Tuesday, 10 July 2018

Golf gti edition 35 mpg update 30.7mpg 374 miles

Nearly 2000 miles 10% of the cars total mileage in the first month of ownership! #gettingUsef

Saturday, 7 July 2018

Golf GTI Edition 35 options list : UK vs Rest of the World


Few things Ive noticed after buying an edition 35

UK car has full vienna leather : ROW has the lovely honeycomb seats
UK car has keyed start : ROW has a nice start button

These are both items I would have loved but were never available in the UK (afaik)

Both of these can be seen in the article below.
https://www.torque.com.sg/reviews/volkswagen-golf-gti-edition-35-delivers-35-degree-heat/

Golf GTI Edition 35 CDLG Engine specification

from http://australiancar.reviews/GolfGTi-Edition35_CDLG_Engine.php

One to confirm, but I dont think the 
1.2 bar (17.4psi) 
boost pressure is correct.
I still believe its 
0.9 bar (13psi)
which correlates with the logging Ive done.

Otherwise some fabulous info below :

Volkswagen Mk.6 Golf GTi Edition 35: CDLG EA113 engine bay
Introduction The Volkswagen Mk.6 Golf GTi Edition 35 was powered by a 2.0-litre turbocharged petrol engine (code: CDLG) that was a member of Volkswagen's EA113 engine family. Compared to the 2.0 TFSI engine in the Volkswagen Mk.5 Golf GTi (engine codes: AXX, BWA, BPY and CAWB), changes for the Mk.6 Golf GTi Edition 30's CDLG engine included: •A reinforced cylinder block at the main-bearing pedestals and main-bearing caps;•A new high-flow cylinder head made from aluminium-silicon alloy for high temperature resistance;•Long-duration camshafts and revised exhaust camshaft timing;•Uprated piston (wrist) pins, piston rings and connecting rods; •Annular valve seats;•A larger BorgWarner K04 turbocharger which provided peak boost pressure of 1.2 bar (up from 0.9 bar);•A larger intercooler and radiator cores;•A lower compression ratio of 9.8:1 (compared to 10.5:1); •A redesigned fuel pump and high-pressure injectors;•Four oxygen sensors;•A relocated diverter valve; and,•An upgraded positive crankcase ventilation (PCV) system.
While the CDLG engine of the Golf GTi Edition 35 produced peak outputs of 173 kW at 5500-6300 rpm and 300 Nm at 2400-5200 rpm, the closely related CDLF engine of the Volkswagen Mk.6 Golf R produced peak outputs of 199 kW at 6000rpm and 350Nm at 2500-5000 rpm.

Volkswagen CDLG EA113 engine
ModelEngineTrans.Peak powerPeak torque
Volkswagen Mk.6 Golf GTi Edition 35 2.0-litre CDLG turbo petrol I4 6sp man.,6sp DSG 173kW at 5500-6300rpm 300Nm at 2400-5200rpm BlockThe CDLG engine had a grey cast iron (CG25) block with 82.5 mm bores and a 92.8 mm stroke for a capacity of 1984 cc. Within the cylinders, the contact surfaces were honed by liquid blasting. Furthermore, the CDLG engine had a die-forged steel crankshaft which operated on five main bearings.
To offset second degree inertial forces, the CDLG engine had two chain driven counter-rotating balance shafts.
Crankcase breather systemThe CDLG engine had a crankcase breather system whereby blow-by gases from the crankcase were passed via the primary oil separator in the oil filter module to the cylinder head cover. When this occurred, the blow-by gases were mixed with those from the cylinder head and passed through a labyrinth where further oil separation occurred.
Cylinder headThe CDLG engine had a cast aluminium alloy cylinder head with double overhead camshafts. While the intake camshaft was driven by a roller chain, the exhaust camshaft was belt-driven and had an elliptical toothed belt pulley on the crankshaft to reduce rotational vibrations on the camshaft and pulling forces on the toothed belt.
The CDLG engine had four valves per cylinder that were actuated by roller finger cam followers with hydraulic valve clearance compensation. For heat dissipation, the exhaust valve stems were filled with sodium.
BBorgWarner K04 turbochargerThe CDLG had a single water-cooled turbocharger that was integrated with the exhaust manifold into a single unit. For the CDLG engine, the BorgWarner K04 turbocharger provided peak boost pressure of 1.2 bar (17.4 psi).
The speed of the turbine, and hence charge pressure, was controlled by a charge pressure control solenoid valve and vacuum unit, with the latter actuating the wastegate valve via a linkage. When opened, the wastegate valve created a channel for exhaust gases to bypass the turbine.
To prevent the turbocharger from braking too heavily in overrun and between gear changes, an electric air recirculation valve was used. Ordinarily, pressure would accumulate in the compressor housing during overrun due to the prevailing charge pressure – this pressure build-up would cause the compressor wheel to brake heavily, leading to a reduction in the prevailing charge pressure (turbo drop). To prevent this from happening, the air recirculation valve was opened by an electric servo motor, creating a bypass channel for compressed air to flow from the compressor wheel back to the suction side of the compressor circuit, thereby keeping the turbine at a constant speed. When the throttle valve was opened, the turbocharger air recirculation valve would close and charge pressure was restored.
Fuel Stratified Injection (FSI)The CDLG engine had Volkswagen's 'Fuel Stratified Injection' or 'FSI' which directed fuel directly into the combustion chamber (as opposed to port injection which injected fuel upstream of the chamber) at a pressure of up to 115 bar. The high-pressure fuel pump was driven by a four-fold cam on the exhaust camshaft.
Fuel was only injected in the piston’s compression phase (rather than the conventional induction phase) and was directed into the intake air stream as it moved towards the spark plug. The CDLG engine had two injection modes:•Dual injection for cold starts: a special mode for rapid heating of the catalytic converter, the primary injection occurred on the intake stroke at approximately 300 degrees before top dead centre (TDC) of ignition and the fuel distributed itself homogeneously. The second injection occurred at approximately 60 degrees before TDC in the compression phase. The richer mixture formed around the spark plug such that timing could be retarded and, since the exhaust valves were open during combustion, the hotter exhaust gases contributed to faster warm-up of the catalytic converter (around 30-40 seconds from start-up); and,•Homogeneous injection: injection occurred in the area of the spark plugs with a stoichiometric air:fuel mixture (14.7:1)
Since the engine operated in homogeneous mode during normal running, tumble flaps were used to improve mixture formation. At low loads and engine speeds from 1000-5000rpm, the tumble flaps were closed to:•Improve idle quality after cold starts;•To increase the tumble effect and provide smoother running; and,•To prevent engine jolts.At other engine loads and speed ranges, the tumble flaps were open for free air flow and maximum performance.
IgnitionThe CDLG engine had four single spark ignition coils and cylinder-selective anti-knock control that was controlled by the Bosch Motronic MED 9.1 engine management system. Furthermore, the CDLG engine had a compression ratio of 9.8:1. Article by Ian Lithgow

Friday, 6 July 2018

improve Micro-CAN VCDS logging performance rate (when you dont have a Turbo mode)

Micro-CAN from http://www.goapr.co.uk/support/datalogging.php
Note: If you data sample rate is low, expecially if you have no Turbo Mode option with the Micro Can cable, return to the home screen, click Options and change BLK INT to 25 and CHAR INT to 0.
so thats what I did, for info the
existing values were
  BLK INT 55 CHAR INT 1
 changed them to
  BLK INT 25 CHAR INT 0

see also http://www.ross-tech.com/vcds/tour/option_screen.php

  • Blk Int affects the protocol timing. The current default value is 55. To get the highest sample rate possible in the Measuring Blocks screen, set this to 25. Note, however, that this may cause unreliable communications with some controllers.
  • Char lnt 2K / Char Int also affects the protocol timing. This is called Char Int 2K and the default value is 6 when used with a HEX-NET or HEX-V2. This is called Char Int and the default value is 1 when used with a legacy interface. To get the highest sample rate possible in the Measuring Blocks screen, set this to 0. Note, however, that this may cause unreliable communications with some controllers.





Golf GTI Edition 35 : standard boost levels

took the car out for a run, and logged some values

 Group 115 - Field 3 Boost Pressure - (actual) mbar peaked at 1900
 (the value at idle was 1030, which is current atmospheric pressure)

 So thats 1900 - 1030 = 870mBar = 12.6 psi actual boost pressure.

Seem about right as this is still just a modified Edition 30 engine.

Its been a long time since Ive been in an standard car, but the edition 35 seems to pull well and is definitely more enthusiastic pulling in the higher rpms than a stock Edition 30 ever was.
This is mapping related , as i know the Edition 30 remap definitely adds that back in from stock, and one of the big things to notice (above a whollop of increase in boost) , as you gain pleasure taking the car to the upper revs as it feels 'keen'

Coupled to an increased rev limit, thats what makes a remapped Edition 30 feel so much quicker than stock

 I have to say for a standard car (having had a remapped ED30 before) it feels pretty darn quick. (some of which is the feeling of speed the DSG gives over manual gearbox)


Golf GTI Edition 35 : measuring Fuel Trim adaptation

http://wiki.ross-tech.com/wiki/index.php/Fuel_Trim_Info hooked up the Micro-CAN cable and got a reading Group 32 - Field 0 : Adaptation (Idle) - Bank 1 Sensor 1 1.4 % Group 32 - Field 1 : Adaptation (Partial) - Bank 1 Sensor 1 4.3 % from what I can tell these are untirely normal values (as expected)