Pic editting is > turbo tuning.
VR5-TURBO STAGE 4
Time for a new project tread for the new engine .
This is the 4th stage of the Bora/Jetta Mk4 turbo evolution. Updates this upgrade will get me in to high 10s low 11s with 1.7 60ft.
Turbo size have already proven to be a great upgrade after Team AVR 1,8T Golf Mk4 went 11,2/129mph with similar turbo .
So ... A list of modifications before i post the new pics under the headline This is just a feeler and soon i will post pics almost every week.
1:Race proven for 2 season tubular manifold will get 2 modifications . T25 bolt pattern with new pinbolts and coating instead of the old polished finish . Portes vs turbo inlet. EGT bung. With help from Josef Pilot custom pro welding
2:USRT 580cc injectors aka "600" @3bar
Will run em at 4 bar and use 50/50% alcohol for track days .
Street will still be on pump fuel
3:Spec stage 3/4 clutch
4:New final gear for the 02J because i was tired of putting 5th in @ 118mph and losing mph/sec
New high final drive for 130mph+ in 4th gear .
5:USRT Walbro 255lph inline fuel pump
6:Simens VDO catch tank to prevent car from going lean at hard acceleration and cornering
7:APR stage III intank fuel pump
8:USRT/Autotech light weight steel flywheel and ring gear
9:Modified turbo intake with integraded 3.5inch/90mm/86mm inner diam MAF
By Mattias Olsson custom pro welding .
10:Modified Plenum with new shape for even better flow for the last 3 cylinders. New unions Not polished ...i will do that later With help from Mattias Olsson custom pro welding .
11:Same Race proven semi cross flow 800hp intercooler with air scoop for more and better airflow through the core
12:USRT Lm-1 wide band lambda kit
13:New Garret GT BB style downpipe with "home made" flange
With help from Josef Pilot custom pro welding
3,5 inch cone to 4inch to fit the RS oulet from the exhaust flange without covering anything LIKE the ATP aftermarket 3 inch does. Free flow ! Exhaust wraped .
14:New Airfilter box with even smother inside and without plastic velocity stack from last years setup. OEM Paper filter . MAF mounted in semi-velocitystack maf housing . Smothed airbox for good flow .(box will support over 400hp with smothed innera and 4inch snorkel) Air box with 4.5 inch snorkel+stack
Huge K&N filter for track use .
Double filter area vs OEM .
But i will use OEM box and filter for street use .
Paper filter will support peak hp but will give me less reponse . But with much much cleaner air for street use .
RF-1004 Product Specifications
Product Style: Round Tapered Universal Air Filter
Base Outside Diameter: 5.75 in (146 mm)
Flange Angle: 10 degrees
Flange Inside Diameter: 3.5 in (89 mm)
Flange Length: 1.75 in (44 mm)
Flange Type: Angled
Height: 12.125 in (308 mm)
16:USRT/Tyrolsport adjustable FPR
17:New oil return assy/bracket
Oil return and turbo bracket
18:New home made gaskets
With help from Mattias and Josef
Home made gaskets
19orted and grinded K24 inlet T25 style flange Garret GtBB Turbine
-Wheel: 56.5mm w/ 84 trim
-Housing: 0.64 a/r
20:USRT Waste gate accutator 15psi
Custom adjustable WG
Notice the "perfect" bend for free flow .
Crappy silicone bend´s are a big no no for good flow .
21:ATP/Garret GT3071R-WG Dual BB, 64AR, 84 Trim Turbine
Fast spool is the key to fast quartermile times
450 spec HP BUT similar size AND with 22psi (waste gate semi open = good flow) Can make 450whp . Proven from last year making ~370whp from the small K24 0.41 A/R exhaust firstname.lastname@example.org Turbo With KKK24 flange
Notice the difference aginst T25 .
Custom ported gate that will open 90% for full flow at high rpm´s
22:Support by BILTEMA
Tools ,Airfilters,oil and new 17" wheels for 2006 .
( ©Photographer Håkan Ahldén)
23:Same home made catch can from last year.
24:Still same Pimpe´d Gauges from last year.
Oil pressure,boost pressure,Oil temp,EGT,And wide band lambda
26:I got a "top sectret project for the cyl head
8000RPM Cylinder head .
1:New natrium valves
2:New lifters from INA (latest version)
4:Autotech Sport tuned valve spring kit
OEM 230degr with 10.1mm lift 114!?!?lobe ctr
Let the rebuild of the new Super-vrthead begin.
These stiffer valve springs alone will extend the revving capabilities of your valvetrain to the 8000 rpm mark.
OR if i get some sort of sponsorship on this specific matter i would go for DSR 256degr 10,9lift 118 lobe ctr . DSR regrind is my only hope cause budget is low and a company here i Sweden has already made a set of FI 260s that didnt give me a single hp in 2004 .
I have e-mailed DSR about supporting me and im waiting on their answer
I will do the fine tuning of the valves/valve seat my self.
27:NEW bushings and modified stage III motor mounts.
1:Rock har bushings VS "soft" stage 3 uretane bushing . 2:ENGINE LOWERED 10mm to prevent turbo from hitting upper firewall
28: 70C Fan temp switch and 70c thermostat instad of the old 100c ones
Modified by foffa2002 at 10:39 AM 1-20-2006
Modified by foffa2002 at 6:15 AM 2-28-2006
Modified by foffa2002 at 1:10 PM 5-29-2006
440cc running at 4 bar is enought.
Depending if you run 12.6-12.9:1 or ultra rich 11:1 etc
And the "small" housing is just for spool respons .
last year i ran size 6 and now size 9 housing by KKK/Mitsu standards and thats a huge diffrent in my eyes .
BUT atleast i can get a bigger one for this if i have to i couldent do that with the KKK.
But my trick is to get the engine to give great power at low boost so that i can run the waste gate open at higher rpms .
Thats were i get the power .
VR5 2,3L VS VR6 C2 2,9L
Foffa @22psi VR5 2.3L =178WHP/Litre @ pump gas (still untuned)
C2 @22psi VR6 2.9L = 148WHP/Litre
New update with Turbo inlet and Plenum chamber.
Modified intake .
90mm MAF with Small velocity stack .
Har to se in the pictures but its actually 90mm>95mm with 86mm inner diam were the sensor is mounted .
Modified Plenum chamber .
New shape of the rear part for even better flow and air distrubution.
New In/Outlet bungs .
Latest update .
My 3inch/76mm downpipe ive just spent weeks of making is now in the trash can .
Im going for 3.5inch /90mm downpipe for maxing out those last ponies at high rpm and its already on the welding fixture .
Backpressure on a turbo car sucks
**Flywheel pic added**
Modified by foffa2002 at 9:27 AM 12-7-2005
the back pressure in the turbo housing/ exhaust manifold is seriously higher than in your downpipe (especially a 3") your restriction is the housing, not the pipe (seen guys run 500 whp off a 3"DP)
if my memory serves me correct (and someone can verify this... Plaese) that your pressure in the exhaust manifold should not exceed a ratio of more than 2:1 (i.e. if you are running 1 bar boost in the intake manifold you should not have more than 2 bar in the exhaust mani) and if you want maximum power then a ratio closer to 1:1 should be aimed for.
Nope ...no larger exhaust housing for me .
Still going my own way on this stuff
My theory is stolen from F1-T
Run a turbo that will get your boost goal @ 4000rpm and run maximun rpm with WG fully open and still have your requested boost .
So that you will get full response from turbo and get the high rpm flow through the WG and not try to squeest it all down the snail .
Then you can run small exhaust housing without lag and high rpm chocke
have worked 2 years in a row
BUT i still can upgrade the housing if i want .... thats the nice thing about garret .
KKK got no upgrade´s
Quote, originally posted by foffa2002 » USRT is the way to go for fueling !
And all other stuff you need for big BHP
Yeah, Scott is a great guy. I bought my walbro and 440's from him when I went BT!
1: 3.5inch downpipe match ported and ready for heat wrap
2: GT3071R-WG exhaust housing is now custom preped and ported for my needs with
Bigger waste gate port 24mm>28mm
Cone entry for exhaust >wastegate hole
Ported to K24 inlet instead of T25
Angle from exhaust manifold matchported to match turbo housing
3:Calulations for 450HP@ 19-22psi manifold pressure from last year efficiency
Dots = 4000-7100rpm "real value"
Green line = maximum efficiency with 22,1psi (turbo pressure+pressure drop (3psi) in intercooler etc) maximum manifold request = 22psi
Red line = semi efficient setup with turbo working at 24,4psi with manifold request 22psi .
Airflow actual(lb/min) 45-48 = 430-470hp depending on alot of shizzle
· R = Gas Constant = 639.6
· Tm = Intake Manifold Temperature (degrees F) 130F
· VE = Volumetric Efficiency 99%
· N = Engine speed (RPM) 4000-7100
· Vd = engine displacement 2,34L/142,78CI
Should end up like this red dots for 450Hp@7100rpm with Manifoldpressure at 22psi on pump gas
Will propably at leat get 400-430whp with a bit of luck,race fuel and alot of luv to my 2,3L
So NO flames
I have just done a first test assembley of the hot side of the motor .
It looks like som evil squid or something
IF anyone whant to se "early" stage non polished,coated stuff assebley of the turbular manifold ive got some SPY pics that i can post by request.
The car will visit NORDIC UHR for testing the untuned base software @22psi on pump gas .
We will use their ROTO-TEST with is propably the best/most accurate dyno in the world .
3runs will be made
1:Sweep from 3800-7200 WOT with 660cm2 paper filter CAI unduction (street use) for maximum MAF life time
2:Sweep from 3800-7200 WOT with HUGE 1300cm2 cone filter (track use) HAI non restriction
3:OPEN wate gate run just to see how much the engine gives without boost and with the turbo as exhaust restriction
NORDIC UHR promised me the Robert UHR will hold my hand during the dyno "cost free"
But i will propably be monitoring Lambda,egnition and knock sensors.
I hope that a bunch of improvements will give me some free and easy found hp
1:Air filter 2xOEM flow for race and 1,1 flow for street use
2:Aluminum MAF housing intergraded in turbo inlet for improved flow and slightly bigger area to support ~450hp+
3:Bigger turbo inlet for better flow
4:Improved mounting of turbo outlet pressure pipe
5:improved plenum for even better air distrubution for last 2-3 cylinders
6:slightly ported exhaust manifold
7:bigger exaust housing .
Going from a size 6" to a size 9"
8:Bigger downpipe with better radius for better flow .
Going from a crappy 90 degr bend with 2.75inch inner diam pipe to a 3,31inch inner diameter pipe with big radius bends
Will improve Exhaust temp,response,high end power and overall flow
So holler if you want some early stage assy pics posted here
(K&N filter added to the pics in the begining of the post)
Modified by foffa2002 at 8:13 AM 12-27-2005