Dyno Results – KPTuned 1995 GTI VR6 – GIAC vs Megasquirt

March 31, 2009

As most of you know I recently got my personal car running on an MS1 V3 and I’m able to switch between the stock ECU and the MS ecu rather easily. Below are the results:

As you can see the gains are about 3-4whp through the entire curve, more down low where the stock ecu runs pretty lean and a bigger gain up top. Also the ability to rev about 500rpms higher is nice, I’ll be able to wind my shifts out a little more for better before/after shift power matching.

The results were replicated within ~1whp with three back to back pulls on MS. I didn’t have enough time on the dyno to let the car cool down to the levels at the beginning of tuning, but the results might have been just a touch higher.

You can have better then a chip tune, even a ‘really good’ one.

Stay KPTuned for track results shortly!

1995 GTI VR6 on Megasquirt!

February 24, 2009

Exactly, another definitive how-to with actual information! I spent a few hours this week finally putting a MS setup on my personal 1995 GTI VR6, and here is how it turned out!

First off here is the information thread for distro cars, LINK just in case someone is looking for that information.

The car in question is a 1995 GTI VR6 running all factory sensors with the only exception being an Innovate LC1 wideband and a 1.8T open element temp sensor. It has been running a stock GIAC chipped ECU for a long time. The only addition to the engine bay is a single vacuum line for the map signal. The car is using a stock VR6 coilpack with integrated ignitor.

The board was built and setup tuned here at KPTuned

MS1 V3.57


Board mods/hardware:

VRIN – TSEL (JP1 1/2)

TSEL – VROUT (J1 4/5)

Bottom VR pot fully CCW, top pot a few turns CW from fully CCW

Glen’s Garage Error* Daughter board for all the ‘extra’ circuits

I used the daughter board to make adding the extra circuits a little easier with the 3.57SMT board that doesn’t have a proto area. I will post the circuits I used to help those that want to use a V3 board instead.

Ignition triggers are from the LED’s but the 3.57 has internal 1k pullups, the triggers com from PAD1, PAD2, and PAD3 for D14-16 respectively.

Similar to this circuit, but for each LED using a 1k pullup:

Tach output circuit, use a 4.7k resistor where 1-10k is listed:

FIDLE output for stock 2 wire idle valve:

TIP120 for PWM idle valve with 1N4001 flyback diode between output and 12v Remove Q4, Q20 and R39. replace R39 with a wired link or solder the (E) emittor to the right side of position R39 rather than at the Q4 position.

MAF wiring below, it uses a 12v power and ground, a signal ground and outputs 0-5v based on airflow. The Ford one is the same:

Outputs for Smog pump relay and CEL light are below. I’m going to be using the smog pump wiring and relay for a small fan in the future and use the CEL for a shift light:

Launch control and table switch circuit, table switch is on JS9, Launch JS11:


I have posted decent msq’s for both 029y4 and Hi-Res HR10g, both can be interchanged on a settings level, VE tables are different. Caution the 029y4 file has a ‘wrong’ req_fuel and if you plan on using it set it correctly and scale the VE table by .72. http://www.msruns.com/viewtopic.php?f=88&t=22776 You will have to login to download the msq.

This is the first install that I’ve tuned with the new EFI Analytics Tuner Studio package, but I suggest to all to check it out HERE.
It is

All VE analysis was done with EFI Analytics MegaLogViewer package, it made tuning the car a single person operation. Details HERE


Wiring is straight forward from a cut up Motronic ECU connector to the MS DB37 connector. This is so I can switch betwen the MS and stock ECU setup for back to back testing. The pinout is posted below, be aware that some of the pins for ‘extras’ will need to match the location in hardware modifications:

Wiring Schedule:

Motronic T68 Pin # —- MS Pin # — Function

1,7,33,42,55,56 —- 8-19 — Ground

36 ———————20——– IAT+
68———————-7———-VR-/VR Shield
23———————-27——–PWM 12v
23———————-28——–12v supply
53———————-36——–PWM Idle (Fidle)
8————————3———Spark A Cyl 1/6
52———————-4———-Spark B Cyl 2/5
60———————–5———Spark C Cyl 3/4
6———————–37———-Fuel Pump (Relay)
28———————37———-Heated O2 (Relay)
49———————31———-Fan/Smog Relay

Non VW wiring
4—————-Table Switch
5—————-Spare Gen Output
6—————-Future Cam Sensor
7—————-Spare Gen Output

Gen Output Additional relay:

T68/9 needs to be pulled to ground to turn the ECM relay on. There’s a 12v ignition hot supply on T68/38 that does this for the stock ECU. Relay wiring below:

Relay Pin——-Motronic Pin




86 ————–T68/7

The above circuit should only be needed for OBD1 installations, OBD2 will switch on the ECU with ignition hot and doesn’t use that relay.


I only got a chance to tune the car for a few hours but a few things are definitely different from Motronic. I always had a little miss/stumble/roughness around 2k with this car. Both with the stock head, 262 cams and the 268s. The MS totally cleared this area up.

The car seems much happier with the raised rev limiter but that did lead to the demise of my clutch. High rpms seem to back my pressure plate bolts out so I won’t be able to get dyno results until it’s all fixed. Even with the limited tuning it does run well without any real issues.

Snippet of the datalog where the clutch decided to stop working correctly. Yes, that is 8000rpms.

Unfortunately that is all for now, but stay KPTuned for dyno results!!

KPTuned 2008 Season Wrap Up

December 11, 2008

Thanks again, all, for visiting KPTuned.com!

It’s been a very exciting year racing the KPTuned ALLMOTOR GTI, ending the season with a new best ET, after the addition of some hotter camshafts. The last race of the year, at MIR’s World Cup Finals, unfortunately didn’t go as planned due to some shifting problems. The only two passes in the car were mid 14’s @ 100 without being able to engage second gear. The car will come back strong in 2009, with some much needed maintenance and a few modifications.

We would like to thank Joe @ The Race Shop and all the folks at MJM Autohaus for their support of the car this year!

The KPTuned ALLMOTOR GTI will continue to race in Battle of the Imports and MIR’s IMSTAR Series in the Street Stock class for 2009.

We’re planning some changes to the car over the winter which will include a custom KPTuned Megasquirt standalone engine management system. It’s been in the works for quite some time, but it’s been sidelined to get as good as possible ET’s with the factory management. The system will include the normal features of all of our systems, with the addition of two staged shift light outputs, launch control, fan control, and support of the stock coilpack!

On the product front we will be officially be offering “Plug-N-Play” wiring harness services in 2009, upon request. We have done this before for local customers wanting to be able to switch between their KPTuned system and the factory engine management. Now we have completed enough of these systems to be comfortable offering these to all our customers! Pricing is quite variable depending on make, model and options selected so don’t hesitate to contact us for a quote.

We are also going to be offering ‘on location’ wiring, installation and tuning services in 2009. Please contact for pricing!

Again, thanks for visiting and supporting KPTuned. We look forward to working with everyone for a sucessful 2009!!

Cecil Co Dragway T&T Results

September 25, 2008

More Test & Tune time for the KPTuned ALLMOTOR GTI! Still trying to figure out the clutch and the tubes, but the car is coming around. No changes since IMSTAR. Weight ~2450#

The car came out hard with a 13.017@104.19 1.716 60′ besting the MIR times by a mile, but bogging a tiny bit. Launch 5500 slicks 10.5psi cold.

Next pass new best 12.967@106.67 spinning a little 1.727 60′. Launch around 5800 slicks 11psi hot.

Next pass another new best 12.833@105.48 still spinning a tiny bit 1.725 60′. Launch 5800 slicks 11psi hot.

Here’s where things get goofy.. burnout, stage and launch 1.79 60′ but it breaks up before the 1-2 shift, I let off and get back in it, sputtering. Running out of gas, whoops. Try to limp it to the pits but I don’t quite make it. Luckily I bring gas, unfortunately it’s not in the car!

With the wasted time of dealing with the fuel fiasco, and a few oil downs finally ready to run again. Car takes off spins the 1-2 shift, miss my 2-3 shift a bit and end up with a 13.203@105.58 best ET and trap missing a gear, and beating my best time at MIR.

There ends up being a few more oil downs and a bike wreck so I pack it in early. The car still has some ET left once I get the launch where I want it. I think it has a .77-75 as it sits.

Dyno results shortly!!

Stay KPTuned!!

KPTuned – Closed!!

September 12, 2008

We will be closed from 9/13-9/21, all emails will be handled when we return! Thanks!

IMSTAR Results

September 10, 2008

After finally losing a long battle with a stock clutch at VW Waterama, a few upgrades were planned. A Race Shop/ClutchNet clutch setup was installed with the previous flywheel, Schrick 268s were added to get some more top end, and tubes were added to the slicks to combat some leaking.

Luckily, all of this was done in the nick of time to go racing at MIR’s
IMSTAR event on Sept 7th.

The car is prepped for the Street Stock class which features 4cyl, 2 rotor and 6cyl naturally aspirated entries. All vehicles have to retain a stock engine for that year vehicle and feature a full interior minus rear seat.

Unfortunately, testing time before the event with the new setup was short so there was only one pass available for practice before qualifying. The car came out of the hole slow due to a very bad bog and ran 13.7@100

Qualifying the car did much better running a 13.38@102 and a 13.291@102 for the #5 qualifying spot.

First round went relatively easy, a .230 light combined with a 13.21@102 was made no trouble against the mid 15sec Maxima.

Second round got much more interesting as the ladder put me against another VW driver, Matt Ivan and his 95 GTI VR6. Both of us were within .1et all day and cutting decent lights so it would come down to a real drivers race.

Off the line the advantage of a .264 light to a .268 light and a much quicker 60′ of slicks to radials made the run to the 1/8th easily for the KPTuned car.

Unfortunately, Matt pulled on the top end running a 13.138 to a 13.206. Advantage was less then a fender!!

Matt went on to win in the semis and get a run for a loss in the finals. Congrats, Matt on the runner up!!

All in all it was a good event, but some more seat time on the new setup will yield some more ET.

Stay KPTuned!!

Waterama 2008

July 18, 2008

Made a few passes at Atco for the VW-Waterama event this season. The whole class was on radials so it made for quite the fun day. Got knocked out in the semis by vr6chris running is turbo VR6 on the radials. Lets just say I had him to about 70′ and then it was way over!

Quickest pass rundown: 13.200@103.83 1.92 60′

I’m still nursing the clutch after it was giving me trouble at Atco BOTI, so an upgrade is needed there. Probably a few hundred passes on the stock clutch so it’s time.

Stay tuned.

Tuning The Race Shop’s Stock ABF

July 11, 2008

This was for one of my KPTuned race sponsored cars. The engine is a complete stock ABF long block with basic bolt ons and exhaust. I wired and installed the MegaSquirt system, and the car was later dyno tuned to 157whp! The results were impressive considering how little was done to the engine. Joe Pinto hit the track hard as expected. The car came out running 13.5’s, and brought home the NA4 class win at Waterfest 13, July 2007. Click the dyno.

157whp Dyno
157whp Dyno

Modifying Megasquirt Modifying Megasquirt V3.57 for VW Hall Effect Sensor Sensor

July 9, 2008

So, for all of those people that are buying the new prebuilt version of Megasquirt from one of the distributors, this is to help them modify, or tell their seller how to modify, the V3.57 board for a 5v low to high hall sender.

This is only applicable for MS1 processors, or those who may eventually need or want to run the MS1 processor. The MS2 has the ability to change the ignition trigger settings so the hardware doesn’t necessarily need to be modified.

Remove XG1-XG2 jumper
Remove JP1 2-3 jumper

Jumper XG1 to JP1-2
Jumper JP1-3 through a 1k resistor to 5v pad

Yes, it’s that easy, just like a V3 board!


Testing with the Jimstim:

Mods (red wires):

Don’t mind the white wires, those are the ones DIY puts on the 3.57s if you don’t specify that you don’t need or want them.

If you are running MS2 you will want the JS10 to IGN jumper shown, otherwise you’d want one of the LED pads jumpered to IGN.

Hope that helps someone. Look for a writeup on 3.57 with non direct drive waste spark coils shortly.

Tuning a Naturally Aspirated 20v

July 7, 2008

KPtuned was hired to tune a Naturally Aspirated 20v for a customer. The engine was built by Joe Pinto @ The Race Shop. Along with tuning the car, KPTuned was involved with the custom piston spec and header dimensions. Click on the dyno.

193whp - 20v N/A

193whp Dyno