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Thread: s3gazz's slow engine build

  1. #41
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    today iv swoped the cam sensor and other stuff onto the AGU head from the AMK and all new mani studs.

    took the vvt off with difficulty but got there in the end just need to fit it to the AGU now. do i have to lift all the cams up
    as i did on the AMK head and just drop it in and job done or is there more to it than that coz the chain is alot tighter than the AMK one thanks
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

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  3. #42
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    Only the inlet cam needs to be un done to fit. You where using the vvt tool to compress the vvt/tensioner?

  4. #43
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    Quote Originally Posted by s3gazz View Post
    JBS told me theres no differance in either
    no difference between AGU and AMK?

    is that what was said/asked?
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  5. #44
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    Do those cracks go through to the outside?

    You know that's a copy turbine housing , not genuine?

    Sure bill had another housing . Chinese copy, that had a flappy waste gate , yours is cracked there as well.

  6. #45
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    Gaz ive pm'd you back mate.
    Driving the most secretive S3 on ASN

  7. #46
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    I thought the copys had no inserts?

  8. #47
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    They don't, and I can't see any on that one, hence the remark.. Now if there are inserts then I'm mistaken but from the pictures on page 2 I can't see the inserts.

  9. #48
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    There are def inserts because 1 started to come out ...and i started slavering.....

  10. #49
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    Gazz this is the info you need to set the cams set up

    Don't worry about knocking the timing out as you need to set it up anyway when you fit the VVT

    Follow the guide below the head removal part in the camshaft removal and installation


    CAUTION
    Cylinder head removal should not be attempted unless the engine is cold
    .
    1.8L Engine
    1. Before servicing the vehicle, refer to the precautions in the beginning of this section.
    2. Remove or disconnect the following:
    * Front bumper
    3. Place the hood lock carrier into the service position.
    4. Turn the ignition switch to the OFF position.
    5. Remove or disconnect the following:
    * Negative battery cable
    * Accessory drive belt
    * Cooling fan
    6. Drain the engine coolant.
    7. Remove or disconnect the following:
    * Intake manifold
    * Accessory drive belts
    * Wastegate bypass regulator valve
    * Evaporative Emissions (EVAP) canister purge regulator valve
    * Power outage stage
    * Mass Air Flow (MAF) sensor
    * Air cleaner housing
    * Engine Temperature Control (ETC) and the temperature II sensor harness connector
    * All connections from the cylinder head
    * Crankcase breather line
    * Oil supply line at the cylinder head
    * Exhaust manifold heat shield
    * Turbocharger from the exhaust manifold
    * Coolant hose to the heat exchanger at the rear of the cylinder head
    * Upper timing belt cover
    8. Turn the crankshaft, in the direction of rotation (clockwise), until the No. 1 cylinder is at TDC.
    9. Using Torx® wrench T45, loosen the timing belt tensioner.
    10. Push down on the tensioner and remove the belt from the camshaft gear.
    11. Remove or disconnect the following:
    * Torx® bolt and swing the tensioner assembly bracket forward
    * Valve cover

    * Cylinder head bolts, in sequence, as shown
    * Cylinder head
    12. Clean the gasket mating surfaces.
    13. Clean and dry out the cylinder head bolt holes.To install:
    NOTE: Always replace the cylinder head bolts, self-locking nuts, bolts, gaskets and O-rings.
    NOTE: Refer to Section 1 of this manual for the cylinder head torque sequence illustration. The illustration is located after the Torque Specification Chart.

    14. Before installing the cylinder head, set the crankshaft and camshaft to TDC for the No. 1 cylinder.
    15. Loosen the turbocharger support bracket to reduce the likelihood of any tension while installing the cylinder head.
    16. Install or connect the following:
    * Head gasket with the part number visible from the intake side
    * Cylinder head
    * New cylinder head bolts, tighten by hand
    17. Tighten the new cylinder head bolts in sequence in 2 steps:
    Step 1: 44 ft. lbs. (60 Nm)
    Step 2: additional 1⁄2 (180 degree) turn
    NOTE: It is not necessary to retighten the cylinder head bolts.
    18. Install or connect the following:
    * Turbocharger to the exhaust manifold using new gaskets and the bolts coated with Hot Bolt Paste G 052 112 A3. Tighten the bolts to 26 ft. lbs. (35 Nm).
    * Turbo support bracket. Tighten the bolts to 33 ft. lbs. (40 Nm).
    * Valve cover
    * Timing belt
    * Accessory drive belts
    * Exhaust manifold heat shield
    * Oil supply lines to the cylinder head. Tighten the retaining straps to 15 ft. lbs. (20 Nm).
    * Crankcase breather
    * Any other items removed during disassembly
    * Coolant temperature sensors
    * Air cleaner housing
    19. Fill the engine with coolant and bleed, if necessary.
    20. Connect the negative battery cable.
    21. Fully close all power windows to stop, operate all window switches for at least 1 second in the close direction to activate the one touch opening/closing function.
    22. Check the oil level before starting the engine and top off, as necessary.
    23. Set the clock to the correct time.
    NOTE: DTCs are stored when harness connectors are detached.
    24. Clear the fault codes, as necessary.
    25. Install or connect the following:
    * Hood lock carrier assembly
    * Front bumper
    26. Adjust the headlights.
    Quote, originally posted by CAMSHAFT REMOVAL & INSTALLATION »
    1.8L Engine
    Fig. 1: Exploded view of the camshaft mounting and related components — 1.8L engine

    1. Before servicing the vehicle, refer to the precautions in the beginning of this section.
    2. Turn the ignition switch to the OFF position.
    3. Disconnect the negative battery cable.
    4. Place the lock carrier into the service position.
    5. Remove or disconnect the following:
    * Accessory drive belts
    * Engine covers
    * Timing belt upper cover
    6. Turn the crankshaft, in the direction of rotation (clockwise), until the No. 1 cylinder is at Top Dead Center (TDC).
    7. Remove or disconnect the following:
    * Timing belt tensioner by loosening it using Torx® wrench T45
    * Belt from the camshaft gear by pushing the tensioner downward
    * Torx® bolt and swing the tensioner assembly bracket forward
    * Valve cover
    * Cam gear retaining bolt by loosening it using retainer tool 3036
    * Camshaft gear
    * Camshaft Position (CMP) housing sensor and shutter wheel
    * Hydraulic chain tensioner by securing it with bracket tensioner tool 3366Fig. 2: Do not overtighten the chain tensioner tool 3366, it can be damaged — 1.8L

    8. Verify that the camshafts are at TDC for the No. 1 cylinder. Both camshaft markings must align with arrows on the bearing caps.
    9. Clean the drive chain and the cam chain gears opposite both arrows on the bearing caps. Matchmark the installed position using paint.
    NOTE: The distance between the 2 arrows/paint marks is equivalent to 16 drive chain rollers and the notch on the exhaust camshaft is slightly offset inward toward the drive chain roller.
    Fig. 3: To ensure proper installation, matchmark the chain-to-camshaft position — 1.8L

    Fig. 4: Camshaft bearing cap identification — 1.8L engine

    10. Remove or disconnect the following:
    * Bearing caps No. 3 and 5 from the intake and exhaust camshafts
    * Double bearing cap
    * Both bearing caps from the chain gears on the intake and exhaust camshafts
    * Hydraulic chain tensioner retaining bolts
    * Intake and exhaust manifold bearing caps No. 2 and 4 by loosening them in an alternating and diagonal sequence
    * Camshafts with the hydraulic chain tensioner
    To install:
    Fig. 5: To ensure a proper seal, be sure to apply sealant to the hatched area — 1.8L

    11. Replace the rubber/metal chain tensioner gasket and apply sealant to the hatched area, as shown.
    12. Install or connect the following:
    * Drive chain on the camshaft
    NOTE: If installing the old chain, align the paint marks with the camshaft marks. If installing a new chain, the distance between the notches A and B on the camshafts must equal the distance between 16 drive chain rollers.
    * Hydraulic chain tensioner by sliding it between the drive chain
    * Camshafts with the chain tensioner lubricated with engine oil into the cylinder head
    NOTE: When installing the bearing caps, verify the markings on the caps are readable from the intake side of the cylinder head.
    * Intake and exhaust camshafts bearing caps No. 2 and 4. Tighten them in an alternating diagonal sequence to 84 inch lbs. (10 Nm).
    * Both the intake and exhaust camshafts bearing caps on the chain sprockets. Tighten the bolts to 84 inch lbs. (10 Nm).
    13. Verify the correct positions of the camshafts.
    14. Remove the bracket tensioner.
    15. Install or connect the following:
    * Cylinder head-to-double bearing cap mating surface by lightly coating it with sealant. Tighten the remaining bearing caps to 84 inch lbs. (10 Nm).
    * Camshaft gear. Tighten the bolt to 48 ft. lbs. (65 Nm).
    * CMP shutter wheel and housing cover
    * Valve cover
    16. Align the camshaft gear and the vibration damper with the TDC markings.
    17. Install or connect the following:
    * Timing belt
    * Accessory drive belts and the engine cover
    * Lock carrier
    * Negative battery cable
    18. Fully close all power windows to stop, operate all window switches for at least 1 second in the close direction to activate the one-touch opening/closing function
    CAUTION
    After installing the lifters or the camshaft(s), the engine must NOT be started for at least 30 minutes. Otherwise the valves could strike the pistons. Rotate the engine by hand, at least 2 revolutions, to ensure that the valves do not strike the pistons.

    19. Check the oil level before starting the engine.
    20. Set the clock to the correct time.
    21. Enter the radio security code.
    NOTE: DTCs may be stored when harness connectors are detached.
    22. Read the DTCs and clear the fault codes.
    23. Adjust the headlights.
    phil miller likes this.
    Was 531bhp 8L S3 thats going to break the 600+ bhp Club then break something else. Lets see what this OD HTAGT3582r can do
    My S3 Twists Drive shafts for fun.

    FOR SALE
    Sparco Torino 2 sport seats
    Adjustable FPR from 1-5 bar, 2 sets of Unused ARP 3/8 2000 rod bolts
    , relentless 200 cell cat pipe, Std AGU Crankshaft. Ported & Reconditioned Cylinder head service.

  11. #50
    beachbuggy's Avatar
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    That's good news in some respect, I'm guessing this turbine housing was "deep bored" rather than Bills refined porting? As it looks that way and I guess there's a lot of metal removed which won't help with heat build up and cracks.

    Egt peaks on this shouldn't be any higher that a normal k04 so shouldn't crack any more but again the longer time at high EGT may not help.

  12. #51
    s3dave's Avatar
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    Yeah ive told him to make sure it doesnt come back with a cheap housing from CR,

  13. #52
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    JBS said there is no difference between AGU and AMK pistons?

    There's probably a good reason you never hear them mentioned anymore....
    -------------------------------------------------------------------------------------------------

    Prawns TFSI Turbo'd 1.8T Track Car

    But I know nothing so ignore me.

  14. #53
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    Quote Originally Posted by beachbuggy View Post
    Do those cracks go through to the outside?

    You know that's a copy turbine housing , not genuine?

    Sure bill had another housing . Chinese copy, that had a flappy waste gate , yours is cracked there as well.
    Hi dan no the cracks are just inside the housing only air line but take it they will get worse no doubt.
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  15. #54
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    Quote Originally Posted by Prawn View Post
    JBS said there is no difference between AGU and AMK pistons?

    There's probably a good reason you never hear them mentioned anymore....
    Ye I asked them if they would help with performance and he said no these no difference stick with the AMK there safer lol so mind is all over in what to do now or and stay away he said if its got dept marks.
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  16. #55
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    Quote Originally Posted by beachbuggy View Post
    That's good news in some respect, I'm guessing this turbine housing was "deep bored" rather than Bills refined porting? As it looks that way and I guess there's a lot of metal removed which won't help with heat build up and cracks.

    Egt peaks on this shouldn't be any higher that a normal k04 so shouldn't crack any more but again the longer time at high EGT may not help.
    Hi dan what u mean mate bu deep board to refind porting should I ask them to do something to it to help egt's pal
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  17. #56
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    Quote Originally Posted by beachbuggy View Post
    Only the inlet cam needs to be un done to fit. You where using the vvt tool to compress the vvt/tensioner?
    I used the tool dan ye but I took it out the wrong way exhaust side cams up still would not move so lifted the lot and the put em back and tightened em back up now need to fit vvt to the AGU I'll just lift the inlet side then.

    Did not want to put the cams back in different to how they are now as the highdrolics push out.
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  18. #57
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    Anyone
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  19. #58
    Andrew@A.L.D's Avatar
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    Quote Originally Posted by s3gazz View Post
    Anyone
    Follow the guide above and it show you were the timing marks are, make sure they all line up and there you go
    Was 531bhp 8L S3 thats going to break the 600+ bhp Club then break something else. Lets see what this OD HTAGT3582r can do
    My S3 Twists Drive shafts for fun.

    FOR SALE
    Sparco Torino 2 sport seats
    Adjustable FPR from 1-5 bar, 2 sets of Unused ARP 3/8 2000 rod bolts
    , relentless 200 cell cat pipe, Std AGU Crankshaft. Ported & Reconditioned Cylinder head service.

  20. #59
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    Thanks Andrew I'll get this done this week and have the pistons out too.
    If the marks don't line up now do I just put them back to how they are
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  21. #60
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    bit of an update head complainted just waiting on my v3 xs mani to come so i fix it to the head new downpipe sports cat too.

    received pistons off dani thanks mate pics to come of the head, pistons.













    can i sort these out with wet and dry thanks just i want to get my new piston rings in them thanks
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  22. #61
    www.badger5.co.uk

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    detted pistons..?? nice

    eh?
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  23. #62
    "Stick a V8 in it!"

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    It seems somewhat normal to have some marks on the pistons, i've stripped three stock AEB motors and they all had "dots" on the crowns. Yours do seem particularly bad though, with heavy concentrations of dots on most of them.

    Pic from my own engine:


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  24. #63
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    So you would not use them pal even with treatment wet and dry pal
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  25. #64
    Prawn's Avatar
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    Hmmmm. Mine from the 108k agu were perfect. Will pull the 216k engine apart at the weekend and compare
    -------------------------------------------------------------------------------------------------

    Prawns TFSI Turbo'd 1.8T Track Car

    But I know nothing so ignore me.

  26. #65
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    Quote Originally Posted by Prawn View Post
    Hmmmm. Mine from the 108k agu were perfect. Will pull the 216k engine apart at the weekend and compare
    i can second this, mine were sound from my 102K agu.

    how deep are the det marks? surly they would be okay with a sand down (not that i know what im talking about)

  27. #66
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    hi all sorry to jump a thread but where is the best place to get the VVT tool from?

  28. #67
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    Quote Originally Posted by phil miller View Post
    hi all sorry to jump a thread but where is the best place to get the VVT tool from?
    Evil bay

  29. #68
    "Stick a V8 in it!"

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    Yours certainly look far worse than mine did. Yours have concentrations of pitting near the exhaust valves on 3 of the four pistons, and big dings out of the last one. I think you'll struggle to sand those out...

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  30. #69
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    Look like I'll be just using my amk pistons then bloody hell gutty
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  31. #70
    Andrew@A.L.D's Avatar
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    I'll have a look at them gazz
    Was 531bhp 8L S3 thats going to break the 600+ bhp Club then break something else. Lets see what this OD HTAGT3582r can do
    My S3 Twists Drive shafts for fun.

    FOR SALE
    Sparco Torino 2 sport seats
    Adjustable FPR from 1-5 bar, 2 sets of Unused ARP 3/8 2000 rod bolts
    , relentless 200 cell cat pipe, Std AGU Crankshaft. Ported & Reconditioned Cylinder head service.

  32. #71
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    Quote Originally Posted by Andrew@A.L.D View Post
    I'll have a look at them gazz
    thanks andrew txt me when ever pal
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  33. #72
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    my pistons before i cleaned em




















    heres my pistons cleaned up




















    and some of the inlet mani











    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  34. #73
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    pics of my bores and crank






















    oil pumps in comparison













    after all this was done andrew very kindly deglazed my bores for me thanks so much mate all set to be put back together now when parts turn up that is
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  35. #74
    <tuffty/>'s Avatar
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    I normally centre punch dots on the bottom of the pistons to mark what cylinder they were from... have you marked yours up? usually good practice to put the pistons back in the same holes they came out of...

    The pistons with the valve marks on... the marks still look raised... I would be looking to sand those flat mate

    <tuffty/>
    Silver 2001 AMK S3. Silver alcantara interior... now with added powarrrrrrrr, torques. VAGCOM + KII-USB. >> My build thread...

  36. #75
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    Quote Originally Posted by <tuffty/> View Post
    I normally centre punch dots on the bottom of the pistons to mark what cylinder they were from... have you marked yours up? usually good practice to put the pistons back in the same holes they came out of...

    The pistons with the valve marks on... the marks still look raised... I would be looking to sand those flat mate

    <tuffty/>
    ye tuffty iv marked them mate put numbers on them.

    iv not yet desided on what to do with the AGU ones so when iv made mind up ill sand em down andrew is going to have a look at them for me pal really do want to AGU ones tho
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  37. #76
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    had some help this weekend makeing shore my piston rings were with in tolerance by andrew and there where.
    i followed bills post wich says they need to be

    0.016 top
    0.018 mid
    0.016 bot

    the following readings were what andrew got with a feeler gauge

    top 0.017 fit in the gap
    mid 0.020 fit in tight
    bot 0.017

    should this be ok now just to fit them to my pistons tommorow ready for the rods to turn up thanks.
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  38. #77
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    So then some news lol rich said my ECU is fooook ed the chip is damaged its running lean and hot so need a new ecu found one for £50 so ill have that sometime this week. rich has done a bass map too and that's all I no for now.
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  39. #78
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    Quote Originally Posted by s3gazz View Post
    So then some news lol rich said my ECU is fooook ed the chip is damaged its running lean and hot so need a new ecu found one for £50 so ill have that sometime this week. rich has done a bass map too and that's all I no for now.

    But didn't you replace the ecu already?

    So the new ecu you got is also faulty? Or is this the original one?

  40. #79
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    Quote Originally Posted by beachbuggy View Post
    But didn't you replace the ecu already?

    So the new ecu you got is also faulty? Or is this the original one?
    i did not replace the ecu I gave u dan still the same one. But iv got another for £50 sending it straight to Rick
    350bhp & 316ftlb BBT new k16 7+7 blade hybrid turbo, Welly cooler, jetex filter, relentless ported v3 manifold 3" downpipe & de-cat, liquid gauge, r32 rear arb, AGU ported and polished Head, 550cc injectors, kw v2 Coilovers, s3dave tie bars & heat sheild, milltek cat back, I.E forged rods, brembos, inline fuel pump, v3 badger 5 tip, devils own WMI kit, AGU pistons, rear grooved discs & brembo pads, ds2500 pads & EBC ultimax disc, stack boost gauge

  41. #80
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    Quote Originally Posted by s3gazz View Post
    i did not replace the ecu I gave u dan still the same one. But iv got another for £50 sending it straight to Rick

    Not sure I follow.. You knew it was knackered 2+ months ago! ..Rick has only confirmed what you knew already surely?

 

 

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