OBM Tuning

VW Scirocco 2.0TSI Engine Built ECU + TCU

📉Stock : 211 HP
📈Stage 3 (Octane 100): 450HP

‎שינויים :
Turbo GTX3076
Full exhaust system
kit Intake
Injectors RS3 Daza

The car was calibrated at only 1.7 bar boost because we reached the limit of the fuel injectors and ran out of injector capacity.
Safe and reliable tuning always comes first.

Once the customer upgrades the injectors or adds supplemental fueling, we’ll be able to fully take advantage of the turbo setup and increase the power output significantly. 🔥

📍תערבות דלק אוויר מושלמת בסלד ובעומס הנכון !!
📍0 עיכוב בהצתה בהתאם לטמפרטורת יניקה!!
📍1.7 באר בוסט כי לא צריך יותר!!

TCU DQ250 Cxx Stage 3

📍 Launch control 4000RPM with boost 0.8Bar and 1MS lag on brake release

📍 Decrease shift times

📍 S,D.M shiftpoints up to 7300rpm

📍 Clutch pressure increased to 15.5Bar for improved holding capacity and performance

OBM Tuning..
‎רחוב המסגר 1 אשדוד..

https://www.obmtuning.co.il/t-en

There is a scaling error in the ignition timing tables in HP Tuners for the Infiniti G37 (Hitachi SH7059 ECU).

In the editor, the High Detonation Ignition Timing tables show significantly lower timing values than what the engine actually runs. In datalogs, the maximum ignition timing observed at high load and high RPM is about 23°, while the table shows only around 12° in the same area.

This indicates that the ignition timing values in the editor are not displayed with the correct scaling. The correct scaling factor in this case is approximately ×1.9.

Because of this, if someone advances ignition timing by 3° in the table, the actual change in the engine is about 6°, which can already be unsafe on lower octane fuel.

Ignition timing should always be verified using datalogs or by cross-checking in WinOLS. Similar definition or scaling issues can also happen in ECM Titanium and StageX, so anyone working on this ECU should confirm the real values directly in WinOLS if possible.

This applies to the VQ37VHR with the Hitachi SH7059 ECU.

https://www.obmtuning.co.il/t-en

https://obmtuningfiles.com

KTM 1290 2017 And Benelli TRK 702X 2025

📈 ECU Stage 1- Getting new ecu remap to handle more power

‎🏁 כיוון יחס דלק אוויר אופטימלי בהתאם לשינויים שבוצעו
‎🏁 טווח סלד ארוך יותר
‎🏁 הורדת מגבלות מומנט
‎🏁 כיוון הצתה מתקדמת
‎🏁 הורדת טמפרטורת מאווררים
‎🏁 הורדת מגבלות יורו
‎🏁 חדות מצערת בכל הטווח סל'ד ועוד..

‎📍לכלים תחרותיים בלבד!

OBM Tuning..
‎רחוב המסגר 1 אשדוד...

🏁 Optimal Air fuel ratio..
🏁 ignition advance..
🏁 Lowering temp fan at work..
🏁 A2 restriction removals ..
🏁 Sharp throttle response Added RPM and more..

https://www.obmtuning.co.il/

Cupra Fromentor VZ 2.0TSI 2022 ECU+TCU

📉Stock : 310HP
📈Stage 2 (Octan 98) : 433HP (2WD)

🔥Launch control boost

‎שינויים :
Downpipe
Spark Plug RS7
intake

📍תערבות דלק אוויר מושלמת בסלד ובעומס הנכון !!
📍0 עיכוב בהצתה בהתאם לטמפרטורת יניקה!!
📍1.7 באר בוסט כי לא צריך יותר!!

TCU DQ381G2 Stage 2

📍 Launch control 4000RPM with boost 1.2Bar and 1MS lag on brake release

📍 Decrease shift times

📍 S.M shiftpoints up to 7000 rpm

OBM Tuning..
‎רחוב המסגר 1 אשדוד..

https://www.obmtuning.co.il/t-en

This is AUDI A4 B9

One of the most misunderstood parts of tuning the Simos 18.4 platform is the relationship between MAF / Load (mg/stk) and actual engine output.

A stock 252hp engine typically reaches:
200–205 g/s around 6500 RPM

Converted to mg/stk:

mg/stk = (g/s × 120000) / (RPM × Cylinders)

Example:
(201.6 × 120000) / (6500 × 4) ≈ ~930 mg/stk

You can easily end up with incorrect calculations → wrong ignition uncontrolled load → and engine damage.

Proper tuning isn’t about “pushing numbers higher”
It’s about understanding the physics behind the system.

Do it right — you get reliable, consistent power.
Do it wrong — you pay for it later.

Please not what would be happen with the ignition if we reach to the 1400+ mg/stk area

The ignition will be always nagative

We will try to spot more DEFACTS like that on mmultipal ECUs out there to avoid from mistakes and make smart tuning with understand the structure

https://www.obmtuning.co.il/t-en