Would the 2.5 coilpacks offer any benefit over the stock V6 coilpacks...
Would the 2.5 coilpacks offer any benefit over the stock V6 coilpacks...
My clutch pack is at HPA being built. If you want more updates, tell them to hurry up. I just received the Euro TTRS Steering Wheel (for DSG). That's going to be awesome. But I'm going going to install it until after the break in.
I changed the brakes (HPA's monster kit) to a matt black with front flat side being the aluminum (with a clear engine enamel on it). We will get pictures as soon as possible. Looks pretty sweet, and original. Also, I had the brake rotors cryptogenically treated at Frozen Rotors. Their shop is just down the street from me so I thought, what the heck!
The engine itself is basically done, so once we receive the rest of the stuff from HPA we will put it all together.
Just the clutch pack. It will be back to us tomorrow morning along with a few other items.
Last edited by sentari; 07-26-2012 at 08:49 PM.
Ok, so the boys are too busy to post after all the Eurowerks prep and long weekend, and a full day at the shop. But the clutch pack and ecu and DSG flash tool arrived Monday. So with that they dropped the motor and transmission in, installed the exhaust, the brakes, front/back anti-sway bars and a few other items (worked up a larger MAF connection into the air box--sorry everyone, i'm using the stock box, only slightly modified). Still working on the fuel system, exhaust flapper, DSG flash, and some tidy/little stuff. Maybe we get to install the wheels tomorrow too?
As for myself, I used my mad skills to install the TTRS front grill and some euro "blind spot"/wide-angle mirrors. And I didn't even break any glass!
Tomorrow we are expecting a care package from HPA with a few goodies that they have manufactured for us (a few brackets etc..). Today I put the HPA logos on the doors and finished painting a few items that needed to be blacked out (the rear exhaust heat shield, a few times in front that can be seen through the TTRS Grill). Oh ya, we started the DSG flash today (stage 4). We have lots of pictures to show, but they will have to wait.
It's obvious that after installing the wheels, tires, brakes, that this will need some coil-overs. So that will come a little later. Looking at the new V3 KW's.
Last edited by sentari; 07-26-2012 at 08:51 PM.
Brad and Dave,
The team here wanted to jump in and express our appreciation for your efforts and patience with this monster build. At the front of the curve, you guys have managed to assemble the first Gen 2 TT with this package. It is difficult to interpret some segments of this build without chassis specific instructions, and while our MK5 R32 sheets will get you almost there, your experience and confidence is what made this feasible.
On route are the final pieces to this package. TT specific rad, reservoir and pump mounts should be all that is needed to call her done.
The brakes are killer, maybe next time we will tell you in advance that you will need bigger wheels…time to go hide now!!
Anyway, your efforts, coverage and perseverance have not gone un noticed! Keep up the great work!
I don't think they are self dimming. The OEs were not. the new ones are heated and European OE from BKS. They also supplied the OE TTRS front grill, TTRS arm rest conversion, and the cover for that stupid mobile connection kit that sill existed on the 08.
The TTRS front grill required some dremel action because the top screw holes do not allign. So it appears there is some variation in the MKII. But the bottom four are the same and the rest snaps in very nicely and tight. Behind that I blacked out the alluminum front cross beam and styrofoam cover so it would not look so odd behind the open new grill. The HPA radiator thing will mount right below that and should look great as is.
Thanks Marcel for chiming in. I can't say enough about support Marcel and his team have given us. They were preparing for Waterfest at the same time we were preparing for Eurowerks, it was a crazy week. It turns out that when you change basically everything, it's no small task.
The icing on the cake will be installing the new wheel. It's so nice!
We finished with the DSG Stage IV flash today and sent the tool back to Canada.
We are continuing to struggle with an oil leak between the tensioner bolt (and sealing washer) and the oil-feed adapter for feeding the turbo with oil. I've purchased a new OE tensioner bolt (and the OE copper crushing washer that comes with it) and have had multiple adapters sent and continue to have from a small leak to a large leak no matter what we do (trying to keep it centered) or combination of materials (or mechanics). While I know others have used this successfully, we are at a standstill and are considering feeding the turbo in some other way. It's fine against front side. No leaks there. So as a last resort we will attempt to lightly sand the flat sids of the adapter (there appear to be cutting groves on them that might be causing this) so they are perfectly smooth... Also: we have also tried both the OE copper crush washer and aluminum style ones... same result.. SQUIRT!
--edit-- making it smooth was not the solution.. Making is parallel and smooth was...
Last edited by sentari; 08-08-2012 at 12:25 AM.
Sounds like the machining is off is some regards. Either the finish like you mentioned or possibly something not being parallel to the sealing washers. The only other thing to check is to make sure the bolt isn't bottoming out causing there to not be enough compression of the sealing washers.
A good machinist should be able to measure the part to check for the sealing surfaces being parallel and correct if needed. Defects in the sealing surface like machining grooves should be easy to spot.
Does the sealing surface have any rings machined into it? From my experience, some fluid connections that use copper washers have that feature to help with sealing. Even the oil pan drain plugs on Audis and VWs are machined that way.
Can you post pictures of the parts and also how it is installed on the engine?
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Yes, after having the machine shop resurface it flat on each side we got it sealed up in 20 minutes.
So with that we were able to take the first few test drives around the shop area and are nailing down a few items (such as placement of AWIC reservoir, which needs a little customization to fit correctly).
1) Exhaust note is amazing...
2) Engine bay sound is amazing...
3) Turbo spooling and PSHHHH is great and not stupid sounding like on larger turbo ricers...
4) It revs extremely fast... throttle response... But so far limiting it to about 3500 rpm..
HPA has recommended staying below 4500 RPM's until the first oil change (~500 miles)... And because of the new clutch pack, we need to keep it out of much boost when going slow in higher gears... In other words, let the DSG do its job and don't jam on the pedal in higher gears....
Last edited by sentari; 08-08-2012 at 12:04 PM.
What is the exact boost level set for my ECU (FT-500)? It seems inquiring minds want to know.
And when is the bypass set to open?
Last edited by sentari; 08-08-2012 at 12:38 AM.
Ok, so the timing was finsihed today (tanks Tony from HPA for the help) and we are now test driving up to 4500rpm's around the area. The DSG tune is fabulous so far. No more jerky bazerki during the shifts. I have a short video and sound clips of the exhaust (only to 4000rpm's for now). That should be up tomorrow.
Glad to hear that you were able to get the oil leak resolved. Awesome build for sure!
I just have to ask... what made you go the route of building up a 6cyl TTover upgrading to a TT-RS and starting from there? I imagine that already having the VR6 engined car would be the main factor, but was wondering if you saw any other advantage in starting with the 6cyl?
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We have this up on our Web, but you need to progress to the final boost through the break in on the bearings and turbo and then validate the strength of the fuel you plan to run by logging block 020.
Our team can walk you through this. The car should be set at 14.7-16psi from our production, run 3/4 throttle max for 200 miles, then up to 600 miles 6000rpm max to seat the new big clutch.
Then we can start to turn up the wick
Good question sir. Well, I was looking to have a 911 Turbo, but I did not like the all wheel drive for our northern winters. Plus, it's not a very unique platform and over priced So I stumbled on the Audi TT and wanted a TT-S, but it was like over 50k and there were not very many used ones. So I saw what I thought was new TT come in at a dealer that I was buying a A4 Cab 2.0T at (B7). But it had a strange badge on it. A 3.2 Quattro. Well, I never heard of it so I quickly did I some research and found it was just about as powerful as the TTS, but was only 27k with 40k on it with no signs of wear. So, I picked up both cars and then found that the TT was far nicer on the inside than any Porsche I looked at. plus, still this 08 is pretty much the same looking as the brand new TTRS. Well, afte a bit of time and research I found HPA was really the only choice for me as far performance upgrades for this platform. Noboddy does the DSG better and frankly I doubt anyone does programming, exhaust, or turbos better either. I want a very OE look and daily driving is the goal too. And so far so good. Perfect, no. But the rest gets resolved by the shop that puts it all together for you. There are a lot of things to consider. Engine, transmission, exhaust, programming, brakes,msuspension, look, etc.... So I allowed HPA to deliver 90 percent of that.
At the end of the day I wanted a elegent and unique setup. And since there are only a few TTs using this setup, and zero just like mine, I feel like I have the best sports car money can 'buy'. But frankly a fully loaded TTRS would cost more,and this beast would crush it in every catigory. Also, the TTRS does not have a DSG here, and for me that was a requirement. I had Chevy small block torque monsters in the past with manuals and I've moved on. HPAs tune so far is the freaking cats meow. OMG does Audi suck at programming the DSG.
But I stongly suggest looking forward at your end goal before. Upgrading in phsases sounds good, but it will cost you way more,in the long run. Thats why I went with all my 'stages' in one shot. Sure, its harder, longer, and takes pacience.. But for me, I really wanted to buy something like this off the shelf, but it does not exist and would have been twice as much. For 60 grand have what would be considered a supercar. Yes, a lot money. But 60k does not go far on a supercar lot. Also, I did not go twin turbo because I feel the current kit is more elegant.
Last edited by sentari; 08-10-2012 at 01:43 AM.
Thank you Marcel. I'm glad you were able to make time to chime in. We will follow your instructions to the tee. I use 93 octane exclusivly. That is easy to get here. But we will work it out as you suggested. The sneak peek video on the exhaust sound willl come soon. I just finnished editing it and it's pretty awesome.
The Nur Technik built HPA 3.2T FT-500 Sound. Revs were limited to 4200 RPM's here during our testing phase. The sound was recorded by individual microphones (a Sure Beta 57 and a Audix OM-6). One on each tail pipe. Later on we will microphone one tailpipe and one on the engine.
We now have 525 miles on it the car and things are progressing well. After a bit we will change the fluids and test through the entire rpm band.
Ya, I pulled out my recording gear and mic'ed the tail pipes and synced up the video. We will get more now that we have the miles and can put it at a higher RPM. But we have some work to do before we 'play' any more... Timing has been a bit of a 'b90tch' to get right. One bank is still complaining. We also have first gear woes... Its hesitates a bit (like it's thinking for a bit before it puts power down)... Then we have to figure out what boost it's at and see where we can go... But tomorrow is the oil change and some other things we have to complete... Such as putting in a relay for the AWIC pump..
I think when I do this (recording next time i'll mic the engine bay and one of the tail pipes at the same time. Might as well be the one with the flapper too!
Maybe in the fall I can take a trip out the HPA... Sounds fun...
Well, the timing is correct now. A few tries and now it appears fine.. No codes or odd behavior related to timing. The solution was to follow some simple advice from the installer at Mike Linden VW...
"As far as the timing goes, it is alittle tricky. You have to time it with the crank a rotation off. Basically you have to spin the crack 180 off from the cams so that you have piston one at top dead center, but on the wrong rotation so this way you get the slack side of the chain in the right place and you still have to have 16 rollers between the marks."
Now we appear to have an air intake limitation (or something related to air/fuel mix). With the stock air box, upgraded MAF, and K&N filter the car basically kills power near (6000RPM+ ) redline at full-throttle. So now that we have 1000 miles on the the kit (and clutches) we tried a few launches and at about 55-60 MPH it does ht same thing (kills power)... With the airbox disconnected this problem gets better, but does not completely go away...
We ordered the boost gauge. So when we getting these kinks out we will see what boost level we are at and turn up the wick as guided by HPA...
We also installed the Euro TT-RS steering wheel (has the flappy paddles). Nice, thick, and awesome.. It takes about 15 minutes to swap out. I used the original airbag. That was all very easy.. Just make -SURE- to disconnect the batter prior to doing this. THEN make sure to do a throttle-body alignment after that...
Wonder if your throwing a 17743 code..
Has the increased MAF size been rescaled in the ECU so the gearbox can prepare for the increased power, if it's not you may get the above code, bad clutch slip or engine shut down [which requires the ignition to be reset and engine restarted]
That's a good question for HPA... As for the code, i'm not sure... I have a lot of logs from today I need to look at...
Refitting the OEM MAF and going for a run will prove it one way or another.
Minnesota Cars and Coffee exit video... (MN C&C 9-1-12). This is an event in the Twin Cities where the first Saturday of each month several hundred enthusiasts get together at the AutoMotorPlex and park and show their wares.. The fun part is when everyone is leaving... Notable this week was the HPA TT FT-500 and a few slightly more expensive rides (Lexus LFA and a few Lamborghini Aventadors). And yep, the HPA TT has a lot more TQ than the Lexus, and is the same as the Lambo..
The video link should be lined up here to show the TT exiting (at 9:05).