2016 Alfa Romeo Giulia 2.2L Turbo Diesel
Today’s study focuses on an Alfa Romeo Giulia supporting with a 2.2L 16V Turbo Diesel Euro 6 motor and Bosch EDC17C69 control unit.
The Giulia is a three-volume sedan with rear-wheel drive and front mounted longitudinally positioned engine. This mechanical setup is associated with precise bodywork volumes: long bonnet, soft clean lines and slung back roof. The weight is perfectly distributed: 50% on the front end and 50% on the rear end. The suspension is independent 4-wheel, quadrilateral at the front and multilink at the rear. The transmission shaft is made of carbon fibre whereas a large part of the chassis, part of the suspension while all the engines are made of aluminium.
The diesel motor comes in 2 power versions with 2 different types of transmission:
- 2.2L Turbo Diesel 150HP manual transmission
- 2.2L Turbo Diesel 150HP automatic transmission
- 2.2L Turbo Diesel 180HP manual transmission
- 2.2L Turbo Diesel 180HP automatic transmission
The version with manual transmission delivers 380Nm at 1500rpm, while the version with automatic transmission delivers 450Nm at 1750rpm.
The same engine is also mounted in the Jeep Cherokee 2.2L 16V MJT 185HP
Here are some of the main technical details of the Giulia:
Integrated Brake System (IBS)
On the new Alfa Romeo, the innovative electromechanical system which combines stability control with the traditional servo brakes debuts one of the first in the world in the sector. In this way, besides offering considerable optimisation of the weights and less vibrations on the pedal, immediate braking is guaranteed and therefore a record stopping distance is obtained: from 100 km/h to 0 in 38.5 metres.
Forward Collision Warning (FCW) with Autonomous Emergency Brake (AEB) and pedestrian recognition
This is the standard system on all versions that slows or stops the car automatically in the event of imminent collision. In particular, the devices uses a radar sensor and a television camera integrated into the windscreen to detect the presence of any obstacles or other vehicles, warning the driver of the risk of imminent collision. If the driver does not take action, the system automatically applies the brakes to avoid the impact or reduce its consequences. Moreover, the highly evolved Autonomous Emergency Brake system fitted in the Giulia interprets the information arriving from the radar and the television camera together and is able to apply the brakes even when there are pedestrians crossing the path of the vehicle.
Alfa DNA switch
The new Giulia has the new Alfa DNA switch that modifies the dynamic behaviour of the car. The driver can choose from three modes: Dynamic, Natural, Advanced Efficiency (energy saving mode which has been introduced here for the first time on an Alfa Romeo) and Race (only on the Quadrifoglio version).
Last we have the 8-speed automatic gears produced by ZF Friedrichshafen. The production of the gears, which required months of engineering work, had as a primary objective not the number of gears present but the reduction of fuel consumption and consequently a reduction in pollution. The new 8-speed automatic 8HP transmission was designed to be lighter, setting new standards of flexibility, efficiency and economy.
Let’s take a closer look at the salient points of the new transmission produced by ZF Friedrichshafen:
• New design of the gears: Four sets of planetary gears and only five couplings reduce friction to a minimum and increase efficiency;
• Optional HIS (hydraulic impulse oil storage): offers the possibility of featuring the vehicle with Start&Stop systems, increasing fuel saving;
• Control unit integrated with extremely rapid response times: the gears can be combined with further features capable of absorbing power, including hybrid traction, torque converters and integrated absorption systems;
• Fully compatible with hybrid systems: on the core idea of the parallel hybrid concept, the integral hybrid and plug-in systems can be implemented with the basic 8-speed transmission.
• Compatibility with the following integral drive systems: integral drive with integrated central differential, integral drive system with integral active steering, hang-on all-wheel-drive;
• Suitable for vehicles with torque between 300 and 1000 Nm;
• Separation of multi-disc brakes;
• Optimised cooling: less cooling of the oil at low working pressures, greater cooling at higher pressures;
• Stand-by control, when the automatic gears are in neutral with the vehicle motionless or activation of the handbrake.
For the gearshift with 8 gears, ZF has designed and developed a completely new set of gears: the result is a transmission that requires only 5 couplings, of which two are open at a certain gear. The 8HP transmission does not require more than 3 clutch discs and two brakes, reaching the higher level of efficiency possible. The result of the fact that only two couplings are open per gear makes it possible to reduce friction, also thanks to the use of a blade oil pump parallel to the shaft.
How to find and read the control unit?
With the K-TAG tool and the more common Tricore activation, family 503, plugin 655 we can create a backup of the ECU and modify all the engine parameters.
Control unit details
Model: EDC17 C69
Micro controller: Tricore IROM TC1793 TPROT
EEprom: Inside the microprocessor
The ECU can be read using a TEMPLATE and the SMD grabbers, so the material we need is as follows:
- 14P600KT02 cable
- Positioning Frame 14P800ADBO
- Adapter 14P600KT04
- SMD grabbers 144300T109
- Flat cable 144300T101
To read the ECU, after opening it carefully, we have to:
- Place the control unit on the positioning frame 14P800ADBO;
- Insert the adapter 14P600KT04 in the relative space of the positioning frame and place it on the control unit;
- Hold the ball of Boot nr. 6 shown in the photo with the SMD grabbers 144300T109
Connect the grabbers 144300T109 with the BOOTD terminal of the adapter 14P600KT04 using a wire
- Connect the flat cable 144300T101 to the adapter and to tool
- Connect the cable 14P600KT02 to the connector of the control unit following the scheme shown below
We will now analyse the main maps and the differences existing between the automatic and manual transmissions.
The 2.2L Turbo Diesel 180HP version with automatic transmission produces a torque of 450Nm
The driver consists of 40 maps divided into the following categories:
- Injection system
- Motor torque
- Air control
Fuel quantity injected
On the basis of the rpm and torque (Nm) the number of mm3/Stk of diesel to be injected is determined:
The axis of the Nm reaches up to 500 but the car has only 450Nm, so the ECU will read up to the last column:
Fuel quantity limiter
This is the map that limits the quantity of fuel injected and is always expressed as mm3/Stk
It operates depending on the engine RPM and the temperature of the engine coolant (ECT: engine coolant temperature)
The maps that regulate the Rail pressure are very “delicate”. Increasing the injection pressure too much may cause problems. Remember that the original maximum pressure already reaches 2000 bar
Rail pressure limiter
This map limits the rail pressure, it reaches the 2000 bar already present in the other rail maps.
It operates depending on the RPM and the fuel temperature.
Optimal motor torque
This is the first torque monitoring map, in other words the percentage of tolerance allowed compared to the original torque map required.
It depends on the engine RPM and the quantity of fuel and is expressed as percentage torque (Trq).
Calculated motor torque
This is the torque monitoring map, still expressed as percentage torque (Trq) depending on the motor RPM and the percentage of the accelerator.
Maximum torque limiter
This expresses the maximum torque Nm that the motor can deliver
This instead is the graph of the 150HP engine that, as you can see in the map in the area between 2250 rpm and 4750 rpm, is emptier and with a lower torque
Here are the differences shown also in 2D
The absolute maximum pressure you can get with the original file is 2860 hPa (about 2.86 bar).
As in many Bosch ECU the turbo pressure depends on the RPM and the quantity of fuel injected.
Limiter of turbo pressure f(APS)
Then we have a limiter of turbo pressure that reaches 3100hPA (about 3.1 bar) which also depends on the RPM and the atmospheric pressure (hPA APS)
Variable Geometry DutyCycle
The maps in question represent the electronic control managed by the ECU and the values representing the percentage of opening of the Variable Geometry expressed directly as [% DutyCyc], in the range 0 to 100%. The image of the map shows that the original control is limited to 25-95%: there is still a margin for increasing the pressure.