Bankruptsy or divorce...maybe both.
I'll just tell her its S3Alex's fault... Thats at least in part true. You cant read your build thread without being inspired.
S. Yes your right, 257.17g/s. 157 would have been depressing...you can try different settings now as you're now on the safe side. rs4 valve helps to get rid of the flat spot at 5k revs.
also did you mean that your flow is 257,17 instead of 157,17?
Thanks S3_Mat, I only ever run Tesco 99, Vpower or BP Ultimate, on the odd occasion I've had to put regular 95 in I keep my SPS in the glove box and have my third setting for it so I can just swap it over.F7 to F8 is actually going leaner.. just so you are aware.. F0 is stock F1 is rich F9 is lean (use 9 for 99RON)
My Revo settings are B9 T5 F9 I use Vpower
I knew I needed the TTE in my life, superb, such a power and torque hike. Torque builds very quickly and unlike the standard K04 doesnt drop off, midrange is huge by comparision and pulls really strong to the redline. The delivery feels smoother than stage 2+ (less peaky if you like) maybe as I'm only running standard levels of boost (1.35bar), spool is OEM I guess due to my particular TTE having the lightened turbines and exhaust port matching. Turbo whistle has actually reduced despite the silencer delete.
TTS managed to adjust the settings just right I think, logging does show the next weekness however which is the low pressure fuel pump which is running at 91% duty in the worst case. Next on the list for upgrade.
No idea on power as yet but will be running her on a dyno before Audi Driver in October I hope.
So it would appear you can run a TTE420 with decent results on revo software...who'd have thought. I will have to caveat this however as I appreciate that I could perhaps get more from it with a custom map. We'll see after she goes on the dyno... Watch this space.
I have fitted The TTRS LPFP in my car witout changing the AUX pump with luck in my pre-facelift S3 with BHZ engine. only need to change over the small piping line with correct connection that connects to AUX pump fom the old pump to the new TTRS pump. Also one great solution with TTRS LPFP with stock conroller and not get overhating issu is to use a PM3 pump amplifier from http://torqbyte.com/products/torqbyte-pm3, they have now made a plug and play adaper so wery easy to mount. strongely recomend this solution. no need to alter pump duty cycle in map with this.
Forgive my ignorance, but how can "decent custom mapping" get around the hardware limitations of the factory J538 PWM controller being unable to power a heavy electrical load that is the TTRS pump?
I suppose you could lower the requested pressure so that the pump is driven at a lower duty cycle which will result in less current being supplied by the J538 controller and so prevent it from damage, but then you aren't really using your TTRS pump at its maximum potential which begs the question of what was the point of getting this pump in first place?
Also, the only other proper way to power a TTRS pump is with a TTRS J538 Fuel Pump Module Part No. 8J0-906-071-A, which sells for $438 (https://www.ecstuning.com/ES2213697/) and is definitely not plug and play.
I'm also looking the USP Hobb's switch solution as many people have successfully used it, but one issue that keeps bothering me is that, in mind, that approach takes away the ECU's control of the system pressure. As I understand it, the VAG low pressure system is a closed-loop control system, which means that the ECU is constantly adjusting the pump duty to servo the fuel pressure around some pressure setpoint that is requested in the ECU tune. If, at some point, a second pump turns on and suddenly raises the system pressure, isn't the ECU going to panic and actually lower the duty of the OEM pump as it's frantically trying to compensate for an increase in pressure it doesn't "feel" should be happening?