JTD-Performance: het adres voor Performance upgrades aan JTD motoren. Ook bieden wij softwaretuning aan om de werking van de performance onderdelen te versterken en het maximale motorpotentieel te benutten.
Wij bieden performance parts aan voor veel verschillende motortypes. Alles van de 1.3 MultiJet tot bijvoorbeeld de 2.4 JTD, daarnaast bieden wij ook dieverse tuningdelen aan voor TBi en MultiAir motoren.
Bij wat meer gecompliceerde delen leveren wij handleidingen, u kunt er voor kiezen om deze op papier te ontvangen, of om ze digitaal te ontvangen via een door ons speciaal ontworpen platform.
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JTD-Performance
Engine performance parts for JTD and TBi engines
Giulia 2.2 big turbo upgrade part 7![]()
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In part 6 we got the 2262 turbo spooling nicely and making more power than the 2060 turbo. We examined the power&torque graphs and noticed the power maxes out almost horizontally between 3500-4500 rpm. We suspected the very mild factory intake cam was one of the reasons, so we mounted a cam with the same profile as the 1.9 JTD 16v ones.![]()
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That made quite a difference in airflow. So much that we maxed out the stock MAF and this without touching any of the tune. Before explaining the next step, let’s talk a little about MAF’s used at the Giulia 2.2 JTD. There are actually 2 versions around. The light engine version (136-150-180 hp) uses the airboxes with the separate MAF housing inserted, while the full versions (180 hp AE / Veloce 210 hp) have the integrated MAF sensor in the airbox housing lid. See the photos.![]()
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Now here’s the catch: the full version MAF has a smaller inner diameter than the light version. 70 vs 74.5 mm. Normally when the MAF diameter is changed, the linearization is different as well, because a bigger MAF measures a smaller fracture of the total flow area. But the Alfa Romeo engine development engineers “forgot” to change this. So all 2.2 JTD versions have the same MAF software for 2 different diameters. What this means in practice; if you have a light version and change to a full version MAF the reported airflow numbers will increase with 10-12%. In reality the airflow is the same, it’s just that the logs are different.![]()
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We were using the smaller MAF so we stepped up to the bigger Light airbox and MAF. Logged airflow numbers dropped, but we did adjust the linearization to correct it. Then we stepped up the boost pressure and reached the limit of the Light MAF as well. So this has to be upgraded again if we want to correctly measure airflow at elevated power.![]()
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Back to the intake cam; so this part gave us ~8% more airflow over a broad rpm range. We wanted to keep AFR more or less the same (we don’t like smoke), so we increased fueling with 8% as well in the new tune, but only above 3500 rpm as we don’t want to increase the torque anymore, with 650+ Nm we are well over the gearbox spec already. This made a nice difference in top end power and finally we got rid of that flat top. See below for the power & torque graphs, these are made using the Performance Logger, but we will also dyno test and do some dragy runs soon.![]()
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So, what’s next? More boost? Bigger turbo? ![]()
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Well, keep following and you will find out. We still have lots of ideas to take this 2.2 JTD to a higher performance level!
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