ECU TUNE: Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)
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  • ECU TUNE: Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)
  • ECU TUNE: Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)
  • ECU TUNE: Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)
  • ECU TUNE: Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)
  • ECU TUNE: Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)

ECU TUNE: Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)

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Giulia Quadrifoglio ECU tuning by Squadra Tuning (Mid/Massimo Tuning) Tuned by Alfissimo in the USA. 

Squadra Tuning is a renowned and respected chip tuning company in Holland specializing in the software tuning of cars from the FCA group. Due to this niche specialization, they are expertly aware of all technical aspects of these vehicles. They develop the engine management software from our technical knowledge, years of experience and are realistic about what is and what is not possible in terms of torque and power gains. They distinguish themselves by knowledge, quality and no-nonsense attitude. Their personal attention to the customer is also highly regarded. Squadra are trained/educated engineers (yes with engineering backgrounds) and all their tunes take time and testing to become what they are. 

Squadra calibrates for a more refined driving Giulia Quadrifoglio. If that is even possible? Hell yes it is! 

Squadra strips the QV of a few annoying properties not done well by AR all the while allowing the Q to get a lot faster.

INFORMATION:

The Giulia Quadrifoglio is engraved in many petrol heads as the most exciting Alfa Romeo ever.  In the magazines and on Youtube, the Q is often chosen over the mighty BMW M3 / 4 and Mercedes C AMG63. The Q is praised for its insane handling, speed potential and great sound. It has been put to the test on many tracks by the entire car press. Frenzied, a lot of sets of Pirelli Corsas have been smoked to prove time and again that it is the best super sedan and often still is after 4 years. On the circuit of the circuits, the Nring,  the Q is in the record class. In short, a Giulia Q can not do wrong in terms of driver's car.

And yet Squadra didn't really like it ... WHAT YOU SAY?  A Giulia Q is of course AMAZING !  It is exactly what is described above.  It is an asphalt devourer, a circuit racer, a tire smoker, an exhilarating riding machine, "almost" uncontrollable like a wild horse. It flies away at the slightest movement of the accelerator.  Absolute speed (= power) and willingness to make speed (= torque) the QV does have plenty of this already with the magnificent Ferrari V6. Nothing but praise for that engine.  Full power up to the rev limiter!

Now, what the Q is missing?

It is considered an ill-mannered flail. As a result, you don't feel like a driver of the Q but rather a rodeo rider who has his hands full to keep the Crazy Horse in check. That was proven by the fact that quite a few Q's could not be kept between the lines, resulting in early wrecks and parting. Not everyone understood that the standard supplied Pirelli Corsa tires are not intended for driving in cold weather conditions. When heat has been introduced, the tires, the grip (and wear) is unparalleled. But until then your’re pushing your luck with this monster.

In short, it’s time to tame this beast.

Although Squadra was late in the tuning of this beast, it is here now. The Q was the first Giulia to be presented to the public on June 24, 2015. 

The first cars were delivered months later. Many a tuner started immediately.  510 hp and 600 Nm did not seem enough. More, more, more they wanted...

The problem with this methodology, to produce a really good tune one has to do a lot of test work. One test, including removing and installing the computers, would take about 4 to 6 hours. And then we do not take into account a hot engine that is difficult to work around. So, we decided to focus on the Giulia 2.0 petrol and 2.2 JTDm first.

So more time passed but around the end of 2018 the opportunity to read and write the ECUs without having to open or disassemble them. Only the plugs have to be removed from the ECU, this considerably shortens the programming time. With some experience and skill about 15 minutes.

However, again Squadra did not start immediately.

In order to develop really good software, you need a car for a long period of time. Instead of borrowing a car, in early 2020, we came into the possession of a QV for the purposes of that,  “we purchased a Giulia Q”.

As many know “New” cars should be broken in. And we do not mean pushing the engine but driving to get to know the car yourself.  So the tuning and testing began.  Squadra spent about 1 year tuning and testing before releasing.

Here is what Squadra changed to create a better QV. 

First, The cold start. 

The cold start makes is an awful sound that we should not hear on this car. The engine starts up nice and smooth but then jumps to around 2000 RPM and then drops to around 1500 to stay there for a while and that is not exactly subtle. The exhaust is screaming out some awful noise, that is not appealing. Technically, this is called the “cat heating”. Due to environmental requirements, the catalytic converters must be brought to operating temperature as soon as possible. This is done by producing very hot exhaust gases. This is achieved by setting the ignition timing very late. We are going to save you details, but we can tell you that an engine/exhaust doesn’t like that, it's not good for the engine, components and well the cats too. Every technician knows that you have to heat up metal gently not aggressively. The amount of fuel injected is also more than twice as much as it is actually needed under normal circumstances. In short, stress for engine and a waste of fuel. The “cat heating” MUST be switched off.  

Cylinder shutdown 

Soon after driving the first kilometer/miles we were confronted with the cylinder shutdown. Half of the V6 is switched off under quiet partial load conditions. Not only in A and N mode but even in Dynamic. One is saddled with a 3-cylinder with the associated annoying exhaust noise and vibrations. Slight throttle causes the engine to do what it was designed to do again, running on 6 cylinders. But of course you cannot continue to accelerate. That eventually stops at 307 km / h, the top speed of a Q.  We believe that the Cylinder Shutdown is one of the main culprits to engine issues and feel it's not a function that needs to be on such a car. 

In short, the cylinder shutdown is deactivated.

The Start / Stop system. 

The second annoying feature is the start / stop system. As a petrol head, there is almost nothing better than listening quietly to the engine idling. And especially to that a V6 Ferrari. In short, start / stop MUST be off ... and so it happened.

Advanced Efficiency, the A mode. 

Naturally, all positions of the DNA + R button were extensively researched and tested. The A position is clearly limited as standard. Nothing wrong with that, but it is limited. Up to about 380 Nm at 2500 rpm and then remains almost flat. The power is thus about 350 hp at 6500 rpm. 

We have made the shape of the torque curve a lot more natural. At maximum it peaks at 3000 rpm at about 450 Nm and we limit the power to around 300 hp. @5500 rpm, the old and new torque curves intersect. With these new values, the Q is a faster car in the A position and, well considered as the power build-up feels natural.

Normal or Natural, the N position. 

The N releases all available torque and power as standard. At least that is hoped. But note, the first 6 gears are quite limited to 4500 rpm. At 3000 rpm, some 130 Nm is missed. All torque is only available from 6th gear. We find that to be unfortunate and have therefore decided to remove that limitation. Torque is available in all gears now. In the N position you could still contradict this decision, but this limitation also applies to the Dynamic mode and that is not defensible as far as we are concerned.  In its place, the N-position in all gears have given about 530 Nm and 380 hp.

Dynamic the D mode. 

As described above, the Dynamic mode is also limited to about 4500 rpm in the first 5 gears as standard. Then the torque peaks just at 600 Nm and quietly decreases after 4500 RPM to about 550 Nm at 6500 rpm which amounts to 510 hp. But one does not always drive between 4500 and 6500 rpm. Most of the time, drivers are under 4500 rpm, and of course all the torque must be available on call. So it happened…. This makes the Q a lot faster, especially in those circumstances. This is particularly noticeable when you decide to switch to manual operation of the ZF 8-speed.

Race mode. 

We have only adjusted the infamous Race mode on one point, namely the throttle response. We find it actually incomprehensible that in Race mode, where one has to rely entirely on his own traction control, the throttle response is made so wild that it is difficult to determine how much torque and power you want to send to the rear wheels. Most likely a marketing thing. In our opinion it is much more convenient to fully utilize the stroke of the accelerator. By default, the mighty V6 releases all of its torque and power at less than 50% of the throttle. That is half, the 2nd half no longer has any influence. With our adjustment, the full torque is present at about 80% gas, the power at 90%. This gives a much more manageable feeling. People are much better able to indicate what needs to be done with the accelerator.

Throttle responses. 

What applies to the Race mode throttle response also applies to the A, N and D position, but to a lesser extent. Maximum torque and power are reached way too early in the accelerator pedal stroke. The throttle response of the A and N position are software-linked. We have also made these calmer compared to standard. 

The Dynamic and Race mode throttle response are not linked in the software. However, we have chosen to make them equal. For example, the difference between Dynamic and Race mode in terms of engine response is no different. Of course, there remains a difference in shifting behavior and Traction Control and Forward Collision Control strategy.

Exhaust valves. 

We have also found a different, very nice strategy for the exhaust valves. It is standard that these open in the A, N and D position depending on the speed and the motor load. In Dynamic a little earlier than in Normal and a little earlier than in Advanced Efficiency. However, if you pass a bit enthusiastically, the flaps can just open briefly and close again as soon as the gearbox is switched on. That seems strange. Both outside and in the car. It only really causes disturbance. Moreover, we often hear that people always want to have the valves open in Dynamic. In Race they are always open by default. 

We are talking about a different, much nicer approach. The valves are always closed in the A and N positions. This way you can still drive in peace. In Dynamic you can choose whether the valves are continuously open or closed.

How? When switching from N to D, the valves remain closed. This way you can continue driving in peace. Should this continue with more spectacle then switch from Dynamic to Race and a moment later again to Race. So the DNA knob is turned twice in a row to Race. The Race mode is therefore only activated for a moment to immediately return to Dynamic.The valves are now permanently open in Dynamic. To close the valves, switch the DNA switch back to the N position and possibly back to Dynamic. 

-We also carry the Exhaust valve Controller to fully control it in any mode. 

Intercooler Cooling system

For the Massimo tuning we have another trick up our sleeve.

The 2.9V6 Q engine is equipped with 2 liquid cooled intercoolers. One for each cylinder bench. In the past, intercoolers were cooled by driving at speed. Nowadays, this is done through an intermediate step. Coolant is cooled by driving speed via 2 radiators.  This cool liquid flows through the two intercoolers to cool the sucked (pressurized) air.

Through the engine management, the intake temperature is kept at about 40˚C degrees. As soon as the intake temperature drops below 40 degrees, the coolant circulating pump switches off. As a result, the intake temperature will rise. If it is higher than 40˚C, the pump will slowly start running again. As the temperature rises further above 40, the pump starts to run faster and faster. It’s a kind of thermostatic principle.

We have now succeeded in increasing the capacity of the intercooler by allowing the circulation pump to run earlier and faster. As a result, the overall temperature of the coolant drops and thus the intake air is further cooled. Cold air contains more oxygen and thus the engine will deliver more torque and power!!!

How much extra torque and power the intercooler technology generates is difficult to express in numbers. It depends very much on the ambient (outside) temperature, the driving speed and the duration of the acceleration. In Hot Ambient temps (> 25˚C degrees) the gain is small. At temperatures around freezing, the effect is relatively large. 

Results

  • Unchanged rev limiter
  • Improved cold running properties
  • Cylinder shutdown turned off
  • Start / stop disabled
  • Torque increase in A position
  • Torque limitation in N and D removed
  • Throttle response in A, N, D and Race made much more dosable
  • Changed exhaust valves open / close strategy
  • EMISSION SYSTEM IS NOT ALTERED
  • Med/Massimo tune: 542.47hp (522 lb/ft TQ)/ 561.21Hp (531.78 lb/ft TQ)
  • Tip: Read the entire article above.

More Information:

  • One day turn around time during normal business hours/days
  • Tuning done here in the US
  • CLONED ECU's are available. Please inquire about pricing.  
  • ECU needs to be shipped to Alfissimo. 
  • Alfissimo is the official distributor of Squadra Tuning 
  • Warranty - We warranty the operation of the software only. This is a safe tune that will not cause any issues.

*Off-road use ONLY

ABOUT SQUADRA TUNING

Squadra Tuning is not the umpteenth company that has plunged into the magical world of chip tuning. We do not purchase modified software from large software manufacturers whose quality always leaves something to be desired, but we develop all software in-house. That rightly makes Squadra Tuning a unique and highly valued player in this world.

Chip tuning

Chip tuning started as a hobby. Squadra Tuning originated, actually by accident, in the early 2000s. However, my activities in the world of chip tuning date back to before that time. It all started in 1991 during an internship at Alfa Romeo Netherlands. It was there that I first came into contact with chips and their modification. At that time, Alfa Romeo NL had a chip for the Alfa 33 16v. It was a so-called 004 version. This chip ensured that the car held less cold and had less tendency to ping on 95 RON petrol. As an intern I carried out those modifications.

Software program

From that moment on, the subject started to fascinate me. After the internship year, another year of graduation followed. I studied at the HTS automotive technology in Apeldoorn and that meant a graduation assignment of a decent standard. We proposed “software engine management influencing”. In short “chip tuning”. For this purpose, a computer-controlled engine test stand was built for the first time. We could read all parameters on a PC. In addition, we obtained some 'inside information' about the exact data programmed into a chip. Together with this data and some specially developed hardware and software, the secrets of engine management were discovered. We could see exactly how the program reads from the chip. This graduation assignment also laid the foundation for a software program that makes it possible to visualize the data of a chip in a simple manner. This, together with the possibility to easily adjust this data, was the start of a software program that is still being further developed to this day. This program is used by two professional chip tuners in the Netherlands and the HTS autotechniek itself.

engine management

After graduating, I worked for a little over a year in the racing circus at Zandvoort. In that time again learned a lot about engine management systems, chip tuning and also engine technology. Then I ended up at Fiat Auto Netherlands, the importer of Fiat, Alfa Romeo and Lancia. There I fulfilled the function of trouble shooter. It was here that I really got to know the technology of the car and the problems that came with it. In addition, the knowledge of the real operation of the engine management system gave a lot of support. However, I could not suppress the urge to do more with the knowledge about chip tuning and programming special chiptune software.

So I have grown along with the developments in this field. Know “the world” well, the possibilities, the problems, but also the messes and how not to do it. My hobby was increasingly compromised by the philosophy of Fiat Auto NL. They asked me to stop with my hobby. This prompted me to look further and so I said goodbye. After that I worked at an Alfa Romeo dealer as a workshop manager and THE technical man for the more complicated problems.

Squadra Tuning

I was able to continue my hobby and see here: Squadra Tuning got a sequel. From 1 August 2001 his work as workshop manager also came to an end. From then on I started to focus entirely on chip tuning for the Alfa Romeo brand, which we love so much. That's how I turned my hobby into my profession. Squadra Tuning is therefore also a fact from that date.

Squadra Tuning has now grown into a global company. Alfa Romeo's are already on the road in more than 45 countries with our software. From Canada to New Zealand, from Norway to South Africa.

Our goal: to offer chip tuning in a fun and clear way, based on our technical knowledge and background and not making empty (marketing) promises. We want to inform you as a consumer honestly about the possibilities and impossibilities of chip tuning. Our specialization makes us a unique and renowned player in the (international) tuning world.

MED-TUNE