Hey Guys, im trying to runn a VW EA113 2.0 TFSI with a GDI Driver. Is there anyone here who is already running this engine with a GDI Driver?
Yes we did one in a KTM. We made a Plug and Play adapter for this engine
Hi,
Yes, but you should be aware that EA113 is not a single engine.
It’s a whole generation of engines.
Different EA113 engines have different injectors, so you can’t just use one base map for any EA113.
The correct way to identify a specific engine is by the 3-letter engine code.
it’s a CDLJ Engine out of a Polo R WRC.
i think the parts like injectors, cams …. should be the same as the other CDL Engines or am i wrong?
Yes, the first three letters describe all the major components used for that engine.
But we don’t have a map for the CDL engine.
Jeroen did the BWA engine.
And it’s almost guaranteed that one of the major components is different if the first letter is different. For example, those two engines have different compression ratios.
I did some research and compared the direct injection systems of the BWA and CDL engines. Except for the flow rate of the injectors, the systems are identical. Therefore, the BWA software should work for the most part. @Marek, do you still have your drill flow bench, and could you possibly measure the flow rate of the injectors if I send you a few?
If the flow rate differs, the dead times and the short-pulse adder will also change.
So it requires full injector characterization.
Do the high-pressure pumps use the same part number across those engines?
How do you know if the camshaft lobe profile for the pump is the same?
Yes, we can measure the injector characteristic.
We now have a professional injector tester for direct injection.
First, we need the injector part number, so we can check the database.
To make the measurement, we need a brand new injector. Just one.
We also need the boost voltage and injector current profile measured in the OEM setup.
Since my last post apparently wasn’t uploaded, I’m trying again. 
@mkuklis_ECUMASTER i have already sent you an original new Injector about 3 Weeks ago.
The part numbers of the pumps from the BWA and CDL are identical, and it is indeed the same pump.
I took a look in the maps in the original software for both engines that control the high-pressure pump, and they were nearly identical. Everything regarding the top and bottom dead centers of the cam and the pump control is 100% the same. The only difference is the Lobe height. It’s specified as 5mm for the BWA and 5.4mm for the CDL. And yes, that’s exactly what the original software says in Milimeters. I also measured the cam itself on the CDL and on average I got 5.35mm out of 10 measurements. However, I think that if I recalculate the pump volume per stroke and change it in the Pro software, that should already be the solution for the slightly different camshaft.
The injector from the CDL engine has the following numbers.
VW Parts Number: 06F 906 036 F
Bosch Parts Number: 0 261 500 037
Although I haven’t measured the injector on an original car but I know that both engines are originally operated with a Bosch MED 9 ECU, and these control units have fixed parameters for GDI Injectors. These parameters are:
Boost Voltage: 65V
Boost current: 13.4 A
Boost duration: 400µs
Peak current: 9.4A
Peak duration: 704µs
Hold current: 4A.
These values can also be found in the original MED 9 software.
Therefore, with the BWA software, the modified pump volume, and the injector data from @Marek, I should be able to get the engine running normally. The rest should then be just a standard tuning process, like with any other normal engine.
@Jeroen_dist_NL_BE Can I get the software from your BWA project? Then I can use your base values to build a suitable version for the CDL.
I’m already in quite a hurry to finish the project. The car is scheduled to run in its first rally already next week.
PM send with AE113 basemap
Hi,
Yes, I have the injector, and I was thinking if I missed a message from you.
We have another client who also wants to run the CDL engine.
They measured the injector control parameters on a working car:
Boost Voltage: 68V
Boost current: 11.5 A
Boost duration: 250 µs
Peak current: 7 A
Peak duration: 380 µs
Hold current: 4 A
It doesn’t make sense for an ECU used with dozens of different engines to have a single set of control parameters for injectors. Guys measured the parameters in a stock BWA, and they also differ from the ones above. There must be something more to that. Maybe there are corrections for the base parameters. Maybe the parameters you showed are the absolute maximum values for that ECU.
The injector calibration is planned for next week.
Okay, I’ll look for another Damos file and check again. Just in case this one I have is incorrectly described.