IMPORTANT!
Please remember that these figures are at the flywheel on a braked dyno in the UK. Do not compare them to American WHP figures. American figures are significantly higher due to not using braked dynos and dyno runs lasting only 4 or 5 seconds!
Standard power and torque curve measured on a 286PS A4 Allroad 50TDI 2022
Unicorn Motor Developments have now gained substantial experience tuning the Audi 50 TDI, particularly the later EA897 evo3 variant found in models like the A6, A7, A8, and Q7 from 2020 onwards. This engine represents the latest evolution of Audi’s long-running 3.0 V6 TDI, featuring a host of mechanical updates to improve efficiency, emissions compliance, and performance potential.
The 3.0-litre V6 (engine code DENA) runs a single, side-mounted variable-geometry turbocharger integrated into the exhaust manifold, paired with a common-rail injection system operating at up to 2,500 bar. From factory, the engine produces 286 PS and 620 Nm of torque, with peak torque delivered over a broad range from 1,750 to 3,250 rpm, giving a flexible and responsive character throughout the rev band.
The engine is mated to Audi’s well-proven ZF 8-speed automatic (8HP) transmission, alongside quattro all-wheel drive, making it a strong and capable drivetrain combination for both daily use and long-distance driving.
Audi’s 48V mild-hybrid system (MHEV) is standard on the evo3, using a belt-driven starter-generator and lithium-ion battery. This system is primarily aimed at improving efficiency by enabling engine-off coasting, smooth stop-start operation, and energy recuperation under braking. Unlike full hybrid setups, the MHEV system does not contribute torque to the drivetrain, and the 50 TDI does not utilize an electric compressor (EPC) — boost is handled solely by the VGT turbocharger.
Mechanically, the evo3 engine features a number of improvements over earlier versions:
Reduced internal friction for better overall efficiency
Revised steel pistons and combustion chamber geometry for improved combustion efficiency
New high-pressure injectors for finer fuel atomization
Enhanced thermal management, including faster warm-up to meet stringent Euro 6d ISC-FCM emissions regulations
Unicorn Stage 1 tune on a 2022 A4 Allroad 50TDI
This family of engines is very hard work. After the VAG groups dieselgate incident and the introduction of WLTP, the new engines are challenging – both to tune and to drive. On paper it looks fine with 620Nm of torque. However we have had extensive feedback that the on road experience is severely lacking. The issue is the response – or lack of it. Once the car actually begins to accelerate they are great, but to get to this point is much more difficult than it should be.
Most complaints centre around dead spots, but instead of the usual initial throttle deadspot that some cars exhibit, here it happens at random intervals, and makes the car extremely difficult to drive smoothly. The reason for this is sadly the WLTP emissions standards for modern diesels. When we investigated further into what was actually happening, we saw that the ECU effectively ignores the drivers request for a specified time and then gradually brings the torque in. At this point the driver has pressed the pedal even further as they are frustrated with the lack of response, and suddenly gets a lot more torque than they initially wanted and resulting in very jerky performance.
Our calibration addresses all of this and more, and the engine now does exactly what the driver requests, when they request it. And, because it can now be driven smoothly, the economy improves. The difference is literally night and day, making the car a real pleasure to drive.
The 286PS engine when tested on our dyno makes a very healthy 300bhp and 675Nm comfortably exceeding the official book figure. When tuned, we typically see 355bhp and 760Nm which with the throttle delay almost non existent leads to fast relaxed progress on the road, whether for effortless overtaking or more mundane city driving.
Many thousands of miles have been logged on the road and dyno to ensure the best results. Both road and dyno testing is critical. Repeated dyno runs show exactly what part of the power curve can be improved while maintaining controlled conditions. We also reach speeds over double the national speed limit while on the dyno, and apply significantly more thermal load than would normally be achieved on the road, ensuring the software correctly reacts under highly stressed conditions.
All tuning is carried out through the vehicle’s OBD port, both engine and TCU.
Stage 2 software is for any car which has a had the DPF removed. Please note this is generally for off road use only as it may contravene emissions laws.
Software Pricing:
Stage 1: £899 inc vat and dyno
Stage 2 £ 999 inc vat and dyno