Alex seriously you deserve all the best my man. Even tho I don't know you in person!
Best of luck once more
Time for a build thread....big turbo
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Best of luck once more
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Alex seriously you deserve all the best my man. Even tho I don't know you in person!
Best of luck once more
Mario....thank you so much.
I've met (virtually or otherwise )so many good people here and on Vagoc that it's been a blast so far.
The encouragement and knowledge gained has kept me moving and the car improving and let's not forget the help from companies like AMD,Nortech,Storm,Syvecs,IE,USP and so many others in bringing the right products to market.
I'd be stuck on 330bhp without all of that.
Still mighty close to the transfer box... even with a heat jacket. Although I guess the previous turbo wasn't much further away. Do you have an uprated oil cooler and radiator alex or did you not deem them necessary?
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Actually the old 3076 and ATP manifold left the hot side much closer to the transfer case.
This now sits 10mm away and that,plus the jacket and the lower heat transfer of the Tial housing should reduce the potential further.
We talked about uprated oil coolers and it was felt unnecessary.
If the temps ever went high it's easy enough to fit a sandwich plate and thermostatically controlled cooler.
Compared to the stock cast Garrett turbine housing,the Tial is much smaller.
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Fitting a whole new ECU.
Syvecs ECU....
Has quite an amazing spec list.
Fuelling Control
Ignition Control
Boost Control – Open Loop or Closed Loop
Gear Shift Set-up – Auto or Manual
Gear Cut – Open Loop or Closed loop
Gear Blip – Open loop or Closed loop
Throttle Jacker Control
Throttle Bypass Value control
Limp Switch Setup
Anti Lag System
Nitrous Control – Wet or Dry Control
Traction Control – Based on Lateral G or Steering angle
Flex Fuel
Basic Knock Control – ****** only
Full Knock Control – Advance and ******, Fully adjustable
Starting
Idle Control – Closed or Open Loop
Idle stepper control
Limiters
Launch Control – Open Loop or Closed loop
Drive by wire
Variable Valve timing – Closed or Open Loop
GDI Control
Supercharger Bypass Valve control
Differential Control
Cruise Control
Torque Estimation and Limiation – DCT Control
Output Functions
Fuel Consumption monitoring
Engine Use Restriction
Output Testing
Adjustable Pin Assignments
Datastreams – Configurable Custom CAN or Custom RS232
Map Switching – Live and up to 24 options
Starting
Idle Control – Closed or Open Loop
Idle stepper control
Limiters
Launch Control – Open Loop or Closed loop
Drive by wire
Variable Valve timing – Closed or Open Loop
Onboard Datalogging
GPS Receiver Support
RJ45 Ethernet Connection
The things that really interested me were the ability to control up to 8 injectors,(4 DI,4 port),programmable TC and diff control,and valve timing
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- hope that sums up my thoughts
Sums mine up to.....as long as it all hangs together.
Ben@AMD has always summed it up well each time my car has something done.....he says it fights every inch of the way.
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It is worth the effort,but by God that car has fought it.
It's first trip to AMD was rewarded by it just about making 260bhp before being mapped.
Not a great start.....after that,obviously the clutch gave up at Stg2,then the misfires at Stg2+ with the stock intake,then OMG what a list of things with the first big turbo install.
1.Kit that was supposed to be a direct fit for a UK car.....NOT.
2.Pistons and rods 3 months late arriving.
3.Numerous little odds and sods to get,like the uprated LPFP,and of course,our dear Customs duty on every piece.
Then the GTX3076 which so nearly didn't fit with the ATP manifold.....I mean a few mm between turbine cover and transfer case.
And of course,the piece-de-resistance which Nortech have just sorted out....the feeling I had when the call came through from Ben to say there were problems fitting that thing.....
least you can manage you expectations each time the car goes in! nearly there though! then it wont be long till the next turbo goes in
nearly there though! then it wont be long till the next turbo goes in
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True....
OK...manifold,downpipe and various heatjackets fitted.
Now off to Storm for some more work......had the idea of adding a larger MAF housing,or maybe removing the MAF restriction altogether,as there are several ways to run the car with the new ECU,so that would remove a potential problem as well.
That should be in the next few weeks.....
OK...manifold,downpipe and various heatjackets fitted.
Now off to Storm for some more work......had the idea of adding a larger MAF housing,or maybe removing the MAF restriction altogether,as there are several ways to run the car with the new ECU,so that would remove a potential problem as well.
That should be in the next few weeks.....
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As promised,Nortech have sent a few updates....
Neatly wrapped manifold....
Inlet trunking awaiting a few extras,and heat shield installed....
Exhaust and downpipe...
Still a bit to go,but coming along.
Neatly wrapped manifold....
Inlet trunking awaiting a few extras,and heat shield installed....
Exhaust and downpipe...
Still a bit to go,but coming along.
Compkiler
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My biggest worry has been solved by Nortech.
Getting the turbo to fit really did have me worried,as being one of the first to do something always has a degree of "will it,won't it" attached to it.
They've done a really neat job of the entire thing,and I've found another set of "go-to" guys for work when required.
I cannot recommend them highly enough for the right attitude,and general enthusiasm about what they're doing,and what we as owners are doing.
Alan and James are top guys.
looking good Alex good to see it all going back together and it all fitted in nicely
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looking good Alex good to see it all going back together and it all fitted in nicely
Thanks!
I can't tell you how it felt when the first call came through saying the thing didn't fit.....I thought of how I was going to get rid of a turbo very few others would want,plus a lovely manifold.....
Anyhow,it came down to the whole thing having to be fitted in stages,one after another,to make it all fit into the pretty cramped space.
Who better to do that than the people who designed it in the first place....Nortech.
Nortech certainly seem to be getting plenty of their kits out there. Statller's facebook page shows some nice S3's and Golf R's running big turbos with 500bhp.
The cost of the kits is reasonable as well.
The cost of the kits is reasonable as well.
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Yes....that's right,and the cost of the manifold is clearly more than the old ATP that I had,but it's MUCH better in every respect,and not a huge amount more expensive at £972 inc VAT.
The other parts you'd need such as downpipe,wastegate,wrap,turbo jacket etc etc do add considerably,so you'd be looking at the thick end of £2k and fitting.
I think it's an excellent product,and considering they've said I'm the first to stick a 3582 on it,I'm delighted that it all fits.
Looks like Statllers may be using a Syvecs ECU as well on one of their projects.
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Whow, Alex you are really making a beast . I didn't catch - what type of boost controller do you have?
I wanted to send my head to LOBA or some CNC specialist that does that head. But after reading this thread, looks like there are not that great benefits with porting of BHZ K04 head compared to porting of K03 head. Is that true or shall I see great benefits with ported BHZ head? Offcourse on GT3076R with adjustable REVO SW
http://www.goapr.co.uk/products/cylinder_head_20t_ea113.html
. I didn't catch - what type of boost controller do you have?I wanted to send my head to LOBA or some CNC specialist that does that head. But after reading this thread, looks like there are not that great benefits with porting of BHZ K04 head compared to porting of K03 head. Is that true or shall I see great benefits with ported BHZ head? Offcourse on GT3076R with adjustable REVO SW
http://www.goapr.co.uk/products/cylinder_head_20t_ea113.html
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Whow, Alex you are really making a beast
I wanted to send my head to LOBA or some CNC specialist that does that head. But after reading this thread, looks like there are not that great benefits with porting of BHZ K04 head compared to porting of K03 head. Is that true or shall I see great benefits with ported BHZ head? Offcourse on GT3076R with adjustable REVO SW
http://www.goapr.co.uk/products/cylinder_head_20t_ea113.html
Its a Gizzmo MBC,but that's going shortly in favour of the Syvecs ECU which has on-board boost control.
OK....head work....I have had so many different and conflicting views on this,and even those who offer head work seem unable to come to a consensus.
APR do not offer head work for the S3,but do for the 2.0TFSi.
If I did,have the head done it would be via Integrated Engineering in the States,or Race Developments here.
LOBA answered me that currently they don't offer head work. Looks like I'll just go with Mahle/Arrow combination
Do you think that I should change valvetrain for max 1.9 bar and max 7200 rpm? Now it's on stock engine and 1.55 bar, no problems so far
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LOBA answered me that currently they don't offer head work. Looks like I'll just go with Mahle/Arrow combination
Do you think that I should change valvetrain for max 1.9 bar and max 7200 rpm? Now it's on stock engine and 1.55 bar, no problems so far
I thought that might be the case.
OK....I'd probably stick with the stock gear unless you intend to run more later.
The bottom end work is a must if you go much beyond 440-450lbs.
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Stock gasket and ARP bolts.
Seems ok every time we have the head off. Lol.
Also the plan is to run less boost with the 3582 and the Syvecs as it can run the valve timing as well.
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Car is having a few weeks of neurosurgery now.
I want it back and running but the last few years have taught me the meaning of patience.
Storm will work on a conservative setup for the moment and leave development for another visit.
We agreed it's the safest approach and the one I've always used.
Incremental rather than just plain mental.
They did say it should be fairly rabid anyway.
Ok, looks like there isn't any better head gasket than stock, maybe I'm wrong, I didn't find it
. I'll take ARP for shure!
To be honest that sounds like a good approach to take.
Once all this work has been completed and the car is at X BHP is it then just a case of enjoying it (and posting some videos for us *cough* )
or do you plan on going even further?
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The initial plan is obviously to get it running and see what sort of power we get on the RS4 injectors,and hardware spec as it currently stands.
After that,there is always the extra injector rail,and one possibility with that is to run S3 injectors on the direct injection side of the ECU,and run some bigger port injectors off the other 4 outputs on the ECU.
Then there's all the really aggressive stuff like flat shift,ALS,gear blip,gear cut,and wherever the variable valve timing control takes things.
After that,there is always the extra injector rail,and one possibility with that is to run S3 injectors on the direct injection side of the ECU,and run some bigger port injectors off the other 4 outputs on the ECU.
Then there's all the really aggressive stuff like flat shift,ALS,gear blip,gear cut,and wherever the variable valve timing control takes things.
Lol most of that went over my head buddy...I mean how can you run the standard injector and then another one on each cylinder? Or is the extra injector injecting fuel into the head rather than directly into the combustion chamber?
Sorry...I only know about diesel engines and even then not that much!
Sorry...I only know about diesel engines and even then not that much!
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Here's how it works.....you keep the DI injectors,and they run up to X bhp(X being 360bhp for the S3's or maybe more with some of the newer S3 type injectors coming onto the market,which is a project for later....and over 500bhp with the RS4s.......),and above that,there is an extra set of injectors firing into the inlet ports,fed by the red rail on the pic above.
Both sets are controlled by the Syvecs ECU.
Which bearings do you have with your rods? Stock or ACL / Mahle?
I can't see on picture above - where does crankcase vent hose goes, directly to oil catch can? On stock head cover it goes in it, here doesn't
I can't see on picture above - where does crankcase vent hose goes, directly to oil catch can? On stock head cover it goes in it, here doesn't
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Which bearings do you have with your rods? Stock or ACL / Mahle?
I can't see on picture above - where does crankcase vent hose goes, directly to oil catch can? On stock head cover it goes in it, here doesn't
This probably shows things a bit better.
Coming in to the right of this pic is the cam breather,and to the other side is the crank breather.
bearing I couldn't tell you,but they are uprated bearings and shells.
