GIAC Stage 2 and 2+ software upgrades are now available for the MK7 Volkswagen GTI. Stage 2 requires a turbo back exhaust upgrade, and needs an intake for maximum power gains. Stage 2+ requires a turbo back exhaust upgrade, intake and upgraded intercooler. These software upgrades offer dramatic performance improvements over factory software, while retaining factory-like drivability. On 91 octane fuel, performance gains were 80-90 wheel horsepower and 95-100 ft. /lbs. of torque. In certain areas of the power band, gains reached as high as 91 wheel horsepower and 104 ft. /lbs. of torque. As with our stage 1 calibration, our software features a proprietary boost control system to optimize air flow and horsepower. Our engineers have developed this calibration to ensure smooth drive quality and no issues with surging, turbo over speed, EPC lights or limp modes. For DSG models, we’ve spent a great deal of time combating power loss across shifts, specifically the 3-4 gear shift.
Other notable features include the following:
• properly calibrated air/fuel ratios,
• improved throttle response for a drive-by-cable system feel
• raised speed limiters to factory redline in final drive gear
• optimized torque control for smoother, faster shifting with consistent power across all gears
• Free upgrade for existing Stage 1 users, same cost as Stage 1 for new users
GIAC’s Flashloader handheld switcher is available for this application, complete with the following switching options:
• 100-octane performance
• “Stock” performance
• Valet mode
• Privacy Firewall
Real world performance testing: Recently, we drag raced our in-house MK7 GTI at Famoso Raceway on 3/1/2015 (GIAC MK7 GTI at the drag strip!). We ran a best time of 12.608 @ 111.8 mph.Â For consistency, the car also ran back to back 12.62 @ 111.5x mph times as well. This time was run with the car making 294 horsepower at the wheels and 340 ft. / lbs. of torque, on 104 octane fuel.
After our 1/4 mile testing, we incorporated some changes to our calibration that brought 91 octane performance gains close to what we were making on 104 octane fuel. This was done through code changes that did not include alteration of the knock sensor filtering. Stock knock sensor calibrations are used in all of our MK7 programs.
NOTE: None of our testing involved the use of a boost tap that removes the intake air temperature sensor from the direct path of airflow. We found that use of these can inflate dyno numbers due to an artificial reduction in intake temperatures. This forces boost and timing higher than it should be for the conditions.