USDM MK6 GTI | World Market MK6 GTI |
---|---|
|
|
Stock
Stage1+SF
Stage2+SF
Map | Peak Gains* | Largest Gain* |
---|---|---|
Stage1 93 | +12.8% HP / +18.6% TQ | +17.1% HP / at 4900 / +22.2% TQ at 4000 |
Stage1+SF 93 | +13.2% HP / +24.7% TQ | +28.2% HP / +23.3% TQ at 4300 RPM |
Stage2+SF 93 | +27.1% HP / +29.2% TQ | +34% HP at 4600 RPM / +35% TQ at 4000 RPM |
*Peak gains are measured as the difference between the highest points of the two plots.
*Largest gains are measured as the largest gain at any single point between the two plots.
Results may vary. Power as tested on 2010 GTI using these identical calibrations. Generally speaking, the 91 octane calibration has a richer fuel curve and a less aggressive ignition advance map to help compensate for 91 octane fuel and/or less than ideal atmospheric conditions. The map designed for 93 octane is the most aggressive.
*Not intended for aggressive driving*
All Stage1 performance maps include a "High boost" version:
A quick note for those of you that live at higher altitudes: it is common for turbocharged cars at higher altitudes to run less boost pressure due to lower air pressure and air density. Your turbocharger has to work harder to compress a less dense air mass compared to the same turbocharger at sea level. This must be factored in when determining if your turbocharger is running the proper amount of boost pressure and not being pushed beyond its efficiency range.
Example: If you live in Denver at 5280 ft. and are trying to run a peak boost pressure of 15 psi, your turbocharger has to work the equivalent of making ~17.5 psi at sea level.
There are barometric compensations within the factory ECU that lower boost targets as you climb in altitude in an effort to keep the turbocharger in its optimal range. The COBB performance maps utilize these compensations and therefore, it is perfectly normal for the final boost / load value to be lower than what is listed for your map.
Revision Notes:
v108
v107
v106
v105
v104
v103
v102
v101
v100