2 minutes ago, newbie69 said:

Slightly off-topic probably but with such major modifications in power and brakes, may I ask if there are any plans to also upgrade the 3rd fundamental element that will complete the package, the suspension?

Now I don't disagree that for straight line performance and daily driving it is not necessary (if that's all you're after), but with that sort of transformation done already I think a good suspension to match would not only perfectly complete the project, but would allow you to benefit from and appreciate the other mods to a much greater extent, plus it's probably definitely the smallest of costs even for a DCC compatible solution like just B6 shocks (better than OEM but not too harsh) or the full cream B16 Damptronic (firmer setup, but still manageable in Comfort).

And of-course I'm not looking for someone to test-drive these suspension mods for me, not at all... 

 

Yes, it's true, suspensions should be upgraded. But there are two main reasons why I haven't done it yet:

1) i have a quote for this KW kit: https://www.kwsuspensions.net/productfinder/_/58/DDC/39010049 and even with a good discount i cannot spend this money for now. (I have to keep a low profile if I don't want to be kicked out of my house)

2) I would really appreciate if someone else upgraded the standard DCC suspension and then tells me how the car feels 

 

Aside from the jokes for now I use the car in this way, later I will evaluate.

 

 

 

52 minutes ago, Roscio said:

 

Yes, it's true, suspensions should be upgraded. But there are two main reasons why I haven't done it yet:

1) i have a quote for this KW kit: https://www.kwsuspensions.net/productfinder/_/58/DDC/39010049 and even with a good discount i cannot spend this money for now. (I have to keep a low profile if I don't want to be kicked out of my house)

2) I would really appreciate if someone else upgraded the standard DCC suspension and then tells me how the car feels 

 

Aside from the jokes for now I use the car in this way, later I will evaluate.

 

That's beyond overkill imo. Wireless adjustment via special phone application? But the DCC mode on the car does the same with an even faster click. Individual rebound and damping adjustment? Sure, on a corner balanced track car which competes in time attack and needs to fine tune those individual settings for every different racetrack or conditions. Definitely not something that any publicly driven road car with a good suspension setup worry about. For 2.5K and above I'd only go with Ohlins.

These are all we should ever need (and even above that probably) on this car, even if doing light track use, both DCC compatible so we can still have the family in without complaining, but with a far superior handling when selecting Sports mode according to Golf reviews:

https://www.bilstein.com/int/en/blog/new-parts-vehicles-models-mqb-platform/

B6 is more of an OEM+++ option, ideal for daily drivers that are also being driven fast, without the need of lowering. This brings big improvements on Golf GTIs according to their owners, imagine how much more noticeable it will be on a Superb.
Cost is around 1000EUR. ( I am really favoring this as my next setup after the reviews I've read, ticks all the boxes)

 

B16 Damptronic is a serious sports coilover with damping adjustment and 30-50mm drop. I would only get that if I planned on tracking the car regularly, according to Golf R owners the ride on Normal and Sport is much firmer, and Comfort must be selected for daily use. 
Cost is closer to 2000EUR (still nowhere near the KW's price of 2800)

I just can't imagine anyone, with a Superb, doing a more demanding use than those two (or similar) options could successfully meet. To provide some reference, the B16 is considered a serious upgrade even for proper sports cars like BMW M cars and Porsches. I doubt we would have higher requirements than those.

I realize this may have come out as "light rant" against the KW but I don't have anything against it. If someone knows that they require all those extra features from their coilovers it's fine with me. What I was really against was generally speaking "recommendations" from "experts" (even professionals sometimes) that are flat out wrong for individuals with daily cars. In the majority of cases, people just want less floatyness, more control and crispier response which could be achieved by a correctly selected shock or shock+spring combo for their car. Instead they end up with annoying firm and expensive coilovers, with a number of adjustability options and extra maintenance headaches that they just don't need for their use.

Pfff, that was long in the end 
 

Edited 26 May, 20206 yr by newbie69

1 hour ago, newbie69 said:

These are all we should ever need (and even above that probably) on this car, even if doing light track use, both DCC compatible so we can still have the family in without complaining, but with a far superior handling when selecting Sports mode according to Golf reviews:

https://www.bilstein.com/int/en/blog/new-parts-vehicles-models-mqb-platform/

B6 is more of an OEM+++ option, ideal for daily drivers that are also being driven fast, without the need of lowering. This brings big improvements on Golf GTIs according to their owners, imagine how much more noticeable it will be on a Superb.
Cost is around 1000EUR. ( I am really favoring this as my next setup after the reviews I've read, ticks all the boxes)

 

B16 Damptronic is a serious sports coilover with damping adjustment and 30-50mm drop. I would only get that if I planned on tracking the car regularly, according to Golf R owners the ride on Normal and Sport is much firmer, and Comfort must be selected for daily use. 
Cost is closer to 2000EUR (still nowhere near the KW's price of 2800)

I just can't imagine anyone, with a Superb, doing a more demanding use than those two (or similar) options could successfully meet. To provide some reference, the B16 is considered a serious upgrade even for proper sports cars like BMW M cars and Porsches. I doubt we would have higher requirements than those.

 

I really appreciate your advice, these infos are interesting!
The B16 price is comparable to the discounted price of KW. But based on what you have described, I think B6 perhaps is the best solution for me, I will definitely consider it when the time comes!

The stage3 map has been completed... resulting in 489 ps, more than 470-480 I asked for! And 541 nm of torque.

Stock fuel injection, stock low pressure fuel pump. LPFP works at about 70% in this setup, injectors works 100%.

For now i've driven only 50 km, I have not yet had the opportunity to test it well...but I can say that the car now has two faces: a normal one, and a funny one that starts at 3.700 rpm ! 

 

 

 

 

 

Very impressive and compared to my weedy 363PS at 5,900rpm and 514nm at 2,600rpm yours has a completely different character when it wakes up.😅

Great  work! Finally you can enjoy the benefits from all that hardware you had sitting there for some time, I really admire you for that I have to say, I would have gone mad having a down-pipe and turbo sitting in my garage for months!  

From your numbers but even more from the graph, it's obvious there's more for the turbo to give, but I understand you want to go bit by bit and confirm fueling is up to the job first  

Apart from peak figures, does your tuner think it would be possible to advance spooling a bit earlier than 4K rpm with further optimization or is it down to this particular turbo's characteristics?

We need Dragy data!!! 



 

Edited 27 May, 20206 yr by newbie69

Having these toys and not being able to use them for months was frustrating, but the reward was above expectations.

I really thought that with the stock injection system I wouldn't get more than 430-440 hp so I imagined having to continue studying to add MPI right away, just to get 470-480 that I wanted. But 490 is a great result for me, although I am aware that the injectors are at their limit. When the time comes, or when the injectors will break, I'm going to add the indirect injection anyway. Maybe in the meantime APR or someone else will have commercialized a plug-in system for our DNU engines!

 

About the late turbo spool, there is not much that can be done unfortunately. It's the physics of big turbos.

Now I understand what people say about going stage 3 from a stage 2, when they say it's somewhat frustrating. Because with a stageII you have max benefits from the IS38: low spool and the car is always ready. It's like on and off no matter your rpms.

With a big turbo you'll get very low torque under 3.000 rpm, I would say worst than stock (with stock ecu). The power comes all at once at 3.700-3.800 rpm. And it continues to push ever more strongly up to 7.000 rpm. It's like drive with all or nothing.

 

Dragy data will obviously be shared, for the moment I want all the components to fit well, I am convinced that after traveling 5-600 km the car is perhaps even faster!

1 hour ago, Roscio said:

Having these toys and not being able to use them for months was frustrating, but the reward was above expectations.

I really thought that with the stock injection system I wouldn't get more than 430-440 hp so I imagined having to continue studying to add MPI right away, just to get 470-480 that I wanted. But 490 is a great result for me, although I am aware that the injectors are at their limit. When the time comes, or when the injectors will break, I'm going to add the indirect injection anyway. Maybe in the meantime APR or someone else will have commercialized a plug-in system for our DNU engines!

 

About the late turbo spool, there is not much that can be done unfortunately. It's the physics of big turbos.

Now I understand what people say about going stage 3 from a stage 2, when they say it's somewhat frustrating. Because with a stageII you have max benefits from the IS38: low spool and the car is always ready. It's like on and off no matter your rpms.

With a big turbo you'll get very low torque under 3.000 rpm, I would say worst than stock (with stock ecu). The power comes all at once at 3.700-3.800 rpm. And it continues to push ever more strongly up to 7.000 rpm. It's like drive with all or nothing.

 

Dragy data will obviously be shared, for the moment I want all the components to fit well, I am convinced that after traveling 5-600 km the car is perhaps even faster!

I'm sure it's great power wise   I wouldn't feel too comfortable myself going much above 500-520bhp, you have to worry about more stuff after that point and none of them is cheap.

I know exactly what you mean with the BT spool, when I asked about the turbocharger choice some days before that was what I really meant and if you deliberately went for a turbo with more potential but a later spool as is the case with the TTE535. The good thing with the MQB platform is that there are so many choices depending on how you drive the car and what you expect to get out of your BT setup.  For example, some of the LM series turbos which I've been eyeing up for some time now, max out lower than a TTE535 (480-500max) but spool a bit earlier (between 3000-3500rpm). Not the best for absolute performance and times probably but closer to stock and accessible more easily on a daily drive. On the other hand, the more sudden switch to full torque and the continuous build of power till the limiter is an event on its own so basically there is no right and wrong here, just how everyone likes their car to drive!

Looking forward to more findings and experiences as everything settles in and you re-learn your "new" car 


 

10 hours ago, Roscio said:

Having these toys and not being able to use them for months was frustrating, but the reward was above expectations.

I really thought that with the stock injection system I wouldn't get more than 430-440 hp so I imagined having to continue studying to add MPI right away, just to get 470-480 that I wanted. But 490 is a great result for me, although I am aware that the injectors are at their limit. When the time comes, or when the injectors will break, I'm going to add the indirect injection anyway. Maybe in the meantime APR or someone else will have commercialized a plug-in system for our DNU engines!

 

About the late turbo spool, there is not much that can be done unfortunately. It's the physics of big turbos.

Now I understand what people say about going stage 3 from a stage 2, when they say it's somewhat frustrating. Because with a stageII you have max benefits from the IS38: low spool and the car is always ready. It's like on and off no matter your rpms.

With a big turbo you'll get very low torque under 3.000 rpm, I would say worst than stock (with stock ecu). The power comes all at once at 3.700-3.800 rpm. And it continues to push ever more strongly up to 7.000 rpm. It's like drive with all or nothing.

 

Dragy data will obviously be shared, for the moment I want all the components to fit well, I am convinced that after traveling 5-600 km the car is perhaps even faster!

Did you ever consider an upgraded IS38 like REVO’s IS38ETR V2? I also hear that APR’s stage 3+ turbo (Borg Warner EFR7163) has a more ‘usable’ torque curve. 

2 hours ago, ZacDaMan72 said:

Did you ever consider an upgraded IS38 like REVO’s IS38ETR V2? I also hear that APR’s stage 3+ turbo (Borg Warner EFR7163) has a more ‘usable’ torque curve. 

APR's stage EFR3 definitely does not have a more usable curve, neither an earlier spool compared to the TTE535 in Roscio's car. The plateau is at a narrower 4000-5500rpm compared to  Roscio's 4000-6000rpm, and it peaks out below 500bhp (on non-GPF cars). If it wasn't for fueling the TTE535 would be hitting 500-520bhp.





REVO's is an earlier spooler at 3400rpm but it makes a further rise from 4000 to 4600rpm, still not my favorite.




LM500 V2 and LM575 are the ones that look most interesting for my own taste:

54 minutes ago, newbie69 said:

APR's stage EFR3 definitely does not have a more usable curve, neither an earlier spool compared to the TTE535 in Roscio's car. The plateau is at a narrower 4000-5500rpm compared to  Roscio's 4000-6000rpm, and it peaks out below 500bhp (on non-GPF cars). If it wasn't for fueling the TTE535 would be hitting 500-520bhp.

REVO's is an earlier spooler at 3400rpm but it makes a further rise from 4000 to 4600rpm, still not my favorite.

LM500 V2 and LM575 are the ones that look most interesting for my own taste:

Nice.

@ZacDaMan72 I would have gladly bought the whole APR kit. But an APR engineer told me that they still hadn't developed the hardware necessary for my engine. Probably the kit with EFR7163 was fine but regarding the injection system they told me that it would be developed in the future. So I decided to choose the components I preferred. TTE has a good reputation, but I am sure that many others (as well as LaderManufaktur) are equally excellent.

 

1 hour ago, newbie69 said:

LM500 V2 and LM575 are the ones that look most interesting for my own taste

 

LM575 is impressive, enough to destroy a stock EA888 engine . I think LM500 V2 should be the right one, IMHO

 

12 hours ago, newbie69 said:

I wouldn't feel too comfortable myself going much above 500-520bhp, you have to worry about more stuff after that point and none of them is cheap

also improving the injection system I don't want to exceed 500 hp, it's my mental limit to not worry too much about connecting rods and pistons.

 

But speaking of mental limits, I'm a little worried about two words that my tuner told me: high backpressure. There is a little too high backpressure on my almost stock exhaust, and I was told that the central resonator should be removed. I can continue to use it this way, but the turbo may be affected. It's not a question of performance, but only of reliability. But removing the resonator is not an option for me because of the noise.

 

Do you know any manufacturer that produces high flow but still "silent" resonators? What do you raccomend?

 

28 minutes ago, Roscio said:

LM575 is impressive, enough to destroy a stock EA888 engine . I think LM500 V2 should be the right one, IMHO

 

also improving the injection system I don't want to exceed 500 hp, it's my mental limit to not worry too much about connecting rods and pistons.

I also wouldn't be feeling very comfortable to be pushing 550bhp on a stock block, i brought it up more like an impressive example that combines relatively early spool but also high peak numbers.

Also, on our GPF engines and their the fueling limitations I have set the same limit of 500bhp for my goal if I go forward. In that sense the V2 has been my favorite so far, now superseeded by the newer "LM IS38 Track" (dyno below), both cheaper than the 575 which we wouldn't profit from fully anyway.




 

 

28 minutes ago, Roscio said:

But speaking of mental limits, I'm a little worried about two words that my tuner told me: high backpressure. There is a little too high backpressure on my almost stock exhaust, and I was told that the central resonator should be removed. I can continue to use it this way, but the turbo may be affected. It's not a question of performance, but only of reliability. But removing the resonator is not an option for me because of the noise.

 

Do you know any manufacturer that produces high flow but still "silent" resonators? What do you raccomend?

Honestly, I haven't heard from anyone having issues from their centre resonator? that sounds weird. I can understand exhaust gas back-pressure at the downpipe, a friend of mine running a ~530-540bhp Golf R (one of the fastest on stock block running high 6's 100-200) has actually just switched from a Milltek downpipe to a 4" one (can't remember the brand) but that was for lower EGT. Plenty of 500+ cars also on stock resonators without a mention of it ever being an issue and there's several years I've been following the big power setups in this platform so I don't have any suggestion unfortunately.  Has your tuner worked with similar cars (and setups) and did he conclude it was an aspect needing improvement or is it more of a "general consensus" suggestion from other cars? Just curious as I haven't heard it before.

8 hours ago, newbie69 said:

Also, on our GPF engines and their the fueling limitations I have set the same limit of 500bhp for my goal if I go forward.

Wow, it looks like maybe you’ll join the uncrowded stage3 Superb club!

I personally think that you only live once and it’s better to regret doing rather of not doing.

Always with respect for others: A person's freedom ends where another man's freedom begins. 

 

So do it! Now!! 

 

 

To be honest i bought a TTE535 turbo because it can easily manage 520-530 hp (or even more), so pushing 500 or less hp is like keeping it in a safe zone to me. My reasoning was born thinking about the consequences of a stage 2: you take your IS38 and push it to its limits. It may not have problems or it could break, I had read about some broken IS38. So, I thought, if the turbo is the weak link in the chain, I just need to buy a big turbo. But then the weakest link becomes another component, and in the end if I continued in this way I had to change the whole engine!

So I set the limit to 500 hp but in this moment even with 490 hp the injectors are the component with the highest stress.

 

All this reasoning just to say that in my opinion if you want to reach 500 hp you should opt for a slightly more capable turbo to have a little “safety margin”.

But I'm not a mechanic or an engineer, so take my words only as an opinion of a petrolhead!

 

8 hours ago, newbie69 said:

Honestly, I haven't heard from anyone having issues from their centre resonator? that sounds weird. I can understand exhaust gas back-pressure at the downpipe, a friend of mine running a ~530-540bhp Golf R (one of the fastest on stock block running high 6's 100-200) has actually just switched from a Milltek downpipe to a 4" one (can't remember the brand) but that was for lower EGT. Plenty of 500+ cars also on stock resonators without a mention of it ever being an issue and there's several years I've been following the big power setups in this platform so I don't have any suggestion unfortunately.  Has your tuner worked with similar cars (and setups) and did he conclude it was an aspect needing improvement or is it more of a "general consensus" suggestion from other cars? Just curious as I haven't heard it before.

 

The "resonator issue" comes from my tuner who spoke to a TTE engineer (i think for develop my custom map) and he was told that this turbo needs very low backpressure to avoid damage. If it breaks, TTE will likely refuse warranty repair if there's a stock central resonator.

 

I believe TTE simply does its job to claim that the turbo should work in the best possible condition. And of course a straight pipe instead of the stock resonator would help cool the turbo too.

Anyway I will continue to search for a quiet resonator, maybe i’ll find one and give it a try.

If I was 20 years younger and single I would join the stage 3 club but I had to wait for SWMBO to visit Africa in January to get my cheeky remap done such is life sometimes, what they don't know can't hurt them and she's not allowed to drive this one so she has no idea how quick it is after she sampled the stage 2 Vrs245.

7 minutes ago, Roscio said:

Wow, it looks like maybe you’ll join the uncrowded stage3 Superb club!

I personally think that you only live once and it’s better to regret doing rather of not doing.

Always with respect for others: A person's freedom ends where another man's freedom begins. 

 

So do it! Now!! 

Stop it! It won't work! (or so I;d like to believe...)  Anyway I just got hold of some brand new alloys I liked for some time now, and together with everything else I have maxxed out on 2020's tuning budget already 

 

 

22 minutes ago, Roscio said:

To be honest i bought a TTE535 turbo because it can easily manage 520-530 hp (or even more), so pushing 500 or less hp is like keeping it in a safe zone to me. My reasoning was born thinking about the consequences of a stage 2: you take your IS38 and push it to its limits. It may not have problems or it could break, I had read about some broken IS38. So, I thought, if the turbo is the weak link in the chain, I just need to buy a big turbo. But then the weakest link becomes another component, and in the end if I continued in this way I had to change the whole engine!

So I set the limit to 500 hp but in this moment even with 490 hp the injectors are the component with the highest stress.

 

All this reasoning just to say that in my opinion if you want to reach 500 hp you should opt for a slightly more capable turbo to have a little “safety margin”.

But I'm not a mechanic or an engineer, so take my words only as an opinion of a petrolhead!

 

 

The "resonator issue" comes from my tuner who spoke to a TTE engineer (i think for develop my custom map) and he was told that this turbo needs very low backpressure to avoid damage. If it breaks, TTE will likely refuse warranty repair if there's a stock central resonator.

 

I believe TTE simply does its job to claim that the turbo should work in the best possible condition. And of course a straight pipe instead of the stock resonator would help cool the turbo too.

Anyway I will continue to search for a quiet resonator, maybe i’ll find one and give it a try.

The IS38 is generally a well-built turbo. The issue with the ones failing (mostly earlier models on pre-GPF cars, although not enough GPF cars to make a conclusion yet about the newer revision) is the center housing/cartridge. This was/is the weak link in anotherwise strong unit which otherwise did not suffer from other reliability issues.

So the question really is how each tuner creates their bigger turbo. Some tuners simply replaced the turbine wheel and re-used the IS38's CHRA with "re-inforcements". Essentially that could bring you back to square one in terms of reliabilty because exactly what was "re-inforced" and to what extent was difficult to judge. LM quickly identified this and (apart from the bigger wheels of-course) completely replaced the IS38 core with the reputable Mitsubishi TD05 cartridge which has been proven for several years. The turbo housing itself  had no isses that needed adressing so re-using that, the shell essentially, was actually a smart move both from cost and OEM compatibility perspective, nothing wrong there.
I'm saying all that just to explain that,  although it may sound like a good idea to completely get rid of anything of IS38 origin since there were failures, the issue was very specific and you don't really don't need a completely different turbo unit if the weak components have been replaced on the turbo you are going with. In fact it can have several advantages going with one built correctly inside the IS38 housing.

On the resonator aspect, there's a guy in Germany who has tried several different turbos on his Cupra, mostly LM ones but I think a few others too. There has been no mention of a centre resonator needing replacement so I'm led to believe the TTE535 has some particular requirements that call for this. In my eyes this would be a clear inconvenience. I have sworn with blood not to touch anything after the downpipe on any car ever again. A full turbo-back exhaust on one of my past cars was one of the reasons I got fed up with it and sold it in the end. In fact, one of the charms of the gen3 2.0 TSI that made me choose it twice on a new car was exactly that: 500bhp big turbo setups on completely stock exhaust (apart from the downpipe) and this is how I'd like to keep it. I hope you come up with a solution because TTE claiming they won't cover any warranty if you are on stock resonator is kind of annoying. I really can't imagine why their unit is so sensitive to back-pressure from such a remote item in the gas flow.

@Roscio over in America Golf drivers like the Vibrant Ultra Quiet Resonator to go with aftermarket DP's if they find it too loud. Otherwise maybe you should get a full exhaust done with flaps.

22 hours ago, newbie69 said:

Anyway I just got hold of some brand new alloys I liked for some time now

 

Which ones? 19''? Or do we have to wait until you get them mounted? 

 

22 hours ago, newbie69 said:

So the question really is how each tuner creates their bigger turbo. Some tuners simply replaced the turbine wheel and re-used the IS38's CHRA with "re-inforcements". Essentially that could bring you back to square one in terms of reliabilty because exactly what was "re-inforced" and to what extent was difficult to judge. LM quickly identified this and (apart from the bigger wheels of-course) completely replaced the IS38 core with the reputable Mitsubishi TD05 cartridge which has been proven for several years. The turbo housing itself  had no isses that needed adressing so re-using that, the shell essentially, was actually a smart move both from cost and OEM compatibility perspective, nothing wrong there.
I'm saying all that just to explain that,  although it may sound like a good idea to completely get rid of anything of IS38 origin since there were failures, the issue was very specific and you don't really don't need a completely different turbo unit if the weak components have been replaced on the turbo you are going with. In fact it can have several advantages going with one built correctly inside the IS38 housing.

If I had had this information earlier I would have looked at LM more with interest, although I would probably have bought TTE anyway.

 

22 hours ago, newbie69 said:

On the resonator aspect, there's a guy in Germany who has tried several different turbos on his Cupra, mostly LM ones but I think a few others too. There has been no mention of a centre resonator needing replacement so I'm led to believe the TTE535 has some particular requirements that call for this. In my eyes this would be a clear inconvenience. I have sworn with blood not to touch anything after the downpipe on any car ever again. A full turbo-back exhaust on one of my past cars was one of the reasons I got fed up with it and sold it in the end. In fact, one of the charms of the gen3 2.0 TSI that made me choose it twice on a new car was exactly that: 500bhp big turbo setups on completely stock exhaust (apart from the downpipe) and this is how I'd like to keep it. I hope you come up with a solution because TTE claiming they won't cover any warranty if you are on stock resonator is kind of annoying. I really can't imagine why their unit is so sensitive to back-pressure from such a remote item in the gas flow.

 

Today I directly asked Simon Sharp (TTE) and about having a OEM catback I was told that "I’ve not tested the Skoda system but others have reported it’s not recommended at stage 3 power levels.  We found that the GOLF 7R back box wasn’t so good but I fear yours is far worse."

So I'm more worried than before, even if I expected such an answer.

@ZacDaMan72 thanks for advice, honestly it was google's first result looking for "quiet resonators" and I immediately contacted them. These days Aaron of Vibrant Performance has been very kind and helpful in giving me a lot of information about the resonators in general and what could be done in my car. Now i've to check if there's room for this 3'' muffler to replace OEM resonator, and if so I will try. If it will not work (too loud) I will immediately put OEM resonator back on...

2 hours ago, Roscio said:

 

Which ones? 19''? Or do we have to wait until you get them mounted? 

 

If I had had this information earlier I would have looked at LM more with interest, although I would probably have bought TTE anyway.

 

 

Today I directly asked Simon Sharp (TTE) and about having a OEM catback I was told that "I’ve not tested the Skoda system but others have reported it’s not recommended at stage 3 power levels.  We found that the GOLF 7R back box wasn’t so good but I fear yours is far worse."

So I'm more worried than before, even if I expected such an answer.

@ZacDaMan72 thanks for advice, honestly it was google's first result looking for "quiet resonators" and I immediately contacted them. These days Aaron of Vibrant Performance has been very kind and helpful in giving me a lot of information about the resonators in general and what could be done in my car. Now i've to check if there's room for this 3'' muffler to replace OEM resonator, and if so I will try. If it will not work (too loud) I will immediately put OEM resonator back on...

I'll post some pics in the pic thread after I do some cleaning (not to hijack this thread) but they are Ispiri FFP2 in Corsa Black, 19" and already thinking I should have gone for 20", this damn car makes wheels disappear so easily... Fat tire profile doesn't help either, I'm going with Eibachs most certainly to correct the gap now.

There is little information on big turbos for these cars outside of the big Golf forums and FB groups, and even less here, as they have a much larger and worldwide customer base compared to say a Superb. My knowledge about them was acquired when I run my GTI Clubsport (same engine, pre-GPF) from 2016 to 2019 and I was more active tuning-wise. But TTE is a good company anyway.

I'll ask around some BT owners about this and post back If I find osmething useful, I'm really intrigued now that TTE themselves are stating it's something that needs action to be taken.

Edited 29 May, 20206 yr by newbie69

11 hours ago, newbie69 said:

I'll post some pics in the pic thread after I do some cleaning (not to hijack this thread) but they are Ispiri FFP2 in Corsa Black, 19" and already thinking I should have gone for 20"

 

it's all relevant in this thread, and these light rims are truly eye-catching! How much do they weigh? I guess you opted for 19x8.5 (or 19x9)?

 

Yesterday, while cruising on the highway, I noticed that the power indicator was reaching 110kW before its half bar. From that moment I realized that power indicator has also been updated 

 

 

 

And just to say my own on consumption too, I have to say that I am amazed!  Indeed, I am almost convinced that in the right conditions it can also make the same consumption as previous stage1...

 

13 minutes ago, Roscio said:

 

it's all relevant in this thread, and these light rims are truly eye-catching! How much do they weigh? I guess you opted for 19x8.5 (or 19x9)?

 

Yesterday, while cruising on the highway, I noticed that the power indicator was reaching 110kW before its half bar. From that moment I realized that power indicator has also been updated 

 

 

 

And just to say my own on consumption too, I have to say that I am amazed!  Indeed, I am almost convinced that in the right conditions it can also make the same consumption as previous stage1...

 

That's a very good average speed almost 70mph. I would have to driver very fast to achieve that unless most of your miles were driven on the Autostrada.

1 hour ago, shyVRS245 said:

That's a very good average speed almost 70mph. I would have to driver very fast to achieve that unless most of your miles were driven on the Autostrada.

Shhh! Shy! Or else the internet police might come along here too asking questions of where when and how exactly these speeds were achieved 

 

1 hour ago, Roscio said:

 

it's all relevant in this thread, and these light rims are truly eye-catching! How much do they weigh? I guess you opted for 19x8.5 (or 19x9)?

  I guess that's true, you also seem to suffer from that condition of talking about car mods all day...

I took some nice pics this morning, was about to post them in the pic thread, you might want to check there soon .  The are 19x8.5 ET37, that way the 235 tire is still compatible (9J would be on the lower limit) and the wheels look so much better now, still nowhere near as flush (I am not a "stance" guy at all) but the stock offset and width on this car is shockingly narrow.

Ispiri has a process called Fusionforging (TM), It's more like flowforming really but comes close to some of the benefits of forging. That way they have high strength but also keep to a very acceptable weight for their size, mine are 10.5kg. Also, no need for spacers any more!

Brilliant thread so far. Congrats @Roscio for getting the build done. 

 

It's weird that the resonator is identified as a problem though. If it's a problem of pressure loss, simply reducing the overall pressure loss of the system beyond the turbo should also achieve the same result. That should give you more options than just removing or changing the resonator. 

23 hours ago, shyVRS245 said:

That's a very good average speed almost 70mph. I would have to driver very fast to achieve that unless most of your miles were driven on the Autostrada.

 

Those kms were only driven on the Autostrada, and nowadays it is so empty that you can set cruise control at 143 km/h from start to finish...

 

21 hours ago, newbie69 said:

Shhh! Shy! Or else the internet police might come along here too asking questions of where when and how exactly these speeds were achieved 

 

No problem, I can prove that no life has been endangered! 

 

21 hours ago, newbie69 said:

I took some nice pics this morning, was about to post them in the pic thread, you might want to check there soon .  The are 19x8.5 ET37, that way the 235 tire is still compatible (9J would be on the lower limit) and the wheels look so much better now, still nowhere near as flush (I am not a "stance" guy at all) but the stock offset and width on this car is shockingly narrow.

Ispiri has a process called Fusionforging (TM), It's more like flowforming really but comes close to some of the benefits of forging. That way they have high strength but also keep to a very acceptable weight for their size, mine are 10.5kg. Also, no need for spacers any more!

 

 

I have seen the photos, they look very nice!

Excellent choice ET37 8.5J, mine are also 8.5j and are right for the 235 tires.

Furthermore, I am also opposed to spacers (in fact I also removed them). With only 10.5 kg of weight they are very light, did you notice improvements?

 

15 hours ago, KeteCantek said:

It's weird that the resonator is identified as a problem though. If it's a problem of pressure loss, simply reducing the overall pressure loss of the system beyond the turbo should also achieve the same result. That should give you more options than just removing or changing the resonator. 

 

After checking if there is room I will order one (or maybe two) Vibrant Performance resonators. Then we should be able to understand if the OEM resonator was really a problem or not. But I believe that installing a straight pipe will bring benefits in any case, except for the sound (or noise)…

Even at 143kph the revs are quite low thanks to the tall 7th gear (35mph per 1,000rpm/105mph only 3,000rpm).