2.0TFSI (EA888 G1) K04 Software

The Market Leader in K04 Software for the MED17 ECU

With the success of the 2.0T FSI K04 software, we knew we had to show up and produce results with the 2.0T TSI K04 software. The K04 software upgrade is especially popular with the 2.0T TSI community as an extremely cost effective upgrade that allows OEM fitment and reliability. With just a simple turbo upgrade and basic bolt ons, this upgrade can increase the output of your 2.0T TSI to greater than 360 horsepower when using 93 octane pump fuel. DMRDV3Driver Motorsport spent time to squeeze the results out of our K04 software upgrade without prematurely wearing engine components. A process that took place both through dyno testing and long term road testing on our in-house Mk6 GTI.

With the breadth of knowledge we obtained during this development, we are capable of pushing the K04 turbo to boost pressure levels that previously were not available by competitors. Using our proprietary boost control code we are able to extend the stock map sensor past the previous limit of 2.55 bar of absolute pressure. This allows us to retain closed loop boost control and carry the ECU’s torque structure and modeled load data to ensure precise timing advance and fuel control. What does this mean? We can calibrate more boost pressure. We can create an accurate torque model at higher load ranges. We can give our ECU calibration the ability to compensate for varying altitude & temperature to increase or decrease boost pressure. Our customers can expect the same range of power in any environment.

One of the major advantages that the MED17 ECU offers over earlier ECU models is the advanced torque model. The ECU allows the Driver to directly request torque with the accelerator pedal. This means that if the ECU’s internal variables that calculate torque are re-calibrated properly it gives ability to provide very crisp and accurate driving characteristics. Rather than going the easy route and ‘turning off’ or feeding inaccurate values to the torque model we spent time to ensure that the throttle response and driving characteristics are tailored towards the Motorsport enthusiast. All artificial ‘lag’ was removed when accelerating from a standstill. Partial throttle driving was designed to allow more control and not a simple ‘on’ or ‘off’ switch.

Development time was tailored towards improving fuel economy through improvements to the engine’s volumetric efficiency. Transient response was improved through precisely calibrated ignition advance at part throttle situations.

Testing:

Our K04 Software development began in October of 2013 and lasted a total of 7 months. Outside of dyno testing & road testing our in-house Mk6 GTI on a Dynapack we were also able to utilize our global distribution network to collect valuable data. We had the access to data above & below sea level as well as temperatures ranging from sub 0* Fahrenheit to greater than 110* Fahrenheit. With our ability to capture data from a wide variety of environment conditions and different fuel qualities found across the globe we were able to produce K04 software that is capable of being pushed to the extremes with no negative consequences.

To create quality K04 software, the difficult aspect is not simply creating power. Reliability & repeatable results are absolutely paramount in the development of an ECU Calibration. Driver Motorsport dug deeper into the MED17 ECU and came out with our proprietary boost control update and a depth of understanding that allows our calibration to meet OEM quality. We updated all compensation data designed to account for varying fuel quality found & climates around the world. We feel that the Bosch MED17 is the most advanced ECU in the world and with that comes a lot of capability. However, all data within the ECU is designed to work around the engine making 200-210 bhp. Once the power output is increased by greater than 50% this amount, the way the ECU compensates to intake air temperature, exhaust gas temperature and knock events must be updated and Driver Motorsport accomplished this task to ensure the OEM type of quality our customers came to expect from our ECU calibrations. No fear of melting straps off of spark plugs, blown head gaskets or other events that frequent competitors high output calibrations. We retain component protection air/fuel ratio compensation and a host of other things the OEM implemented for engine longevity meant to last the lifetime of your vehicle.

The Bosch MED17.x ECU found in the 2.0T TSI equipped vehicles is much more complex and has many more variations than the MED9.1 ECU in the 2.0T FSI equipped vehicles. With the ECU having 3 different hardware variants (MED17.1 / MED17.5 / MED17.5.2) as well as different layouts to the ECU data. It is not a simple task to port the calibration like the 2.0T FSI vehicles. This meant that testing was conducted in vehicles with all 3 different ECU Types both in US & ROW (Rest of World) Spec vehicles. This meant that we tested the software on the Mk5 GTI, Mk6 GTI, Mk6 GLI with both CCTA & CBFA engine codes. Compatibility testing was also conducted on the ROW 2.0T TSI CCZB & CCZA engine codes. A lot of time was spent to ensure we created bulletproof K04 software that worked every time, for every one of our customers visiting our Domestic & international distributors.

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K04 Software

K04 Software

K04 Software

K04 Software

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K04 - 93 Octane

2.0TSI K04 Software - 93 Octane

K04 - 91 Octane

2.0TSI K04 Software - 91 Octane

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Mk6_20tsi-hwreq

To ensure the optimum performance reliability, we recommend the following:

NGK PFR7Q Spark Plugs Gapped @ 0.028.

How To Buy

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Please contact sales@drivermotorsport.com with all sales inquiries.


 

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