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Sparkly's Racing Barge 1.8tsi 4x4


Sparkly

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Something like the 3" APR downpipe mated to the K04 Jabo? ;)

Thanks for the response, very informative. I know we have talked about that Motul 5w50 oil before and it sure looks good. Certainly something I will consider when the engine work is completed.

 

What is past the turbo is only fractionally important to what is between exhaust ports and the turbine inlet. This is precisely where most of the power resides or to put it in differently this where the engines are the most limited, mostly due to mass production cost constraints and space limits.

 

If you look at the ground breaking Merc F1 engine they are using, wait for it, log style design of the exhaust manifold LOL. It can be done and they did it because they employed a mahoosive turbo which needed exhaust feeding it with the smallest possible lag also the shortest mani runners. They can afford it since electric motor spools the turbo up and there is no lag. With our motors it is much more important to have a very well breathing engine with optimal combustion characteristics (no excessive scavenging bordering on exhaust gas pollution) than min exhaust gas lag and we are not so restricted by the packaging as F1 is :)

 

I would not go too wide past the turbo as this does lower the back pressure but most tuners found that narrower pipes maintaining higher post turbo exhaust gas velocities allow for better pressures balance as well as promoting quicker gas evacuation.

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What mileage was on those plugs out of interest?

I haven't had the car from new but assuming the previous owner didn't do an early change 50,000 miles.

Jabo thanks again for the info, I will now go do some reading so as I understand all of that :D

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£4.00 spent on ebay for a ELM327 Bluetooth ODB adapter.

 

Paired very well with Torque App on my Samsung Galaxy Tab.

 

If I can pick up a cheap dash holder for the Tab I basically have a Nissan GTR with lots of legroom :)  :no:

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I am looking forward to seeing this done Sparkly.

 

Got to be tempting to go the 2.0 route though while you are in the process.

What's involved in converting to 2.0 litre?

 

The bore is the same so new crank & conrods?

 

DC

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Apparently the 2.0 and 1.8 tsi use the same block, but one has reduced capacity.

If that's true it might be an easier capacity increase than people expect.

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I.e. a stroker kit

This, my understanding is the capacity difference comes from the engine stroke as opposed to cylinder bore.

So if you were considering forged con rods and pistons you could potentially put in 2.0tsi ea888 forged internals giving a 2000cc engine.

I am still researching this, looking at trying to find out what else differs. I have discoved the IHI K03 turbo on a golf gti/vrs is slightly different to the one on the 1.8tsi cars. As for differences in the head etc, no news.

Googling 1.8 tsi stroker kit brings up some interesting results.

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I'd also expect cams to be different - longer durations and steeper since in the same crank rotation angle due to longer stroke more distance piston covers.

 

Getting off the shelf part would be cheaper but having a custom cams made would give the motor real teeth, but not too much as you need to drive on a daily basis. Race cams are unusable for road driving as they only work within a very narrow rpm band. Specialist will be able to advicse accordingly should chose to folthis line of development.

 

In general I think 2.0 conversion should be a relatively straight forward one really.

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Looks like the Audi 1.8tsi is slightly superior to the Skoda version

http://www.autozine.org/Archive/Audi/new/A3_2012.html

How did you come to that conclusion out of interest? 2nd generation 1.8TSi's were made in the same factory with the same internal components for any marque at the time afaik. 3rd gen EA888 1.8's are the same also  :)

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How did you come to that conclusion out of interest? 2nd generation 1.8TSi's were made in the same factory with the same internal components for any marque at the time afaik. 3rd gen EA888 1.8's are the same also   :)

 

Probably lack of knowledge on the subject matter :) so please dont bite my head off if I am wrong, all input is greatly appreciated, I have been reading about the various valve timing and lift systems on the Audi engines, it looks like the 180bhp longitudinal variant of the engine has more technology applied in this area.

 

http://forums.vwvortex.com/showthread.php?3908133

 

http://www.vaglinks.com/vaglinks_com/Docs/SSP/VWUSA.COM_SSP_436_2.0L_TFSI.pdf

 

However it looks like as you say all the transverse versions of the same age as my MY11 Superb are exactly the same and none get the audi valve lift 2.0 tsi included.

 

Sorry if I typed before my brain had caught up on the matter.  It now looks more like valve lift technology is where they have made the improvements on the new iterations of the 1.8tsi which is where the additional 20bhp referenced in the link above comes from.  But again I could be wrong.

 

Stands to reason when the new Golf with the gen 3 maps straight to 250bhp+ at stage 1

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No need to apologise! And in terms of the longitudinal engine Im sure you are right on that anyway. In terms of the A3, TT, Octy, Superb, Yeti, Leon etc all the same 1.8TSi transverse are the same - except for outputs. Hardware wise they are identical. The new EA888 1.8TSi is some way ahead in terms of ability imo. Ive driven it in the Leon over some mileage and its fantastic. In terms of mapping the gen. 3 EA888 - yes, 60+ps and 90+ ib/ft sounds incredible.

 

The gen 2 1.8tsi is massively pulled back imo. Its limited due to the dry dsg box it comes paired with from the factory. A shame as most manual 1.8TSi owners aren't seeing half the performance ability of the engines capability!

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DQ200 a.k.a. dry 7-speed DSG box as mated to 1.4 twinchargers is taking 400bhp from those engines with uprated clutch packs. Those skilful Greeks run 300bhp twinchargers as daily drivers with no problems. Even Gen2 1.8TSi should be able to beat this :)

 

I did my reading about AVS in that SSP pdf. What it is they are doing in reality is nothing new and has been done for ages. The simply do it in a very complicated and round about way. What AVS achieves is a tighter control on of exhaust gases by controlling scavenging and back flow using valve timing. This had however always  been done with a correct exhaust design where pressure and sonic waves rebounds as well as pulsing was sued to first of all help evacuate exhaust gases quicker, use one cylinder exhaust pulse to help another with exhaust gas evacuation and then control back flow and charge loses with correct flange design, exhaust runners diameter and length.

Due to packaging restrictions and mostly environmental issues this is no longer possible really so they went AVS.

This system has a great tuning potential since effectively you cn be running and switching between two cam shafts depending on the load. In real world it means a car with low emissions and perfect everyday driveability but when you stomp on it it would switch to the Big Daddy Lobes and turn it into a rocket ship. Cam switching being controlled by ECU gives more potential for ECU tuning. Reprofiled camshaft with exhaust designed to take the top end (since lower end performance or everyday driving is dealt with by AVS) and you are laughing. 500bhp with 60mpgs or more lol.

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Two lovely new Vredestein Ultrac Sessanta's fitted, an utter steal atjust over £50 a corner. So that says goodbye to the nasty event budgets thanks to a nail spotted during the 'Perbs MOT. Have shifted the Nankang NS2 tyres to the rear but they are close to the limit, for the relatively low cost of the Sessanta's I will change those soon too.

The rim protection on the Sessanta's is really smart, protrudes loads past the face of the alloy. The tread design is pretty funky too with nice big blocks at the edges although the osf wheel looks like the tread is going backwards with the odd assymetric nature :)

Buying a premium tyre at budget price and fitting at £10 a corner feels like winning to me.

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That was supposed to be my next tyre but decided to go and try khumos.For that price Vredesteins are a no brainer, if  I had some free cash I'd have bought four on the spot right now!

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That was supposed to be my next tyre but decided to go and try khumos.For that price Vredesteins are a no brainer, if  I had some free cash I'd have bought four on the spot right now!

They seem quite stable at about £55-60, Tyre Leader also has Vredestein Sessanta and Vorti's at this pricing. I've never seen them so cheap. They were a £100 a corner when I last looked at options in 205/40/17 for the Fabia.

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  • 2 weeks later...

Had a really really ****ty week, so I figure I'm allowed to do something to cheer myself up.

H&R Lowering Springs ordered from German eBay, the euro exchange makes purchases from the continent pretty economical. £130 delivered.

My lovely wife hated the harsh ride in the Fabia vRS so if they turn out to be too firm, someone may get a bargain, place dibs now.

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Springs just delivered, belting service from German ebay seller.

Ordered Monday arrive Thursday and a good price.

Expect to be fitting on Saturday.

The stack is growing

AE2E9259-D276-45E4-9E0E-36926305ECEB_zps

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Bit of researching and a company called Ultra Racing offer a full set of chassis stiffening braces for the 3T Superbs, one under bonnet brace and two underneath the car tying the front and rear components together.

Interestingly they are from Malaysia But have a UK distributor.

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