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Thread: Lets get it on then, My 2.1 conversion

  1. #361
    Andrew@A.L.D's Avatar
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    Bigger valves not really need as I managed it
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  3. #362
    RIP S3dave

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    Quote Originally Posted by Sam_ View Post
    Cheers bill - ARP main bolts too ?
    they wont hurt for a 500bhp level build spec..

    std's have been ok... but I use ARPs everything currently
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  4. #363
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    Quote Originally Posted by Andrew@A.L.D View Post
    Bigger valves not really need as I managed it
    Yeah I didn't really have much choice in that. It's been a bit annoying but I'm doing a site for a local VW specialist and he's just got the engine specced without asking me. Hoping I can get some ARP bits in there. Hoping to future proof it a bit more.

    Cheers all for the help.
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  5. #364
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    Very small update

    I didn't like the design of my BSH catch can so i thought i would make my own. I know its major over kill but i'm very happy with how it came out. Had it powder coated in a crackle black along with the inlet and cam cover.




    Where it will sit in the engine bay. Right next to my small battery in the battery box. It even has room for a cold air feed to the air filter from the front grill





    The head is all built up and ready to go, It now has a set of custom cams, New Inconel exhaust valves, seals and tensioner

    RIP S3dave/David Marshall stickers now available

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    None resonated Milltek exhaust,
    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.

  6. #365
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    Cracking job mate looks brilliant, and very tuffty oem hidden style mod
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  7. #366
    Andrew@A.L.D's Avatar
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    Bloody thing is massive, but thats not a major problem.

    just have to wait for the baffled sump kit to come then fit and may fit a new oil pump seeing the sump will be off and then the engine is done.

    Ordered my 1600cc injectors also and should get then in a couple of days now

    Going to a new multi gauge that reads EGT, Water Temps, Air Temp, Pressures etc etc
    RIP S3dave/David Marshall stickers now available

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    None resonated Milltek exhaust,
    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.

  8. #367
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    The catch can looks great.
    Excuse my ignorance, but what are all the outlets for?
    How does that small battery hold up?
    Was thinking of one of these
    MOTORSPORT LIGHTWEIGHT 5.3KG RALLY / COMPETITION / RACING CAR BATTERY MLR.NM | eBay
    But worried about it not running everything without going draining every couple of days.

  9. #368
    Andrew@A.L.D's Avatar
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    When running big boost 30+ psi you get more than normal blow by, Blow by is where the boost passes the rings and into the crankcase casing more pressure, I have add more outlets the cam cover and in the catch can. The more outlets the less pressure.

    Not tried the small battery yet but they rate them on vortex
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  10. #369
    RIP S3dave

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    Your mentioning of what boost you were planning on running got me thinking..
    I know mines set on 26psi max currently, running 22psi for race meeting with a press to pass button on the steering wheel.. I do plan on winding it up to the 35psi levels I used to run my normal gt3582 to on this hybrid... BUT, looking at comp maps.. and pressure ratio calcs.. worth considering what the comp map is on your turbo..

    knocked this up as a ready reckoner..


    A couple of comparison garrett specs.. My weird thing is'nt there but is probably something along the lines of the GTX35.


    If you are planning on 38psi gauge in plenum, thats 3.6 Pressure ratio.

    What diameter is your downpipe from turbo outlet? Is it as CTS supplied still at 2.5" top section?
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  11. #370
    Andrew@A.L.D's Avatar
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    Yes 2.5
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  12. #371
    RIP S3dave

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    Quote Originally Posted by Andrew@A.L.D View Post
    Yes 2.5
    I reckon thats going to hold you back Andrew.. Not ideal for your power/flow goals.. but I know it is what it is with cts kit base.. We had the same with it.
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  13. #372
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    I'll see what happens?
    RIP S3dave/David Marshall stickers now available

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    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.

  14. #373
    RIP S3dave

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    egt in place before hand I hope dude

    googling about looking for more info..

    from these guys, who ref Corky Bells book... which is a good read btw
    KORACING :: High Quality Automotive Parts - Products
    Last edited by badger5; 22nd April 2013 at 16:29.
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  15. #374
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    Is it the down pipe that will be the problem or the exhaust housing or both

    I will have a read of the link Bill thank you
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  16. #375
    RIP S3dave

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    downpipe.. discharge side of turbo...
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  17. #376
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    Right pipewerx will making me a new down pipe and system using a 2.5 to 3.0 conversion from the turbo
    RIP S3dave/David Marshall stickers now available

    FOR SALE
    None resonated Milltek exhaust,
    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.

  18. #377
    RIP S3dave

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    it can only help your turbo dude..
    good call
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  19. #378
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    They should make a load and sell them to replace the dodgy ones in the CTS kits
    Handling mods++. HTA3582 stroker soon-ish. Hiding parts from the mrs since 2011. Build thread

  20. #379
    Andrew@A.L.D's Avatar
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    I will let them know
    RIP S3dave/David Marshall stickers now available

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    None resonated Milltek exhaust,
    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.

  21. #380
    RIP S3dave

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    hell yea Sam! RHD kit ones are booo
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  22. #381
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    Would have thought that will make a nice difference on yours mate

    In pretty sure it was them that jase was having talks with about doing an off the shelf 3" system?
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  23. #382
    Scullies's Avatar
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    This is what I used to covert the 2.5" turbo outlet to 3" downpipe. It does reduce the amount of space you have to create the 3" bend.
    I have LHD, so brake booster is not an issue on exhaust side, but becomes an issue for the tip

    2 5" Vband to 3" V Band Turbo Exhaust Conversion Adaptor Flange GT35 GT45 T4 | eBay

  24. #383
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    Quote Originally Posted by Scullies View Post
    This is what I used to covert the 2.5" turbo outlet to 3" downpipe. It does reduce the amount of space you have to create the 3" bend.
    I have LHD, so brake booster is not an issue on exhaust side, but becomes an issue for the tip

    2 5" Vband to 3" V Band Turbo Exhaust Conversion Adaptor Flange GT35 GT45 T4 | eBay
    I used this one on mine... welded straight into 3"...

    Weld Flange V-band 2.5" - STAINLESS STEEL - DOUBLE STEPPED : atpturbo.com

    <tuffty/>
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  25. #384
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    Was Piper i was talking to about an off the shelf 3" system but they said they`d be looking into the Audi range this year but still havent got back to me so i doubt they ever will.

    Quote Originally Posted by StaceyS3 View Post
    Would have thought that will make a nice difference on yours mate

    In pretty sure it was them that jase was having talks with about doing an off the shelf 3" system?

    Cactus green 8L S3 - B5 TIP + Jetex, Revised 007p, R32 rear ARB, AP Coilovers, Compbrake rear arms, Full Powerflexed dogbone.

  26. #385
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    Quote Originally Posted by Scullies View Post
    This is what I used to covert the 2.5" turbo outlet to 3" downpipe. It does reduce the amount of space you have to create the 3" bend.
    I have LHD, so brake booster is not an issue on exhaust side, but becomes an issue for the tip

    2 5" Vband to 3" V Band Turbo Exhaust Conversion Adaptor Flange GT35 GT45 T4 | eBay
    Thats what i have been looking at but from ATP as its shorter than the one above

    V-Band Adapter Module, Smaller 4 bolt (T31) 2.5" to 3" V-Band : atpturbo.com
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    None resonated Milltek exhaust,
    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.

  27. #386
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    Ahhhhh of course you have the 4 bolt hotside... forgot that lol...

    <tuffty/>
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  28. #387
    Scullies's Avatar
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    Quote Originally Posted by <tuffty/> View Post
    I used this one on mine... welded straight into 3"...

    Weld Flange V-band 2.5" - STAINLESS STEEL - DOUBLE STEPPED : atpturbo.com

    <tuffty/>
    Wouldn't there be an step in the v-band where it goes from 2.5" to 3" ? If so, doesnt that cause some kind of turbulence that restricts the flow and robbing you of a few hp?

  29. #388
    RIP S3dave

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    if you read the links I posted the garrett guy suggested creating turbulant flow from swirl was advised..
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  30. #389
    Scullies's Avatar
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    Is this the link from koracing? Took me some time to see it, I didn't notice it under the graph.

    KORACING :: High Quality Automotive Parts - Products

    "The exit diameter of the ct26 and ct20b are about 2.4" -- this means that running 3" piping can cause more flow loss right at the exit of the turbine due to turbulent 'eddy' effects"

  31. #390
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    Quote Originally Posted by Scullies View Post
    Is this the link from koracing? Took me some time to see it, I didn't notice it under the graph.

    KORACING :: High Quality Automotive Parts - Products

    "The exit diameter of the ct26 and ct20b are about 2.4" -- this means that running 3" piping can cause more flow loss right at the exit of the turbine due to turbulent 'eddy' effects"
    damn.. I missed posting the correct link looking at this thread again.. FFs. Senior moment.. Soz.

    This is the link which says the adding of turbulance (from swirl out of turbine wheel) from going larger on turbine exit is beneficial over the small losses from the abrupt sectional change

    Technical: Turbo exhaust design theory by Garrett. - The FIAT Forum

    ^^^ linky ^^^
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  32. #391
    RIP S3dave

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    Quote Originally Posted by Scullies View Post
    Is this the link from koracing? Took me some time to see it, I didn't notice it under the graph.

    KORACING :: High Quality Automotive Parts - Products

    "The exit diameter of the ct26 and ct20b are about 2.4" -- this means that running 3" piping can cause more flow loss right at the exit of the turbine due to turbulent 'eddy' effects"
    the abrupt change yes.. suggested angle sub 15deg for transition is the suggested blend.. Not a step for the above reason.

    Stolen from the link..
    "As for the geometry of the exhaust at the turbine discharge, the most optimal configuration would be a gradual increase in diameter from the turbine's exducer to the desired exhaust diameter-- via a straight conical diffuser of 7-12° included angle (to minimize flow separation and skin friction losses) mounted right at the turbine discharge. Many turbochargers found in diesels have this diffuser section cast right into the turbine housing. A hyperbolic increase in diameter (like a trumpet snorkus) is theoretically ideal but I've never seen one in use (and doubt it would be measurably superior to a straight diffuser). The wastegate flow would be via a completely divorced (separated from the main turbine discharge flow) dumptube. Due the realities of packaging, cost, and emissions compliance this config is rarely possible on street cars. You will, however, see this type of layout on dedicated race vehicles.
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  33. #392
    Andrew@A.L.D's Avatar
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    These turned up today



    1600cc injectors or so it seams but there not

    Genesis II 1600cc - High Impedance : USRT, Usually Sideways Rally Team

    I could see that they are Bosch Injectors and us rally team have scrubbed of the parts number, Lucky for me they missed some of the numbers on one injectors and could still make it out, the part number are 0280158827. Turns out they are 1700cc injectors and can be 2000cc it run at 4 bar.

    Also i finished my sump after getting the kit off ebay



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    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.

  34. #393
    superkarl's Avatar
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    Usrt's genesis injectors are just modified injectors, they use bodies of existing items

  35. #394
    Andrew@A.L.D's Avatar
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    Quote Originally Posted by superkarl View Post
    Usrt's genesis injectors are just modified injectors, they use bodies of existing items
    I see. never mind still plenty of fuel for me anyway
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  36. #395
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    haha, 1700cc?

    1 of your injectors is the same size as all 4 of mine put together! and I thought I had a powerful car.

    Haha, you absolute nutter.
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  37. #396
    Andrew@A.L.D's Avatar
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    They are big i know. I was after 1200cc ones ob bigger

    The 870cc one were maxing out for me at over 90%
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    None resonated Milltek exhaust,
    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.

  38. #397
    Prawn's Avatar
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    will these go low enough to actually idle at all? in theory at the same power as before you'll only be at 50% max DC won't you?
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  39. #398
    Andrew@A.L.D's Avatar
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    A few people on the us sites are running them without any problem and getting perfect idle

    that I'm not sure of as I have no idea at all when it comes to mapping.
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  40. #399
    <tuffty/>'s Avatar
    Badger 5 Edition

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    The bosch ones stand a chance but really depends on how linear they are... siemans 630cc like I used to have seem to suffer a little on idle... while the engine 'idles' fine the swings for the live lambda adjust (wideband) can be quite large as the linearity drops off after a certain ms... Bill tried a set of ASNU injectors on the Lupo as the company supply a wide range of injector size so could be useful as an alternative source of injectors... however... ME7 did not like them at all and getting the fuelling stable at idle was impossible...

    asnu.jpg

    If you look at this data sheet for the 600cc injectors they do you can see where they become massively non linear at just below 2ms on time... when I ran my 630's at 4bar they were 1.3-1.7ms on idle... this was similar to the ones tried on the Lupo (IIRC, Bill will know the exact figures)... once the injectors drop into this zone then ME7 will struggle to keep fuelling stable...

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

  41. #400
    RIP S3dave

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    your mapper will likely want to see the data sheets for these to dial them in tvub, krkte etc...

    Big ole things..
    I think fkkvs may be busy trying to linearise their response across the range

    Funny how things evolve is'nt it.... My 870's max'd same as yours did a few years ago.. but I had some 750cc I was using before so decided I would use all of them, 750cc + 870cc with staged/blended switch over on my dta. I did have concerns single big ass injectors would be a pia to tune on idle, part throttle so chose this route. This is on stand alone not me7 tho, so who knows.. it could work..

    Good luck tho..

    Going to be a mental motor when running at full chat

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