ECU Tune–Squadra Powergate OBD Tuner
The Squadra Powergate OBD programmer
The Squadra Powergate ("PWG")+ is a personal EOBD programmer specially pre-programmed for the Alfa Romeo Giulia and Stelvio.
The programming procedure consists of a number of steps.
- Creation of an identification file
- Download the identification file
- Upload the tuning file
- Programming tuning file
- Clearing all error messages
The programming set consists of a maximum of 3 parts:
- A SGW bridge (if applicable, Feb 2018>)
- DTC killer (optional)
- The Powergate3 + programmer (PWG)
The Powergate3+ programmer
The Powergate 3+ is a universal EOBD programmer which is specially pre-programmed for the Alfa Romeo Giulia.
The set consists of a compact touch screen, an EOBD cable and a mini-USB cable.
Naturally, the package contains a clear step-by-step manual.
From production in early 2018, the Giulia's and Stelvios are equipped with a so-called firewall. This is called a SGW, which stands for Security GateWay. The SGW ensures that 100% communication with the CAN network of the car is only possible with official diagnostic equipment. When using non-official diagnostic equipment, all commands and writes are blocked. Examples are clearing error messages or resetting maintenance intervals. But certainly also the use of programming equipment such as the Powergate. The use of the SGW bridge is therefore necessary.
When the Powergate is connected, a number of errors are caused which all relate to the CAN network. This cannot be prevented and is harmless. During a programming session, the injection computer is put into an electronic coma (boot mode). All other control units notice this and therefore also give an error message. In short, after a programming session dozens of errors have been detected. When the ignition is switched off and on a few seconds later, this is no longer visible, but the errors are still stored in the memories of the various control units.
The DTC killer ensures that ALL error messages are deleted. The operation is simple. Switch on the ignition, plug the DTC killer into the EOBD plug and wait for the red LED to stop flashing. This takes about 45 seconds, after which the DTC killer can be removed.
Squadra Tuning ECU tune for the 2.0L 280Hp Giulia/Stelvio
Squadra-Tuning tuned here in the US
The 2.0 Turbo MultiAir engine in the Giulia/Stelvio has been put on the market with 280 hp and 400 Nm (295 ft-lb). However, the rolling road tests show very different values. Everything between 440 (324.5 ft-lb) and 460 (339.3 ft-lb) Nm and between 280 and 310 (!) Hp is possible. The first-produced Giulia’s were shown to have the most Hp/Tq.
Despite these major differences, the big question for us was how much extra we could extract from the motor. After a lot of research and testing, we can only say that there is not much to gain Hp wise but much more in Torque. With some turbo pressure increase in the mid speed range, about 20 to 30 Nm is added. By advancing the ignition at higher speeds around 10 to 12 hp. Increasing turbo pressure at higher revs unfortunately brings NOTHING extra, except for an increased risk of ignition problems due to too much back pressure from the catalyst.
Using the highest quality/octane fuel is a must to achieve the best performance.
That said “improvements” can be achieved in other areas.
The torque and power in N and D position are the same as standard. In the A-position it is considerably lower.
With our tuning program we have put the old 200 hp to 230 hp setting in the A-position. The N position is a happy medium between The A and D positions. The D-position achieves the maximum achievable performance.
The Giulia is limited at top speed. At 240 km/h, 149mph. While the entire German industry limits at 250 km/h, 155mph.
Incomprehensible so we increased the limit to 270 km/h, 167.7 mph.
The 2.0 MultiAir engine is equipped with both an external and internal EGR control. The external system is really outside the engine. Exhaust gases are drawn off at the outlet and returned to the inlet via a water cooler. EGR is never good for the technology and the flexibility of the engine. That is why we would prefer to switch it off.
So now the EGR valve does not work at all and in fact is later removed by the manufacturer from these cars.
The same applies to the internal EGR. This is accomplished by slightly opening the MultiAir system during the exhaust stroke, controlled by the MultiAir system. For example, a small amount of exhaust gas flows into the inlet, which is sucked in again with the next intake stroke. The operation of this can also not be monitored or read on the diagnostic equipment. We have found how we can disable this in the software.
Speedlimiter when the car is stationary
Alfa drivers sometimes tend to install a different exhaust. Every now and then they would like to show off their exhaust note. By default that does not work so well because the revs are limited to 3500 revs.
We have adjusted it to the normal level of 6,000 rpm. Enjoy Sounds!
Modified intercooler strategy (from November 1, 2020).
The 2.0T engine is equipped with a water-cooled intercooler system. In the intake manifold is a heat exchanger through which coolant is pumped. The colder this coolant is, the lower the inlet temperature will be. And the lower the inlet temperature, the more oxygen the air will contain, which directly translates into more torque and power.
However, the Alfa Romeo engineers have not done their best to make the coolant as cool as possible. By changing the strategy of the cooling water pump, the liquid cools down faster and to a lower temperature. Obviously, this requires wind into the intercooler. So at lower speeds there is not much to be gained from it but as soon as the speeds rise, an extra buffer is built up in the intercooler cooling system so that when the real power is used, more torque and power will be available.
Test drives have shown that the inlet temperature was about 10 degrees lower than standard. Which equates to about 3% more oxygen. In theory, that produces about 14 Nm and 9 hp more. This is NOT measurable on a rolling road due to insufficient cooling/wind.
*This is also one reason why we do not recommend removing factory airbox for a cone air filter/silicone hose in engine bay. Testing with this filter has shown to reduce Hp of upwards of 25bhp and shown significantly higher intake air temperatures. It’s a performance defeating product. BMC or Sprint replacement panel filters are suggested for this instead.
Despite the relatively small torque and power gain, we still want to protect the extra technology the vehicle is equipped with. The software offers great possibilities for this. And especially in the cold state. Depending on the oil temperature, we have limited the maximum torque and power. The full potential is only present when the oil temperature has reached 70 degrees (similar to the QV and it's race-mode on a cold engine).
High inlet temperatures (measured in the intake manifold, the air that really matters) increase the chance of pinging. From 65 degree C˚/149˚F inlet temperature, we allow the maximum torque and power to decrease. This 65 C˚˚/149˚F is not achieved under normal circumstances. but only with a combination of warm weather and long-term full load can this occur. And only then is the extra protection useful.
We have also done adjustments with the water temperature limit. By default, it intervenes from 110 degrees C˚/230˚F. We find that a bit late considering the normal working temperature of around 85-88 C˚/185-190.4˚F degrees. We have lowered that to 104 C˚/219.2˚F.
The standard power of 320 hp is well achieved with the use of RON95 fuel/91 Octane Fuel. As stated, we achieve the gains by advancing the ignition at higher speeds. RON98 fuel/93 Octane Fuel can bring more power and on RON95, the ignition will regulate itself again so that the power increase is slightly decreased but not by much. RON100 and 102 offer even more. We do hereby prefer RON98 from brand fuel companies. For example Shell V-power (again RON98 since the beginning of 2018) or BP ultimate 98. We do not recommend RON98 fuel from a “budget pump”.
USA: 91-93+ Octane from Top tier gas stations, preferred Shell, Chevron.
Start / stop strategy
We completely switch off the start / stop system of course.
Accelerator pedal has not been adjusted, combined with the tune it is not needed. It's very balanced in all settings
On a 280 bhp tuning ST did not do anything to the throttle response.
In a car without Race mode ST's opinion (and we completely agree) is that the throttle response is very well balanced in all settings. Squadra does not like aggressive throttle responses, the car becomes uncontrollable/jumpy/erratic. When you are driving on smaller country roads or on mountain roads it's very important that you are able to control the exact amount of torque.
For cars with Race-mode it's different. As you know when Race is activated in PROXI the engine is functioning like it's in Normal. Regardless if the DNA setting is on A, N, D or Race. However the gearbox still does see the difference between A, N, D and Race.
You should really realize that the shifting behavior from the gearbox has a very big influence on the driving experience.
* Race-Mode can be tuned in for those that have it installed or will install in the future.
After a long road trip to the Italian Alps ST decided to maintain the Normal throttle response for cars with activated Race mode. So the throttle response is like in Normal in all settings from the DNA + Race switch. That really gives the best dosable torque and power. There is no need for throttle controllers, it's a perfectly matched with the Squadra Tune for the 2.0L You will find you have much better control. Using a throttle tuner will cause the vehicle to be less smooth, it can be jumpy and out of control as noted. That's not what we consider an upgrade.
- Read the above article for all information and features
- DNA: In "D" mode = tuning, in "N" mode = standard power
- Speed limiter adjustment (149mph to 167.7mph)
- Start/stop disabled
- Rev-Limiter removed when stationary (6,000 RPM)
- Use RON98 strongly recommended
- Optional:- POWERGATE OBD TUNER
- Optional: SGW bridge
- Tune done via OBDII port by owner
- Touch screen controls, very user friendly
- No ECU removal
- Stock map is saved on device for easy flash back
- Engineered in Holland, tuned in the USA
- 91 Octane+ required
- 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). None of which will happen with this tune.
- No emissions components have been modified
- Squadra Powergate3+ User Manual: Powergate3+ User Manual
Call before ordering to discuss the product.
"Race use ONLY"