what HP increase could a 2012 passat TDI from a tune?

[iboomalot]

my 2006 TDI jetta really liked the tune I got.

What about the new Passat ? It seems to have the stock 140hp/236tq motor what can I get from a tune on that engine?


Thanks

[Farfromovin]

Should be the same as all the other CR motors. Check out malonetuning.com for one option. He's just the only guy I know who is actively tuning those ECU's. Might not be as much of a bump as your Jetta was as tuners have to be a little careful about the emissions devices on the new motor.

[no-blue-screen]

Plus the passat will use emissions fluid (urea) unlike the same motor in the 2009+ jettas.

[WVU TDI]

Originally Posted by Farfromovin

Should be the same as all the other CR motors. Check out malonetuning.com for one option. He's just the only guy I know who is actively tuning those ECU's. Might not be as much of a bump as your Jetta was as tuners have to be a little careful about the emissions devices on the new motor.

If anything, it seems to me the Passat should respond BETTER to tuning due to a lack of DPF.

[compu_85]

The Passat has a DPF. It doesn't have a NOx trap.

[brandonfast]

oh there is a dpf, there is also a air to water intercooler!!

[WVU TDI]

Originally Posted by compu_85

The Passat has a DPF. It doesn't have a NOx trap.

Whoops, my mistake. Thanks for clearing that up

[TDIMeister]

Sigh misinformation is rife. The Passat DOES have a DPF and it DOES have a NOx trap, but the latter works on different technology in the Passat. In the latter, called SCR (selective catalytic reduction), the urea-based DEF acts as the reducing agent; in the Jetta, NOx is converted in what's called an LNT (lean-NOx trap) by alternating accumulation/release/conversion cycles with periodic operation in rich fuel-air mixture mode and the resulting unburned hydrocarbons in the exhaust stream act as the reductant.

The fuel-rich mode to regenerate the LNT is why engines using this NOx aftertreatment technology suffers a fuel-economy penalty. SCR doesn't use this mode, hence no associated penalty. But there IS still a NOx catalyst.

Edit to add link: http://www1.eere.energy.gov/vehicles..._dorenkamp.pdf

[Mike_V]

TDIMeister, I (very possibly mistakenly) had thought that post-combustion injection was used to burn off particulates accumulated by the DPF. Is this not true? And if not, will the Passat have any post-combustion injection cycles? Seems this could have very important ramifications for high-percentage biodiesel use.

[xcdhracer15]

Originally Posted by Mike_V

TDIMeister, I (very possibly mistakenly) had thought that post-combustion injection was used to burn off particulates accumulated by the DPF. Is this not true? And if not, will the Passat have any post-combustion injection cycles? Seems this could have very important ramifications for high-percentage biodiesel use.

post injection is used to keep exhaust temps up which help with all of the above

[TDIMeister]

^ Also incorrect. The LNT/SCR have their optimum conversion/regeneration efficiency at a much lower temperature than that required for the DPF (200-400°C vs approx. 600°C or more). See the link in my post above, slides 17, 24. In fact, exposure to temperatures of 750°C or more "ages" the catalyst and permanently diminishes its conversion effectiveness in a fairly short period of time that mimics the aging process in a car after thousands of km (slides 17, 20, 24 and finally 19).

• DPF regeneration requires lambda > 1 and high temperature (post-injection);
• LNT regeneration requires lambda < 1 and low- to moderate temperature (intake throttling);
• SCR does not need any particular engine-side calibration measures (except urea fluid consumption is proportional to the engine-out NOx emissions that must be reduced, so it's in the interest of the calibration to generate as little engine-out NOx emissions as possible in the first place, mainly via EGR and injection strategy);
• De-SOx catalyst regeneration requires lambda < 1 and high temperature (likely some combination of intake throttling and post-injection).

The temperatures quoted above for NSC (NOx Storage Catalyst, analogously LNT) are different than those quoted in the 2006 DEER paper owing to likely different catalyst formulations from 2 years of development separating both publications, but the ranges and overall points made are still valid (picture is from MTZ 06|2008 Volume 69).

After all is said, this does not answer the original poster's question. The clarifications of the presence/functions of the DPF and LNT/SCR catalysts are important, but from a performance standpoint it can be expected that the SCR-equipped Passat can be tuned at least the same performance levels (other factors like turbocharger matching, boost pressure and fuel injection rates being assumed comparable) to the LNT-equipped Golf/Jettas, without the associated fuel consumption penalty for LNT regeneration but at the expense of likely increased DEF consumption.

[JarHead]

TDIMeister I bow to you Sir...

[iboomalot]

malonetuning.com

kinda costly any other tuning options avail ??

[deucelee]

Actually $550 for a 30hp boost and 70lb torque gain doesn't sound that bad. Other options are also good to know tho...any?

[iboomalot]

my tune on my Jetta was like 300 so twice the price seems high