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I use 2.0 TFSI coils. I don't know if they are any different to the V8 ones, or if it's only the color that is different.
So far I have used them at up to 700hp without problems, there are others who have used them to 900 hp and no spark issues.
With full boost at 4500 rpm in 3rd?
I guess one could argue what is meant by "drivable", but a 1.0 liter Toyota iQ is also very drivable around city
By the time you get that turbo spooled up and really going without ALS, you're already doing twice the speed limit, so I respectfully disagree
I don't think your car is fast in the city... it starts to get really fast after 60-70km/h or so, when you get full boost in 2nd gear, but not until then.
FATS is 3.2 sek, but i'm using diesel gearbox (DQT), so that dosent sound right to me. :mischeif: I haven't taken to account that the 3. gear is longer in my gearbox.
It's very driveable car around city. It is a Ghetto build stroker. (Supra pistons, diesel crank, AAN block and bmw rods).
Yep, it lists 1.23 vs 1.32 for 3rd gear. I tried to look up the FD ratio, and this site lists 4.61 for FD and 1.36 for 3rd, which would be very short, and ridiculously short for a diesel, http://www.vwt4forum.co.uk/showthread.php?t=43840.
Have you seen other references for FD ratio for this box?
1995 RS2 on Alcohol (6.8sec 100-200km/h)
1994 80E Avant
1986 2L Golf 2 on Alcohol
My dad's 2.5l stroker dyno - with billet Comp CT3-6465 (64mm inducer, 82mm exducer), 7A cams, ported head, stock valves, quickspool valve, 1.8bar (26psi), 8.5:1 compression, pump gas + water/meth. Don't want to make any exact claims on crank HP, but somewhere between 550-600hp.
Going to the dyno again soon to turn up the boost. Not sure how high it will make on pump, water meth, and lower compression. Hoping for over 30psi.
Brave tuning on that car with AFR at above 12, what were the EGT figures?
I follow your thread Chaloux and I still think there are bigger gains to be had with more dyno mapping ecu control of the quick spool valve, better low end timing and getting rid of that boost spike!
With full boost at 4500 rpm in 3rd?
I guess one could argue what is meant by "drivable", but a 1.0 liter Toyota iQ is also very drivable around city
By the time you get that turbo spooled up and really going without ALS, you're already doing twice the speed limit, so I respectfully disagree
I don't think your car is fast in the city... it starts to get really fast after 60-70km/h or so, when you get full boost in 2nd gear, but not until then.
The word "drivable" means very different to different people. If i would liked to have small or no lag i would never had tuned my car to these power levels.
I dont expect almost 600 hp from flywheel motor to have boost at 3000rpm. You know the dyno place also what i visited and know the cold airflow. So you know that in real life the spool is better than it is on this graph. Especialy if i know this is not the turbo limit and we would have pushed more but the good old friend "knock" came to visit us and we couldn't go up with the boost anymore with just pump gas.
I know my current setup has about 100 hp lying around there, with some mods (WI or E85). So if i get about 560 hp from wheels (700 hp crank) then i can say easily that this kind of spool up is pretty damn good for these power levels.
In the end you must always choose the smallest turbo that is capable to achieve your goals.
Enough off-topic from me.
Yep, it lists 1.23 vs 1.32 for 3rd gear. I tried to look up the FD ratio, and this site lists 4.61 for FD and 1.36 for 3rd, which would be very short, and ridiculously short for a diesel, http://www.vwt4forum.co.uk/showthread.php?t=43840.
Have you seen other references for FD ratio for this box?
Final dirve ratio is still the same 4.11. This gearbox is PnP replacement for S4/S6.
It is very interesting that by comparing the numbers between those 2 engines (ghetto stroker and Chaloux stroker) and seeing that both have the same displacement (almost) and almost equal turbos (both with 65mm turbine exducer and both with large AR housings) at 4000 and 4250 they have the same torque and same hp (if I understand both at the wheels). Main difference that the Comp is a triplex ball bearing + quick spool valve + meth and has a bit different compressor impeller (Comp with 64/82mm billet VS Holset 60/85 cast in that case).
The word "drivable" means very different to different people.
That was exactly my point
Also my point was that from some point on, the car is slower around the city with a bigger turbo.
Mmm... you should drive mine sometime. I know it's not directly comparable, but you would see how much faster it is around the city with only 440hp. No chance in a straight line after 60-70km/h though.
Brave tuning on that car with AFR at above 12, what were the EGT figures?
I follow your thread Chaloux and I still think there are bigger gains to be had with more dyno mapping ecu control of the quick spool valve, better low end timing and getting rid of that boost spike!
The AFR is above 12 while building boost but pretty dang close to 12 or lower once boost comes on.
I agree, though. We're setting up the QSV to operate with an N75 right now actually which will give us much better control over it and that spike as well. So with that worked out we'll be hitting the dyno again to really fine tune things and turn up the boost. I expect we'll see somewhere between 500-600whp, but I really don't know. Hoping for over 30psi with w/m and 8.5:1 compression.
Originally posted by Billman
It is very interesting that by comparing the numbers between those 2 engines (ghetto stroker and Chaloux stroker) and seeing that both have the same displacement (almost) and almost equal turbos (both with 65mm turbine exducer and both with large AR housings) at 4000 and 4250 they have the same torque and same hp (if I understand both at the wheels). Main difference that the Comp is a triplex ball bearing + quick spool valve + meth and has a bit different compressor impeller (Comp with 64/82mm billet VS Holset 60/85 cast in that case).
Not to nitpick, but dad's car is making about 30 more lb/ft and 20 more hp at 4krpm. And rst is also running another ~5-6psi of boost. A boost line would be nice on rst's graph to really see how they are spooling differently. But yeah interesting nonetheless how close they are with pretty different setups. I was reading quite a bit about compression ratios and as far as I could tell, a lower CR doesn't affect spool much but will drop HP once boost has built (dad running 8.5:1)
But regardless, my point was simply to say taht 600hp is easily achievable with 7A cams
Fully built bottom end with Titanium Carrillo rods, Wiseco 83.0 pistons giving 8.5:1, custom 92.8 billet crank. Headwork includes full porting accentuating the 1mm larger valves, bored out and steel lined stud bores for larger ARP head studs, custom block girdle, custom ground and fully timing adjustable S-Line Motorsport intake and exhaust cams, internal Swain coating, solid lifters, port matched Wagner intake manifold that has been fully ported and flowed, big bore throttle body, 316 L stainless steel equal length and firing order sequenced exhaust manifold, Turbosmart low profile Pro-Gate 50 wastegate, Comp Turbo CT43-6768 BR billet compressor triple ceramic bb turbo, 2000cc Injector Dynamics injectors, 3.5" just after turbo-back exhaust. Other stuff includes custom 24"x10.5"x4" Garrett FMIC with NOS spray bar. Custom Ron Davis radiator good for 1000 hp cooling, SX Performance 18203 fuel pump with before and after Fuelab filters, -10 hard ss fuel lines, custom triple set engine mounts and custom chrome moly subframe. To keep things in tune there is an 034 Iic EMS with custom tuning.
This is the dyno run that netted 755hp and 710 tq at the wheels:
You can see that things really start to happen around 4300 RPM when torque hits 300 ft/lbs and kind of goes crazy after that. My shift point is 7500 RPM which puts me at about 6000 RPM in the next gear. That's still over 600 hp and tq. Its a lot of fun to drive but takes total concentration.
Hap, wit dakine thoughts not from Evahboost, Maguire
This run was done before the billet crank and the billet compressor for the Comp turbo.It was also done before all the custom subframe and engine mount work. Can't wait to get the car rolling after a winter of waiting. While we were tuning the car numerous changes to cam timing were tried with minimal differences. the thought being that the lift and duration were large enough to minimize cam timing effects.
What I love about your car Hap is the torque curve, rapid rise then it doesn't drop off it still goes up and starts to drop around 7000 rpm, that is mental
What I love about your car Hap is the torque curve, rapid rise then it doesn't drop off it still goes up and starts to drop around 7000 rpm, that is mental
Thanks Jamo. I think a lot of it had to do with all the attention we've given to enhancing the flow.
Hap, wit dakine enhancement not from Evahboost, Maguire
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