Alfa Romeo Giulia Quadrifoglio by Squadra Tuning (Mid/Massimo Tuning)

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Giulia Quadrifoglio ECU tuning by Squadra Tuning (Mid/Massimo Tuning)

This Tune is not about more torque and power for the Giulia Quadrifoglio. This tune is about a better driving Giulia Quadrifoglio. Or is that possible? Hell yes! We strip the Q of a few annoying properties. And also the Q gets a little faster under certain circumstances.


The Giulia Quadrifoglio (without Verde!) 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 entertaining handling, speed potential and great sound. He 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 he was the best super sedan and often still is after a year 4. On the circuit of the circuits, the Nordschleife has the Q in the round record its class. In short, a Giulia Q can not do wrong in terms of driver's car.

And yet we didn't really like it ... WHAT? Now we hear everyone calling.Nothing? Well. Of course, nothing is exaggerated. A Giulia Q is of course AMAZING !. It is exactly what is described above. An asphalt devourer, a circuit racer, a tire smoker, a horny riding machine, almost uncontrollable like a wild horse. It flies away at the slightest exhortation. We do have more demands on a driver's car. Absolute speed (= power) and willingness to make speed (= torque) has a Q enough. The magnificent Ferrari V6 makes sure of that. Nothing but praise for that engine. Full power up to the rev limiter!

No, what the Q is missing are ways. It is considered an ill-mannered flail.As a result, you don't feel like a driver of the Q but rather a rodeo driver who has his hands full to keep the Crazy Horses in check. That was proven by the fact that quite a few Q's could not be kept between the lines, resulting in early parting. Not everyone also understood that the standard supplied Pirelli Corsa tires are not intended for driving in cold weather conditions. When heat has entered the tires, the grip (and wear) is unparalleled. But until then it is very careful.

In short, it is high time to tame this beast.

"High time" with some shame on our part. 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 ... .. What was only a bit disappointing was the accessibility of the motor computers. Plural indeed because it contains two. Actually 3, but the 3rd does not need to be adjusted. The computers are positioned in such a way that it takes several hours of work to reach them. Then they have to be opened in order to read and write the software. Then tinker again for a few hours to make the car drivable again.We could therefore imagine that really well developed tuning will not have ended. For the dots on the i will have been little time / sense. Let alone that the i was completely written. Obviously exceptions left there for tuners who take their work really seriously.

To make a really good tuning 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. No, we decided to focus on the Giulia 2.0 petrol and 2.2 JTDm first.

As time passes, around the end of 2018 the opportunity is suddenly given 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. A slightly cooled engine is still desirable.

However, we did not start immediately. To develop really good software you need a car for a long time. And the Q is not of the caliber that you can “borrow” that from a dealer. Certainly not for a few weeks. In early 2020, we came into the possession of a Q for an indefinite period. Which means as much as “we bought a Giulia Q”.

“New” cars should be broken in. And we do not mean driving the engine loose but driving in to get to know the car yourself. So it happened… 

The cold start. 
The annoyance actually starts with the cold start. The engine starts nicely and starts smoothly a few moments later. Starts just around 2000 rpm and then drops to around 1500 to stay there for a while. And that is not really subtle, the exhausts broke out accompanied by a racket that we personally cannot appreciate. Technically this is called the "cat heating" or the catalyst heating. Due to environmental requirements, the catalysts must be brought to operating temperature as soon as possible. This is done by producing very hot exhaust gases. This is accomplished by setting the ignition very late. We will save you details, but we can tell you that an engine / exhaust does not like that. Every technician knows that you have to warm up metal quietly. At that time, the amount of fuel injected is more than twice as much as is actually needed. Sin, sin, sin. In short, the “cat heating” MUST be off…. So it happened.

After our adjustment, the engine runs for a moment at 2000 rpm to drop back to 950 within a few seconds. The ignition is then left a moment to reduce the speed. Within a few seconds the engine runs with normal pre-ignition and with exactly the amount of fuel required. The engine therefore runs better after a cold start and is therefore much quieter.

Cylinder shutdown 
Soon after driving the first kilometers 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. In short, the cylinder shutdown MUST be off ... and so it happened.

The Start / Stop system. 
The second annoying feature is the start / stop system. In and out of time, not always, the circumstances are such that the engine can be turned off when you stop for a moment. As a petrol head, there is almost nothing better than listening quietly to the burnings of an engine. And especially to that of 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 are extensively investigated and tested. The A position is clearly limited as standard. Nothing wrong with that, the couple is mainly 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. We limit the power to around 300 hp. At 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, 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 very unfortunate and have therefore decided to remove that limitation. Torque is already available in all gears. 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. It will be a marketing thing. No, 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. Just not an on / off switch, but it does not save much. With our adjustment, the full torque is present at about 80% gas, the power at 90%. This gives a much more dosable 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 .. That Alfa Romeo did not invent this itself ... ..

All the above adjustments are in the mid tuning. The massimo tuning, which also includes a torque and power increase, is still under construction.


  • 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
  • Med/Massimo tune: 744.47hp (522 lb/ft TQ) /774.41Hp (531.78 lb/ft TQ)
  • Tip: Read the entire article above.


  • Roughly 1+/- week turnaround time. 
  • Price includes shipping to Squadra and back, then do you. 
  • Alfissimo takes care of everything, all you need to do is install it. 
  • ECU shipped to Alfissimo
  • Alfissimo is your Squadra Tuning Source in the US.
  • Warranty - We warranty the operation of the software only. We do not warranty any damages that may occur (i.e, Engine damage or loss of Factory warranty, damage by third party, loss of tune due to factory software update). 

Specific References