We've spent the last few months dismantling, learning, and testing the all new Alfa Romeo Giulia 2.0L Turbo engine. The new Multiair2 turbo engine uses a wide array of new features, components, and boost system control unique to new Alfa models that has not been previously utilized on FCA family vehicles.
Data acquisition is key, and very important to understanding the how and why of engine operation. It not only helps us to design and develop better performance products, but also helps the end user understand their vehicle more thoroughly.
We'll detail our developments and add more information as we progress.
Much of our time has gone into understanding the new Multiair2 engine operation and how it utilizes a few new unique components: direct injection, electronic wastegate, diverter valve movement, variation in valve profiles, intercooler routing, and the mass air flow sensor's part in turbo operation with effects on intake pressure and temperature.
We've started with the factory intake system and turbo operation.
The factory intake system is a great system by design. It is in part a true ram air system (which is our favorite kind). The filter housing receives cool enclosed, high pressure air from the front of the vehicle grill. The ducting shape offers enough inertial separation to prevent large amounts of water and debris from collecting in the filter housing. The MAF bung also has a honey comb insert after the filter housing to increase laminar flow of air as it goes to the turbocharger.
However, initial flow testing showed that by improving component materials we could decrease pressure loss and feed greater air mass over the stock system. Another downside was intake air temperature. Both the Giulia and the Giulia QV have noticeably high intake temperatures over ambient conditions. This could also be improved.
One other important factor for intake design is understanding how the factory evaporative emissions system works and why it is important to maintain this system as the factory intended. Not doing so can result in CELs, decreased longevity to emissions components such as the evap canister, and oil buildup in the intake (which ends up in many unwanted places). All of our intake designs for the Giulia maintain the factory emissions system, and use quick connect adapters for all factory fittings. This negates any reason to cut, remove, or replace any factory lines when replacing the intake system with an EC unit. This was paramount to us.
We have started development on 3 different series intakes: the V1, the V2, and the V4.
Each of these intake designs is manufactured with our EC Kevtek technology. Many silicone parts are lined with fiberglass, or better nomex aramids. We utilize a unique, multi-layered kevlar aramid lining, which offers the highest tensile strength and is very lightweight. It is roughly 5-10 times stronger than standard silicone offerings.
Our filters are manufactured specifically for EC. They do not contain cotton gauze, but are designed with an advanced dry filter media, made with a stronger structured mesh material. This filters debris down to 5 microns in size, and will out flow most market filters up to 10-12%. This filter material is utilized on multiple 24hr Le Mans winning vehicles and on many other motorsport platforms.
Our V1 is a stock replacement unit, which utilizes the factory filter housing. It is meant to offer a stock like appearance while improving intake flow and temperatures.
Our V2 intake system uses an much larger open air element filter and removes the stock airbox. The open air filter allows for much louder intake noises, and offers much higher flow and volume. It utilizes the factory fresh air duct and still ingests air from the front of the car while also using underhood pressure.
Our V4 intake system is a completely closed ram air unit, sealed directly to the front of the car and uses a high flow cone filter enclosed in a carbon fiber airbox.
Only sneak peeks for now:
We will have charts to view of temp, flow, and power data once we get closer to release.
This is an upgrade to the stock diverter valve housing. The DV+ from Go Fast Bits offers sharper and more consistent valve actuation during various boost scenarios, which is especially important as we change or increase boost/airflow. The stock actuator is sound in design and works fine in most cases up to a point, but it can develop weak points in the valve mechanism as more is demanded from it.
This we are especially excited about. The Giulia 2.0 Multiair2 turbo uses a brand new engine management unit from Magneti Marelli, the MM10JA. Typically with new ECU units there is a delay with support for bench flashing and OBDII, but we have been able to jump straight in.
Because of certain constraints within this ECU's boost control system, and with torque management, we decided to move forward with direct ECU tuning over an external piggyback module offering. Due to these electronic components and mapping within the ECU, a piggyback module in the case of the Giulia is going to be capped and limited at very low performance levels in order to avoid certain issues with the boost control system (random CELs in various modes at cruise and WOT rpms). This is based on our testing.
We have progressed to developing our Phase 1 calibration for the Giulia. This at first involved a direct clone, where the original ECU is opened and used to make a second factory ECU that is compatible with the same vehicle, but in tuned format. The Giulia ECU is easily opened and closed with no evidence or footprint.
Further into development, we are now flash tuning the Giulia via the OBDII port.
At the moment, I don't believe any one else is doing this. The ECU is read via a handheld, and a tuned version of this factory calibration is written to the ECU using the handheld via the OBDII port.
Our tune and final numbers are still in development (this is currently an active project), but we will have more info on different tuning options for the end user as we near completion. So far we are making great strides into getting safe but very aggressive power out of this engine.
APPEARANCE & SUSPENSION
Our Giulia 2.0 has had a few upgrades in this category. We don't typically deal in aesthetic modifications and usually stick to performance components, but we've decided to dabble a bit. One look at the Giulia and it's hard not to keep dressing it up!
We are currently setting up a few wheel design offerings from our partner, Avant Garde. Wheels manufactured by AG are very high quality, lightweight, and with very striking designs and custom finishes. Wheels for the Giulia are made to order and with custom sizing sourced by EC.
M652 with Brushed Polish Champagne:
The car has also been lowered with our Eibach Pro-Kit Lowering Springs, and some subtle dark wrap on the lighter colored trim pieces with tail/headlight darkening:
All of these and more will be available on our website at shopeurocompulsion.net
We hope to be adding an exhaust from our friends at Centerline shortly, which we will also be offering, especially as we increase performance from tuning and our intake systems.
We will be keeping this thread updated as projects move forward, and will have official threads available as products are released. Stay tuned!
PROGRESS UPDATE: 7/26/2017
Over 2000+ miles on the EC V2 intake system and tuning. We decided to test and log on our trip to Milwaukee for FFO2017, which also involved road tripping up to Road America in Elkhart Lake where we took the car for a few laps on the track.
Everything is performing perfectly and without issue, so we are very pleased with the development progress made thus far. On a side note, we took the car in for service/software updates a few weeks before our trip to get the latest software updates from Alfa. After the updates, the car has experienced ZERO issues.
These software updates are also implemented into our ECU tuning development to ensure that all of our calibrations given to the public are on the latest and most updated revisions from Alfa Romeo.
PROGRESS UPDATE: 2/26/2018
Since our last progress update, many developments have been made on the 2.0L Giulia platform.
We have released our V1 and V2 intake systems for the Giulia.
We have also released the Pedal Pro, an electronic throttle control module that allows powerful end user customization and pedal response tuning done easily on the fly. The Pedal Pro's sleek and compact design offers easy installation and discreet use with a simple to use interface. 3 modes, 17 different settings, and multiple features such as anti-theft mode, full throttle launch, and snow mode.
The EURO+DRIVE Pedal Pro is made to be compatible with all EURO+DRIVE Flash tuning and is programmed not to interfere with full throttle tuning parameters and trims at full load.
For more information: Pedal Pro
Our biggest development, released recently, is the EURO+DRIVE Tuning system for the Alfa Romeo Giulia 2.0L (both 200hp and 280hp variants). The EURO+DRIVE® Tuning system is available in power-specific variations and is conveniently flashed to the vehicle’s factory ECU through the OBD-II port without any physical modification to the factory ECU.
The EURO+DRIVE® functionality puts the control of the engine’s operation at your fingertips and allows for comprehensive tuning calibrations that do not only effect power output but drive-ability, throttle response, consistency and smooths over-all power delivery.
Our preliminary testing results for Phase 1 show 292whp and 344wtq when equipped with our V2 intake system and exhaust (359 engine hp and 393 engine tq).
For more information, and testing results: EURO+DRIVE for Alfa Romeo Giulia
The initial development stages for Phase 2 are already under way. We will be undergoing intense durability testing from an independent 3rd party for P2 development to explore the outer edges of performance for the stock turbo balanced with safety for various mechanical components.
Some of the features we are currently working on for Phase 2 include:
-Stop/Start feature default to off at key on, button is still functional. We have found that many tuners are completely disabling this feature, but we want to take a step further with complete functionality, while still hindering this features intrusive nature.
-Raised rev limiter
-Raised speed limiter
-Raised Par/Neutral rev limiter
Current power goals will be to maximize the performance of the stock turbocharger to its greatest capability.
We will also be exploring our current hardware components, and assess needs for improving these components in order to support reliable Phase 2 power and safety.
Stay tuned for more as we will continue to update our progress.