Toyotecwerke ME7.1 VR5 20v tuning.

Discussion in 'VR5, VR6 & Wx' started by Toyotec, Feb 6, 2020.

  1. Toyotec

    Toyotec CGTI Committee - Happy helper at large Admin

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    82582110_2524902957788374_1613701732313858048_n.jpg AQN_066AG_ECU.JPG

    It is a unique and special skill to be able to understand the electronic control of combustion engines.
    It is also a special skill to understand the combustion engine by itself.
    When a compression or spark ignition engine is packaged into an automobile during development, it takes a small team of several trained personal to calibrate if fit for purpose.

    Over the years I have been involved in refining the 3 disciplines and in this thread I will share such expertise, using my 2002 Volkswagen Bora V5 Highline.

    26172496_10155182733075496_4182094102953812946_o.jpg 27332700_10155246113650496_2500193081837495605_n.jpg 25550153_10155153700690496_5068971145429452881_n.jpg
    I am no stranger to VR engines, having previously owned "Der Ankor", a Golf MK4 V6 4 Motion and also an 8L S3 3.2T. Each one of those cars have been mentioned on this site.

    Bora rear.jpg Bora airport run2.jpg
    The V5 Bora has been with the family for 11 years. It was a pretty rare model with many optional features. It's V5 20v engine always fascinated me.
    Despite it's lackluster performance from the claimed 170 bhp, I believed, the technology implemented on the engine, would allow it to have much more fury than a modified ABF engine, if tuned via the ECU. Enough to make a difference to acceleration in our near 1275 kg VW Bora.

    Unlike many an enthusiast, I possess skills to access most Bosch ME7 ECUs, with legit tools in my possession and training to understand the ECUs logic. I also own a many of the vehicles I write about.
    With the V5 20v, information gained from logging the vehicle on the road in various conditions and of course, working on 24v VR6 engines, was used to produce a more refined engine calibration that could meet the objectives of increasing vehicle acceleration.

    82881204_177319666813288_7005883866493747200_n.jpg

    Initial thoughts.
    A V5 has a distinctive engine note, reministat of an Audi I5 quatrro and an odd VR6 engine.
    It also has a few undesirable factory quirks.

    Issue list:
    • Significant correction for detonation on a pull away, amplified by a hot day.
    • Correction for detonation at high rpm - up to -9 degrees on several cylinders.
    • A shunt/jump in vehicle response at light throttle openings during a pull away.
    • What appears to be a dip in performance at 4500 rpm ( manifold changeover).
    The vehicle would display the above traits when run on 98 UK RON fuel. Knock related concerns would only become worse on 95 UK RON fuel.

    All of the above stemmed from the factory engine calibration.

    Using an official MPPS lead with the latest update, the ECUs complete 1 meg bin file was read. However there was little information available for an address file for the AQN engine.
    As a licensed EVC user, a fully defined AZX ols project ( Passat V5) was purchased from an EVC client reseller. At the time, ols from 24v 3.2 and 2.8 engines were also used, to create an address file to correctly ID ~ 1000 calibration areas of the AQN's bin file. More than enough to address the list posted above.

    Over 20 iterations of the AQN'sME7.1 engine map were created, until the most of the issue list above was cured and ultimately the car felt good to drive.

    Areas optimised were:
    • Cylinder filling and the relationship with maximum torque.
    • Lambda target.
    • Pedal maps.
    • Ignition timing.
    • Cam setpoint rescheduling.
    • Intake manifold switch points.
    • Some diagnostic thresholds.
    Bora tuning testing.jpg

    So how does one evaluate that a good job was done? Nope, I did not take the car to the dyno, I felt doing so may not translate for readers, real life effects of targeted tuning. I decided to evaluate any calibration improvements via the car's real acceleration as a measure of success on the new calibration, the same day, back to back, just like a dyno test.

    Because there were zero hardware changes to the engine or car, the acceleration of the new calibration was evaluated against the standard VW calibration.

    The results were shared using a Gtech-Pro accelerometer.
    This tool was also used to show what the torque profile looked like between the calibrations.

    First acceleration evaluation on the the stock engine calibration.

    Stock engine map 066906032AG flashed to the ME7.1 ECU.

    Bora V5 tuning flash stock.jpg

    Stock 0 to 60 mph result 8.37 secs

    Bora V5 tuning flash stock 60.jpg

    The following typical power and torque profiles at WOP (Wide Open Pedal) are not to scale. Results are relative to each other.

    Maximum stock power between 5700 rpm and 6400 rpm. Bora V5 tuning flash stock power.jpg

    Maximum torque between 3400 and 3800 rpm, with a dip around 4200 rpm from variable manifold change over.
    Bora V5 tuning flash stock tq.jpg
    Vehicle was flashed with the updated engine management map.

    Bora V5 tuning flash ap.jpg

    Flashed engine map 0 to 60 mph 7.51 secs, an improvement that was felt.

    Bora V5 tuning flash ap 60.jpg

    Power now up by 8% from stock, between 6100 and 6600 rpm

    Bora V5 tuning flash ap power.jpg

    Maximum torque at 3100 rpm and just about 15% greater than stock, managed into a controlled drop into tuning the interchange of manifold torque runners into the shorter top end runners at 4000 to 4500 rpm.

    Bora V5 tuning flash ap tq.jpg
    The rev limit was increased to 7500 rpm initially, but later reduced to 7300 rpm, where it remains to this day.

    Bora 2 Tach.jpg

    In conclusion.
    • Acceleration was improved as shown by the experiment.
    • OEM manifold switchover point correctly blended.
    • Knock activity reduced across cylinders resulting in more torque.
    • Off WOP drive feel now meets expectations and fully uses the engine's technology.
    • The car now feels very sporty to drive.
    A very strong engine, having accumulated 140K miles in our hands, with one timing chain replacement since ownership.

    84839027_845445829237900_1753571598620688384_n.jpg

    I was so inspired by the performance of this engine, that I have now amassed all the parts to fit one these engines into a MK2 Golf [:D] complete with the ME7.1 control system.
    Maybe I might be writing on that development soon #project8 anyone?

    Thanks for reading.

    Ed.
     

    Attached Files:

    Last edited: Feb 6, 2020
  2. sambo Paid Member Paid Member

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    Proper write up, thanks Ed!
     
  3. Toyotec

    Toyotec CGTI Committee - Happy helper at large Admin

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    I do aim to please.

    Ed.
     
  4. Savagesam

    Savagesam Moderator Staff Member Moderator

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    Nice!

    I was thinking about this engine in mine. Maybe you wouldn’t mind sharing that map ;)
     
  5. Matthew Arnold New Member

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    Awesome write up!

    I have an identical golf to the silver one in the pic above, she's a vr5 with only 60k on the clock. Recently added a milltek and some bilsteins.

    I would love to try that map out if it's possible?
     
  6. GVK

    GVK Paid Member Paid Member

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    You're best to PM Toyotec as he's not on hre too often.
     
    Matthew Arnold likes this.

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