Ecumaster EMU PRO

New product!  Coming out in February 2023.

EMU PRO 16 AND EMU PRO 8

 

The EMU PRO is a stand-alone engine management system aimed directly at professional motorsport with a comprehensive feature set and vast tuning possibilities.

It offers precise powertrain control coupled with the ultimate flexibility to adapt the engine calibrations for the most demanding projects.

EMU PRO comes in two versions: EMU PRO 16 targeting applications with a high number of inputs/outputs and EMU PRO 8 for smaller (up to 8 cylinders) engines.

SPECIFICATION

KEY FEATURES
Advanced fueling model including closed-loop short- and long-term trim
algorithms combined with fuel film model gives exceptional accuracy of injectors
control.
Software is designed to give the user unprecedented flexibility of configuration of
strategies. The user may adjust the size of all tables in the software and the channels used on each table axis. Bins values on the X and Y axis can be
changed too, which increases the accuracy of the table readouts in non-linear parts
of the described model.
Flexible system with custom functions, numbers, CAN inputs and CAN exports,
well known from Power Management Unit (PMU) and Advanced Display Unit
(ADU).
Stand-alone sequential gearbox/ paddle-shift advanced strategy, up to 4
closed-loop stages, PWM solenoids control.
Number of outputs and inputs covering most demanding applications.
Engine type support – Four-stroke, two-stroke, rotary; up to 12 cylinders.
Oxygen sensor – 2 x internal LSU 4.9 controller, up to 4 sensors support.
2 x DBW full support with auto-calibration.
User-defined table sizes up to 32×32.
Up to 4 VVT support, auto-calibration.
2 x CAN 2.0A/B, 1 x LIN bus.
2 x knock sensors.
Logging to external USB memory.
Up to 500 Hz data-logging.
8 [4] x EGT inputs (or high-precision analog inputs).
Total of 46[31] outputs and 30[24] inputs.
Custom user functions, numbers, tables, and outputs.
Water resistant IP 65 enclosure, bespoke CNC machined aluminum.
On-line parameters analysis displayed on the graph log.

*8-version features are listed in square brackets

 

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ECO Remapping – My Opinion

eco mapping myth ?

ECO Mapping

We have been asked multiple times recently if we can tune a car to increase MPG and this is my answer.
In many cases improving the overall performance of a vehicle can actually improve the MPG
For example lower BHP VW T5 and T6 models when Stage 1 tuned are better on fuel and run much smoother and many other models are the same but MPG is also an individual thing because we all dont drive in the same way.
But when it comes ECO tuning i think your money and time is better spent elsewhere for example..
Making sure the vehicles servicing is up to date
Any faults / Engine lights investigated and repaired
Tyres pressures are checked
Drive smoothly
Turn the Air con off if you dont need it on
Clean out the vehicle of un needed weight
Remove that roof rack you only use once a year
This is just my honest opinion hope it helps
If you are interested in our performance remapping and tuning call us on 01253 821971 or Email info@volksworkshop.co.uk
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Skoda Octavia VRS MK3 5E – VWS Stage 2 Remap – Tuning

Skoda Octavia VRS Stage 2 Remapping

 

 

We have great experience in tuning the EA888 Gen 3 engine fitted to the Skoda Octavia VRS as it is shared across the VAG range in many applications and outputs

With some simple bolt on hardware you can really increase output of this engine

The Skoda Octavia shares the same turbo as the MK7 Golf GTI, the IHI IS20 which is a fast spooling unit giving great low down and midrange power

Below is an example of our Stage 2 tuning for the Octavia VRS and EA888 Gen 3 is20 engines

 

skoda octavia vrs stage 2

This Octavia VRS was previously tuned elsewhere and above is what our VWS Stage 2 tuning gained

XXX Tuned – 300hp / 340 ft / lb

VWS Tuned – 343.3 / 411 ft / lb

 

If you are interested in our tuning please contact us on 01253 821971 or info@volksworkshop.co.uk

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VW T-Roc Remapping and Tuning

VW T-Roc Remapping and Tuning

 

vw t roc remapping

Are you looking to remap your VW T-Roc ?

Along with our vast experience in tuning VAG platform cars we of course applied this knowledge the VW T-Roc models

Various models of the T-Roc are available to tune including the  1.0 L 3-cylinder, 1.5 L 4-cylinder, 1.6 L 4-cylinder diesel, 2.0 L 4-cylinder, 2.0 L 4-cylinder diesel models

Below is an example of our VWS Tuning Stage one of the 1.6 TDI 115Hp T-Roc

Stock power – 115.8Hp / 195 ft/lb

VWS Tuned – 142.7Hp / 252.7 ft/lb

Great gains across the RPM range giving the T-Roc much more drivability

 

See more Remapping and tuning info here

Performance parts store here

 

For a quote please contact us on 01253 821971 or Email us info@volksworkshop.co.uk

 

 

 

 

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MQB Rear Drop Links Fitting Guide

Check out the link below when fitting your VWR52000 Adjustable rear drop links

 

MQB Rear Drop Links Fitting Guide

 

Lots of info here and link to our store

 

RACINGLINE MQB REAR ADJUSTABLE DROP LINKS VWR520000

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RACINGLINE MQB REAR ADJUSTABLE DROP LINKS VWR520000

racingline rear billet drop links golf r audi s3 mqbVWR520000

drop linksV WR520000

Racingline rear adjustable drop links  VWR520000

Our Rear anti roll Bar End Links replace the soft factory rubber bushings with their weak plastic bodies with these beautifully engineered adjustable aluminium billet replacements.

 

WHAT THEY DO.

Our Rear Sway Bar End Links replace the soft factory rubber bushings with their weak plastic bodies with these beautifully engineered adjustable aluminium billet replacements.

Designed with one aim in mind: to help achieve optimum suspension performance and geometric accuracy, and thus increase the effectiveness of your rear anti-roll bar.

Each heavy-duty, high-articulation rear droplink attaches the rear anti roll bar ends to the lower suspension arm.

Replacing the failure-prone, weak plastic OEM links with our rigid billet aluminium links greatly reduces flex and allows a sharp, uncompromised transfer of suspension movement through to the sway bar.

As well as the link itself, extra stiffness and precision comes from replacing the flex-prone stock plastic ball joint with motorsport-spec ball joints. An especially valuable upgrade on older, higher mileage cars.

Fully adjustable by +/- 5mm to zero the pre-load on the anti-roll bar geometry. Clever design means that adjustment can be carried out at both ends whilst the droplinks are in-situ, making neutral positioning much easier.

Direct replacement – can be used with either factory or Aftermarket rear anti roll bar, and returned to standard at any time.

 

ADJUSTABLE

When you lower ride height, the geometry will now be adding preload to your anti roll bar. It’s vital to adjust this back to neutral with the +/- 5mm adjustment built-in.

Golf R, GTI rear antiroll bar drop links

PRECISE

Solid, motorsport-spec ball joint ends mean much more direct response when turning in to corners.

Increase durometer rubber bushing creates direct response for anti-roll bar under cornering conditions

Golf Rear Swaybar End Links uprated

RACE-PROVEN

Developed for our race cars – adjusting out the sway bar preload allows the anti roll bar to work within its correct operating envelope is an essential part of geometry set-up.

 

Racingline MQB Rear Adjustable Drop Links VWR520000

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Trackslag 4″ downpipes for Golf R and Audi S3 MQB 4WD

trackslag store logo

 

Checkout these monster 4″ downpipes in our store from Trackslag

Available for both 2WD and 4WD MQB models in Sports or decat

trackslag mqb FWD

Trackslag 4″ Downpipe MK7 Golf R / Audi S3 8V MQB – The Big Boy !

 

Awesome quality using smooth transitions and soft type O.E flexi’s

About Trackslag

 

OUR COMPANY WAS FOUNDED TO PROVIDE QUALITY PIPEWORK TO A MARKET IGNORED BY MUCH LARGER COMPANIES, WHILST STILL EMPLOYING MAJOR MANUFACTURING TECHNIQUES.

Today we’re still supplying quality pipework to our original customer base in the classic and conversion market, however we’re also moving forward into the modern market.

What makes our pipework so special?

We only use European stainless steel and where possible, our pipework is made from one continuous, unbroken, mandrel bent piece of pipe. In other words, no welds! Welds are possible points for failure and certainly bad for flow. All of our exhaust systems are free from unnecessary welds and joined by a reliable two bolt flange arrangement, making it as easy to remove them as it was to fit them, time and time again.

Our silencers are made in house, meaning that we know exactly what is inside them. Yet again, all materials are European sourced.

Because we only make what you see on our website, our pipework is extensively and continually developed over many years. This probably why you rarely see our exhausts for sale second hand, but when you do, the residual values are always high.

Usually, any system made on your car “Custom” will be a patchwork quilt of Chinese bends, sections of Chinese pipe, lots of welds and bought in universal silencer boxes.

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Stage 3 Hybrid IS38 Golf 7 R Racingline Stage 3 Kit Fitment and Dyno

Racingline Stage 3 Golf 7 R Hybrid IS38 Makes some Power !

STAGE 3 TURBO KIT IS38 HYBRID GOLF R, GTI, AUDI S3, TTS, CUPRA   << Take a look at the kit here

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APR Tuning Porsche ECU Upgrades at Volks Workshop

apr porsche tuning

engine     

 

APR having been busy working away on there new Porsche tuning options.

Just like any other platform these have been in development and tested both on the road and in anger at the track to ensure the end user gets the best tuning options available today.

The new exciting releases !

APR ECU Upgrade Stages

APR’s ECU Upgrades support various octanes both with or without any hardware modifications. Each stage is fully compatible with an upgraded intake, intercooler, exhaust, or other minor bolt on modifications.

Porsche Mode Switching

Each upgrade offers a host of improvements beyond power alone. Using Porsche’s Normal, Sport, and Sport Plus modes offers varying levels of output while retaining all of the unique characteristics present in each mode. Sport and Sport plus modes give you full power and torque. Normal mode give you modest increase over stock, but focuses on economy and comfort. We’ve optimized boost, fueling, ignition, cams, and more to achieve greater power and torque in all scenarios.

Features

In Sport Plus mode we’ve reduced turbo lag during reapplication of the throttle by building boost while off the throttle. We have linearized the pedal maps for a more predictable throttle response curve, which works exceptionally well on the track. We’ve enabled left foot braking, and brake boosting. The speed limiter has been removed. We’ve optimized the software to better handle larger wheels without excessive torque interventions. And finally we’ve inverted the start stop functionality so the vehicle starts with this feature disabled.

Safety

With many customers tracking their Porsche, safety is paramount in our calibration strategy. Through the use of extreme datalogging equipment and additional sensors, thermocouples, and transducers, our engineers were able to fully optimize the ECU for advanced safety routines.

This includes implementing several routines not enabled from the factory. The entire thermal management system is optimized to reduce engine bay temperature, and reduce intake air temperature, while also implementing advanced protection routines to prevent oil temperature from achieving unsafe levels.

The exhaust crackles disable when temperature thresholds are crossed, and are only enabled in sport mode. Next, we help protect the engine from LSPI by preventing the engine from being lugged out in tall gears.

We also protect the turbo from damaging compressor surge, and add in turboshaft overspeed protection. We’ve enabled new temperature protection routines to prevent the engine, exhaust, and other components from overheating, and have implemented temperature management strategies that are fully mindful of the platform’s limited fueling capabilities.

We’ve optimized the injection strategy to not only deliver a fatter torque curve and better spool, but to reduce the chances of knock, and torque dips. This is also achieved alongside per cylinder ignition advance and fuel trimming.

For more information click on this link HERE to go to the APR Porsche tuning page .

If you would like to book in for an amazing APR ECU upgrade call us on 01253 821971

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GARRETT G SERIES TURBO G25-550 G25-660 INFO

G25-550 G25-660 INFO

Features

  • GARRETT® G SERIES COMPRESSOR AERODYNAMICS FOR MAXIMUM HP
  • FULLY MACHINED SPEED SENSOR AND PRESSURE PORTS
  • NEW TURBINE WHEEL AERO CONSTRUCTED OF MAR-M ALLOY RATED FOR 1055°C
  • STAINLESS STEEL WASTEGATED AND NON WASTEGATED TURBINE HOUSING OPTION CAPABLE OF 1050°C
  • OIL RESTRICTOR AND WATER FITTINGS INCLUDED

Garrett 550 and 660 available here

 GARRETT G25-550 TURBOCHARGER 0.72AR V BAND

GARRETT G25-660 TURBOCHARGER 0.72 AR V BAND

The most powerful small frame turbocharger on the market

Introducing performance out of a package you never thought possible. This clean sheet product is tailored to meet the demands of hard core racing enthusiasts while providing industry leading power capability in a small package.

The G-Series G25-550 and the G25-660 turbochargers are compatible with 1.4L – 3.0L engine displacements and capable of producing up to 550 and 660 horsepower. G Series 25 turbochargers are smaller and outflow all comparable products on the market.

New compressor and turbine aero combined with high temperature resistant materials allowed engineers to push the limits of performance.

A new name designates a new generation of industry leading technology and innovation.

Understanding the Name:
G25-550 || G25-660

G designates 81 years of Garrett® heritage.

25 classifies the size of the frame. The remaining 3 digits identify the max horsepower rating of the turbocharger. (ie 550)

Compressor Aero

Forged fully-machined compressor wheel and new aerodynamics increase maximum horsepower output and boost response. The CFD (computational fluid dynamics) engineered compressor wheel increases air flow up to 15% for 60mm and 30% for 67mm with 79-80% efficiency. (Compared to GTX GenII)

Available in standard rotation and reverse rotation options for enthusiasts that want the perfect twin turbo installation or a single reverse rotation turbo for applications with installation restrictions.

The compressor housing features a fully machined ported shroud to help reduce compressor surge. A fully machined speed sensor port provides enthusiasts the option to add the new G Series speed sensor to measure turbocharger shaft speed, a key factor in determining ideal operating conditions.

The new speed sensor is easy to install and does not need to be adjusted for length like previous sensors. Simply remove and plug, then insert the speed sensor and tighten the bolt. The new speed sensor is sold separately and is not compatible with GT and GTX sensors due to the new design and sizing.
The addition of an o-ring between the compressor housing and backplate reduces the possibility of boost pressure leakage.

Center Housing

A new one-piece center housing and backplate increase durability and product safety by reducing the number of failure points associated with the turbocharger. The center housing to turbine housing v-band connection allows for 360 degree orientation when installing with Garrett® non-wastegated turbine housings.

Water Jackets

Four large water jacket ports increase cooling capacity and allow enthusiasts to customize water line routing to help improve the installation process. The turbocharger comes with two -6AN water fittings and two plugs.

*Recommended to install waterlines on opposite sides of the housing.

Oil Passage

A single stage oil passage directs pressurized oil to the new oil cavity ensuring proper bearing lubrication at both sides of the cartridge.

Each turbocharger includes (1) -4AN oil restrictor fitting with a 1mm orifice to provide the turbo with the recommended 40psi of oil pressure.

Rotating Group- twin piston rings

A shorter bearing cartridge allows us to incorporate twin piston rings on both sides of the shaft wheel assembly. This will reduce the likeliness of oil leakage at the seals from the center housing to the compressor and or turbine stage.

Turbine Wheel Aero

The turbine wheel features all new aerodynamics to improve flow and boost response. The new turbine wheel is made of Mar-M super alloy and is capable of handling exhaust gas temperatures up to 1050 degrees C.
The new turbine wheel flows 15-20% more than GTX and has peak efficiency of 74%.

Turbine Housings

All G Series Turbine housings are made from stainless steel to provide ultimate durability and temperature resistance up 1050 degrees C.
Internally wastegated housings are compact, efficient, and designed with maximum bypass port size to reduce boost creep and provide better boost control.
Turbine housings are available in a variety of wastegated and non-wastegated, open volute, T25 and Vband configurations so be sure to order the correct part for your application.

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