My FMIC is now fitted and fully operational.

Does it make a difference? Just a little bit

Took some inlet temps during and after a thrash.

Before: Outside temp 19c, inlet temp, between 48 and 60 :(

After: Outside temp 22c, inlet temp, between 20 and 25

Pressure loss, well boost pressure has now dropped from 1.45 bar down to just over 1.3 bar, so not a lot in it. Doesn't look like I need to increase the vent size in the bumper (yet). The pipe into the intercooler feel like holding a mug or fresshly made tea with milk in, the outlet feels like a jar taken from the fridge (thats how it was described by a friend of mine last night).

Am I happy? Like a dog with 2......

Oh and my water spray/injection controller and nozzles arrived yesterday as well. I'll fit that next week just to lower those temps even more. I'll keep you posted.

Unfortunately my 335mm front discs with APs have been delayed 'til next Friday (possibly something to do with me wanting to upgrade to 308mm rears )

not bad for an old bloke....

now get nos, new gearbox and a big turbo...

piccies please.......

(or is it still top secret?)

oooohhh ssshhhhhhhh! dont tell anyone... its a secret...

I'll take some later.

nice one jon, sounds awesome!

all that work and you still won't be as fast as my rapid jon

Nope, it'll be faster

Yours may be quicker though

Jon,

You will surely need a re-remap now the FMIC is operational to opitmise the timing for the lower inlet temps. In the mean time have you been able to quantify the performance gains in seconds?

Cheers

Chris

I would deffo advise that Jon went back for a tweek of his map.

The FMIC gave us greater gains than we'd even hoped for, so there should be the opportunity to run quite a few extra degrees of advance and still save a hefty safety margin too

Disco - I'm sure there's logic in there but not sure I see how charge temp being lower allows more degrees of advance? Does the charge temperature make such a difference to detonation?

Jon - how did you measure the inlet temp? Do you have a gauge on it or is that one of the things on the climatronic diagnostics? Was that stationary or moving?

Put simply, a higher air temp allows the fuel to burn more quickly and thus needs less advance to avoid pre-detonation.

A 30' reduction in charge temps could be worth about 3/4 degrees of advance and approx 25-30lb/ft of torque

TaviaRS,

You notice a boost drop after the FMIC installation.

In which sideof the FMIC the boost sensor was installed?

Is it worthing to install it in the cold FMIC side?

Originally posted by TaviaRS in this post

Nope, it'll be faster

Yours may be quicker though

do you have 500 horses under the bonnet then ?

Thats why yours will be quicker

Whats yours geared to in 5th?

Question for you , 2 fans behind the rad, 1 little & 1 large. What are they (assume 1 cooling and 1 a/c) which is which or are they dual purpose? Had a problem this weekend that the large one packed up :( Damned cunning ecu though, if water temp goes over 100 it starts backing off the boost (if you keep it planted it will eventually deny you all boost, oh, and trigger the knock sensors).

Inlet temps are measured from the sensor on the cold side anyway. Measured with VAG-COM, I'll have a look and get the block number later (not near the car at the moment) and I've got a couple of piccies but can't upload until this evening.

hurry up man..... we all want to see it...

:p

Originally posted by Disco@Impreziv in this post

Put simply, a higher air temp allows the fuel to burn more quickly and thus needs less advance to avoid pre-detonation.

A 30' reduction in charge temps could be worth about 3/4 degrees of advance and approx 25-30lb/ft of torque

Disco - doesn't this contradict itself - did you mean lower air temp?

Originally posted by ncarring in this post

Disco - doesn't this contradict itself - did you mean lower air temp?

Doesn't sound right to me, either.

I thought it was a bad thing for the fuel to burn too quickly or at too high a temperature - that's why some engines (don't know if the 1.8t is one) recirculate a few percent of exhaust gas into the charge to dilute it and reduce flame temperatures.

it is bad for it to burn too quick hence why high air temp is bad.. and lower is better.. or am i reading this all wrong?

Ok, I think the way I wrote that didn't help.

Lower temps are better, due to slower burning fuel, this means you can increase ignition advance and create more power from the same level of boost (assumong its fueled properly)

Once the temps rise the quicker burning fuel means that ignition needs to be retarded slightly to avoid pre-detonation.

Hence why reducing charge temps can allow you to safely run more ignition advance.

Hi Disco,

It's me (ian_sadler) LOL

On Jons FMIC are the inlet & outlet pipe diameters the same?

I was talking to the guy at G-force in Aylesbury and the do an HKS FMIC for the scoob but one side, the out of IC IIRC, is slightly smaller in dia. to give more engine intake pressure.

In case you haven't heard I've had me scoob nicked

Ian,

Yep they are both the same. Did debate going for 2.25 in and 2 out, but decide that it wasn't worth the hassle with having to use more reducers (the inlet and outlet on the core are 2.5) all the other pipes are 2.25.

2 Comments:

1) The Stock piping is like 2.36" inlet and outlet. The ideal for a core is to have 2.36" inlet and a 25% larger outlet (expanding air gets cooler).

2) Your pressure drop is HUUUGE. Losing .15 bar is huge in my opinion. Especially since this pressure loss increases exponentially with additional power. You have cool air, but you're losing tons with that restrictive or long air path.

I'm running a 19.6x6.x3 FMIC that flows air through the short side (6 inches) and I have no pressure loss, even when pushing 20psi (1.4 bar) at redline. My inlet is 2" and the outlet is 2.5". The reason why I had no pressure gain compared to the stock IC was because of the 2" piping that was required for the FMIC to fit and not have to modify the bumper. Temps are inline with his, although at redline they can go up to 40C (down from 90C) under extended workouts.

[EDIT] Regarding the temp and ignition advance, it's thermodynamics. The larger the change in temp between in and out of any engine, the more efficient it is. The exploding air is much less dense so it travels quicker -> the reaction happens quicker -> can advance timing more. There's also another factor which is actually more important. Cooler air is denser air which has more oxygen and can therefore burn more fuel -> more HP.

Speedy G