasingly more erratic timing as the rpms climb. What was also noticed during this session was the rapid increase in intake air temperatures as the rpms rise as well. This is apparent in stock form and mildly exacerbated in modified form. Intake temps as high as 131 degrees were the norm and it wouldn't be surprising if they climbed higher had the dyno day lasted longer.
To reiterate, the overall results are extremely pleasing. The vehicle is now producing more torque at the wheels then the 3.6 liter v6 model produces at the crank AND it is doing it across an extremely broad rev band. That is to say that the car is producing peak torque faster than the v6 and holding it long. With the addition of improved intercooling there is no question this car could be even more powerful. Thanks to APR at http://www.goapr.com for a fantastic product and to USP Motorsports http://www.uspmotorsports.com for the quality testing conditions.
cheers! Mike
Modified by bhvrdr at 4:04 PM 4-27-2009
