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The 1.8TBCS (Boost Control System) allows the user to increase boost without ECU re-programming. Boost can be varied from 6 to 14.5 psi with performance gains as measured at the wheels of 35 hp and 43 ft-lbs. It is designed to work with all throttle-by-wire Audi and Volkswagen 1.8T engines. Compatible models include the A4, Beetle, Passat, Jetta, Golf, and GTI. The boost gauge has a ten segment, three-color LED display that reads in 1.5 psi increments from 1 to 14.5 psi.
- Dyno Curves
These dyno curves show the horsepower and torque gains over stock at the wheels on a 2000 Tiptronic Passat. The peak torque gain is apparent from 2500 to 5000 RPM. These horsepower and torque improvements are made with stock ECU programming. This helps to preserve smooth and predictable drivabilty.
- Note that these torque and horsepower measurements are at the wheels. This explains why the stock numbers are less than the manufacturer’s stated numbers. Manufacturers talk in terms of crankshaft power and torque. Generally accepted drivetrain losses are 15 %. If you take the stock 129 hp in the graph above and divide by .85 to account for the 15% drivetrain loss, you get 152 hp at the crankshaft.
- The 1.8T BCS also makes significant gains on the 180 hp model cars. This dyno curve is for the 180 hp GTI with manual transmission.
The BCS is easy to install. Its small size makes it easy to fit in the center console. Wire connections for the BCS are made at the ECU in the wire harness. Installation takes about one hour.
The 1.8T BCS has gone through four generations in its product history:
Gen 1 was the initial version of the 1.8T BCS. It was designed to work on model year 2000 vehicles. It had no calibration feature and 6 wires to connect.
Gen 2 was designed for the 2001 model vehicles. It had a loop of blue wire on the back. It was possible to cut the loop of wire in order to select two states of calibration. A retrofit potentiometer was later offered to allow a continuously variable calibration feature. This made it possible to fine tune the calibration for an individual vehicle. Calibration allowed the user to “dial-out” the abrupt drop in power that was caused by the ECU shutting the throttle. This could occur when the measured boost was outside the target range. The Gen 2 unit had 6 wires to connect.
Gen 3 was designed for 2002 model year vehicles and came with the calibration potentiometer built in. It was located on the rear of the unit and provided twice the range of adjustment that the retrofit potentiometer had on Gen 2 units. The Gen 3 unit had 6 wires to connect.
Gen 4 was designed for 2003 and later model years. It had the calibration feature as well as a new way of controlling boost. The Gen 4 unit had 7 wires to connect.
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