Best place to buy aftermarket engine parts?

[m1tch]

Hi all,

Whilst researching into various components it would seem that the vast majority of online stores are based in the US. Are there any places online in the UK people usually buy upgraded parts from or do people usually just import them?

Looking for suppliers of:

IE rods
JE pistons
Supertech valvetrain
S4/RS4 injectors
1.8t oil pump conversion
R8 coils
BOV
Exhaust manifold for larger turbo - t3/t4
PCV delete kit/catch can

 

[S3Alex]

Hi all,

Whilst researching into various components it would seem that the vast majority of online stores are based in the US. Are there any places online in the UK people usually buy upgraded parts from or do people usually just import them?

Looking for suppliers of:

IE rods
JE pistons
Supertech valvetrain
S4/RS4 injectors
1.8t oil pump conversion
R8 coils
BOV
Exhaust manifold for larger turbo - t3/t4
PCV delete kit/catch can

I bought a lot of my parts direct from IE(valvetrain,oil seals,and breather system),and their quality and pricing are excellent.
Their breather system for the TFSi is excellent.

This list isn't complete now,but gives you an idea of where all my parts were sourced from:

http://www.audi-sport.net/xf/threads/time-for-a-build-thread-big-turbo.106134/page-3#post-1556971

The pistons and rods on mine were sourced from PEC

http://www.steelconrods.co.uk/index.php?cPath=22_28_85

Exhaust manifold from Nortech.
These guys will build custom manifolds to your requirements and the welding quality is superb.

http://www.nortechperformance.com/

Turbos were previously from Owen Developments,although they have recently stopped selling Garrett turbos and sell their own range now.

Inlet manifold from Boulekos Engineering....runs an extra port injector fuel rail

https://www.boulekosdynamic.com/en/products/pollaples-isagwghs

HEP also make a manifold capable of running extra injectors,which you would likely need for what you have in mind.

http://www.uspmotorsports.com/Engin...-STAGE-2-Performance-Intake-Manifold-HEP.html


Syvecs ECU.....amazing.

http://www.syvecs.co.uk/products/engine-management-plug-in-kits/tfsi-range-vag-group/


So in short,much of it is US sourced,and easiest to get direct,unless you're having someone build it for you,and assuming you know exactly what you need in terms of piston sizing etc.

 

[m1tch]

Thanks for the info, will be doing bits in stages, will be interesting to know how much the Boulekos Engineering manifold cost, I know that running more than 4 injectors will mean much higher costs due to needing an ECU that can handle more injectors. I think I know where I can source an OEM 8 injector setup, will do some research into it to see if it would bolt up.

I am going to see if I can get to the project goal with 4 injectors with water/meth injection - previous project car had Bosch 1680cc injectors, direct injection isn't really new with petrol cars - there was a Mitshibishi GDi engine decades ago, I guess DI tech for petrol hasn't come along that quickly yet.

Reading up about injectors, someone found some DI injectors used by GM which flow better and fit, Bosch number 0 261 500 112 from a 2.0 Ecotec engine.

I will be buying IE rods, so will probably buy a few more of the IE parts - as you said most seem to be US based - need to work out how to fit the larger turbo and get a downpipe fitted at the same time to be able to drive it.

 

[S3Alex]

Thanks for the info, will be doing bits in stages, will be interesting to know how much the Boulekos Engineering manifold cost, I know that running more than 4 injectors will mean much higher costs due to needing an ECU that can handle more injectors. I think I know where I can source an OEM 8 injector setup, will do some research into it to see if it would bolt up.

I am going to see if I can get to the project goal with 4 injectors with water/meth injection - previous project car had Bosch 1680cc injectors, direct injection isn't really new with petrol cars - there was a Mitshibishi GDi engine decades ago, I guess DI tech for petrol hasn't come along that quickly yet.

Reading up about injectors, someone found some DI injectors used by GM which flow better and fit, Bosch number 0 261 500 112 from a 2.0 Ecotec engine.

I will be buying IE rods, so will probably buy a few more of the IE parts - as you said most seem to be US based - need to work out how to fit the larger turbo and get a downpipe fitted at the same time to be able to drive it.

Hi there....

The Boulekos will cost about the same as the Stg2 HEP,and would be around £1200.

Your best bet on injectors up to around 500+bhp would be the RS3 injectors,maybe driven at a higher rail pressure,if you don't use a dual setup.
Those,and your GM injectors would need specific mapping.

DI has come quite a long way,if you take into account stratified injection and different spray patterns etc etc,plus higher injection pressures.

WMI is easy enough to fit,and would allow higher boost and lower temps,but Andy is considering removing the WMI on mine and using the ECU to deal with the rest of it.
He has another S3 running a Syvecs ECU,with a smaller GTX3576 turbo and lesser headwork than mine that turns around 630bhp,so we're hoping for at least the same on mine,with the bigger turbo,and more advanced headwork.

When it comes to the exhaust side,you'd need to consider V-band vs bolted fittings,and then you can start looking at manifolds.
Most of the good aftermarket offerings are V-banded,and the Nortech whilst not cheap,is well worth a look.

I am pretty sure that Rick@Unicorn may have something for the stock ECU and 8 injectors,but whichever solution you go for,the extra four will be on a separate LP fuel rail running at 4 bar or thereabouts.
Mine runs a set of 8L S3 injectors for the LP rail,and stock S3 injectors for the HP rail.

One other thing that was pointed out to me the other day relates to the HPFP....it's run off the inlet cam,via a tri-lobed cam,and thus runs at 3 x the engine rpm,and there are a few reports of failures at 8000rpm plus apparently,which would be 24 000 cycles/min for the HPFP.

 

[m1tch]

Hi there....

The Boulekos will cost about the same as the Stg2 HEP,and would be around £1200.

Your best bet on injectors up to around 500+bhp would be the RS3 injectors,maybe driven at a higher rail pressure,if you don't use a dual setup.
Those,and your GM injectors would need specific mapping.

DI has come quite a long way,if you take into account stratified injection and different spray patterns etc etc,plus higher injection pressures.

WMI is easy enough to fit,and would allow higher boost and lower temps,but Andy is considering removing the WMI on mine and using the ECU to deal with the rest of it.
He has another S3 running a Syvecs ECU,with a smaller GTX3576 turbo and lesser headwork than mine that turns around 630bhp,so we're hoping for at least the same on mine,with the bigger turbo,and more advanced headwork.

When it comes to the exhaust side,you'd need to consider V-band vs bolted fittings,and then you can start looking at manifolds.
Most of the good aftermarket offerings are V-banded,and the Nortech whilst not cheap,is well worth a look.

I am pretty sure that Rick@Unicorn may have something for the stock ECU and 8 injectors,but whichever solution you go for,the extra four will be on a separate LP fuel rail running at 4 bar or thereabouts.
Mine runs a set of 8L S3 injectors for the LP rail,and stock S3 injectors for the HP rail.

One other thing that was pointed out to me the other day relates to the HPFP....it's run off the inlet cam,via a tri-lobed cam,and thus runs at 3 x the engine rpm,and there are a few reports of failures at 8000rpm plus apparently,which would be 24 000 cycles/min for the HPFP.

Thanks again, it will be a couple of years before I am going to be needing an 8 injector setup I think, will probably look to fit either the RS3 or the GM injectors when the car does get remapped - not sure how I would be able to fit the injectors and then drive to the mapping place on the stock map though?

I wonder if there was a way to simply run injector drivers which trigger off the OEM 4 injector signal eg a low pressure rail would have standard top feed injectors which fire at the same time as the OEM injectors meaning that instead of running a 2 stage setup it would work together as a single larger injector. It would of course need custom mapping but will look into this option anyway.

I think the turbos I have on the shelf at the moment are T3 and T4 bolt pattern with a V band downpipe flange, will be running on the stock turbo for a bit though.

The balance shaft runs at twice the engine speed and has a service limit of 14k rpm meaning that balance shaft will max out before the HPFP - what RPM is that other S3 running btw? Planning to keep the RPM on this build fairly stock but will look to uprate to a lighter valvetrain possibly with solid lifters.

 

[S3Alex]

OK...best person to ask re RS3 injector fitting would be either Rick@Unicorn,or Andy at Storm.

Forget the way the balance shaft is driven.....the HPFP runs directly off the inlet cam,at a rate of 3:1,so even if the balance shaft is limited to 14k,the HPFP would be at 21k cycles/min by then.
To be fair,no engine on the road is going to run flat out all of the time,and much of the running is going to be well below even 6k rpm.

I think what my guys were pointing out is that it's a fairly small component,run under a lot of stress,and we already know the follower is a potential failure point,as is raising the rail pressure to drive injectors beyond their OEM flow rates,which in turn loads the HPFP and follower more.

I personally think that up to around 500bhp,RS3 injectors are the way to go,and for much above that,an 8 injector system,keeping the stock injectors up to around 360-380bhp,and bringing the port injectors in above that.
This keeps everything running within safe limits,and allows increased power.

Supertech valves and springs seem to be the current choice of people like Tim at Race Developments,who built and modified the head on mine.
The stock head design is pretty good,and would get you to 500bhp without any work,but into the 600s you would need his sort of expertise.

Getting the right turbo design for this engine is critical in terms of power and delivery......my GTX3582 wasn't really interested below 4k rpm,and has gone back for a lot of work including an HTA compressor wheel,and that,plus the head work should broaden the power band a lot,according to what they've seen on a similar engine to mine.

AFAIK,the other S3 runs the same rpm limit as mine,i.e.7k rpm soft limit,although Race Developments have said the head is now safe to at least 8k.

 

[m1tch]

OK...best person to ask re RS3 injector fitting would be either Rick@Unicorn,or Andy at Storm.

Forget the way the balance shaft is driven.....the HPFP runs directly off the inlet cam,at a rate of 3:1,so even if the balance shaft is limited to 14k,the HPFP would be at 21k cycles/min by then.
To be fair,no engine on the road is going to run flat out all of the time,and much of the running is going to be well below even 6k rpm.

I think what my guys were pointing out is that it's a fairly small component,run under a lot of stress,and we already know the follower is a potential failure point,as is raising the rail pressure to drive injectors beyond their OEM flow rates,which in turn loads the HPFP and follower more.

I personally think that up to around 500bhp,RS3 injectors are the way to go,and for much above that,an 8 injector system,keeping the stock injectors up to around 360-380bhp,and bringing the port injectors in above that.
This keeps everything running within safe limits,and allows increased power.

Supertech valves and springs seem to be the current choice of people like Tim at Race Developments,who built and modified the head on mine.
The stock head design is pretty good,and would get you to 500bhp without any work,but into the 600s you would need his sort of expertise.

Getting the right turbo design for this engine is critical in terms of power and delivery......my GTX3582 wasn't really interested below 4k rpm,and has gone back for a lot of work including an HTA compressor wheel,and that,plus the head work should broaden the power band a lot,according to what they've seen on a similar engine to mine.

AFAIK,the other S3 runs the same rpm limit as mine,i.e.7k rpm soft limit,although Race Developments have said the head is now safe to at least 8k.

I wonder if anyone has made a larger piston to be dropped into the stock HPFP, I know the uprated ones are something like just over 9mm, might be able to machine something slightly larger to try out to give additional fueling at lower RPMs.

Will look into the RS3 injectors, 8 injector setup would be ideal though, seems odd that there aren't any larger DI injectors on the market, I guess its due to the very high pressures vs the top/side feed port injectors.

I will be looking to upgrade the head to lighter components to stop valve float at higher RPMs and also ensure that the piston/valve clearance is maintained - will need to uprate the springs anyway due to the higher boost levels pushing down on the top of the springs. Will be looking to at least fit better springs, retainers and valve spring seats.

I am planning on buying a complete spare engine so I have spare parts of everything which will allow me to mod parts but still have an original part if there are issues, will be looking to do a bit of head porting myself although as you said its a fairly good head. I don't want to enlarge the ports as I want to keep the intake charge velocity, might look to smooth down the OEM valve guides and have backcut valves to maximise the flow. Not too concerned about the head that much as the intake charge will be forced in, just need to make sure that everything is tidy with no casting marks and gasket match to the intake manifold.

 

[S3Alex]

I wonder if anyone has made a larger piston to be dropped into the stock HPFP, I know the uprated ones are something like just over 9mm, might be able to machine something slightly larger to try out to give additional fueling at lower RPMs.

Will look into the RS3 injectors, 8 injector setup would be ideal though, seems odd that there aren't any larger DI injectors on the market, I guess its due to the very high pressures vs the top/side feed port injectors.

I will be looking to upgrade the head to lighter components to stop valve float at higher RPMs and also ensure that the piston/valve clearance is maintained - will need to uprate the springs anyway due to the higher boost levels pushing down on the top of the springs. Will be looking to at least fit better springs, retainers and valve spring seats.

I am planning on buying a complete spare engine so I have spare parts of everything which will allow me to mod parts but still have an original part if there are issues, will be looking to do a bit of head porting myself although as you said its a fairly good head. I don't want to enlarge the ports as I want to keep the intake charge velocity, might look to smooth down the OEM valve guides and have backcut valves to maximise the flow. Not too concerned about the head that much as the intake charge will be forced in, just need to make sure that everything is tidy with no casting marks and gasket match to the intake manifold.

The Supertech set is as good as there is.....I had Ferrea previously but was told now that the lead time is high and QC on the Supertech gear is excellent.

IE sell complete sets of springs and titanium retainers etc.

The head is good,but....
What you're saying makes sense up to a point,but you should perhaps speak to Andy at Storm for some advice as that statement about forcing the charge in,is only correct until the point where turbulent flow occurs,and that's when you need some of Race Developments' magic.