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Discussion Starter · #1 · (Edited)
My R32 Story: Fairly New to VwVortex but have been impressed with VW as a car company and a community for a long time. Although it took a while before I owned my first VDub, once I did i was hooked. My first VW was a manual 96 GTI 2.8L VR6 I bought off a friend in 1999 I loved the look of a hot hatch n Needless to say at the time it was the best car i ever owned.. The handling, the power, even the interior was top notch IMO.. after owning a civic, isuzu impulse, 300zx and a RX7(which btw was a good car also).. the GTI felt like the full monti lol. Over the normal life ups n downs of the next 9 years the GTI was the 1 thing i could depend on. It only made since that i would look for another when it came time to upgrade.
In 2008 I started J.I. and J. Painting.. A Industrial painting company. AND as im sure all of you know in business image is everything. As much as i still loved my old GTI it wasnt leaving the correct image i wanted to portray(Quality yet Fiscally Responsible) the search began for the latest version of the GTI VR6.. My heart was completely destroyed when i found out they no longer carried the VR6 in the current GTI's and to me it just felt like a step down into a 2.0T (didnt want a 4 banger).. Thought about buying a MKIV R32 but with the recent body style change ppl want too much money for IMO a car that looked dated. My search continued.. I Test drove the at the time brand new nissan 370z. It Def had that sporty look i wanted and was fast but the handling was nothing on my GTI besides with 2 kids No back seats eliminated this as a viable option. Also test drove the RX8 which wasnt very impressive to look at and you had to red line the motor to feel any power.. def didnt make the cut. Both those cars were next gen of cars i had already owned.
Had pretty much given up looking by the end of 2008 when the dealership called me and said the had a CW MKV R32 with 5000 miles that someone had just returned cuz they hated the DSG. I too was looking for a manual and was not very familiar with the DSG at all. But after almost a year of searching i figured it was worth a test drive. It was a lil over an hour from my house to the dealership and for some reason that day had stop and go traffic the whole way.. Which I believe had me primed and ready to receive the DSG with open arms lol. When i got there they had the car sitting right next to a black GTI 2.0T. which really gave me the opportunity to look them over and compare. The GTI was nice but it was No R32.. the ground effects were different, the seats in the GTI were not leather. the interior of the R32 as a whole just dominated in every way to me. Popped the hoods and the R32 took further steps ahead. Decided to test drive them both back to back. To be honest Power was almost the same (just delivered differently) The GTI I believe would give the R32 a run for its money in a quarter mile.. but throw 1 corner in that run and bye bye GTI lol. The R32 handled like you were on rails.. that combined with the instant access of power made corners my new best friend. This car was sold!!
Now I will admit the DSG did take some getting used to. For a long time especially on spirited drives I found myself searching for the clutch. And the paddle shifters seemed useless never being where u needed them to be in corners. Mainly drove in manual using the up/down controls on stick. I am now used to the DSG and find that it shifts very fast and in traffic its a godsend. Now if someone was to ask me which i preferred.. I would say in my ideal world I would have a manual for track and spirited drives.. and a DSG for spirited daily driving.
(Launch forward to 2012) The warrenty was nearly up and i opted not to extend. I had driven the car for 4 years basically stock and loved it but the R32 had obvious short comings.. The main 1 is POWAAA!!! GTI's with a fairly cheap tune would leave me in the tracks(2 black ones). Although they had to spend alot more to even come close in the corners. Which to me gave me the advantage because IMO power with no control is an accident waiting to happen.
Although anyone doing any research on adding power to a NA motor knows its not gonna be easy or cheap. Which is how I ended up here on VwVortex. This community has a ton of very knowledgeable ppl like Zevion, Peach, Slave, Aleks, GT-ER and more. All of whom can set you on the right path to the power numbers you desire. The choices for a SC were slim at best.. FI seemed the more supported way to increase power. Since I was only in my first year of building a new company Diamond Industrial Coatings (and the cost associated) my initial plan was to increase power in stages do to budget. 1st step, find a good baseline turbo kit and company to install. HPA was my first choice, their kit looked the most streamlined. The engine bay looked well thought out and clean unlike C-2. I called and got a quote.. and it was steep! C-2 had a kit that would achieve the numbers i wanted but looked messy. Both had the same major issue.. having 2 separate shops.. one for parts and 1 for install, opens up too many doors for 1 company to blame the other when problems arise. I wanted a shop that could build the kit and install that was near by AND reputable (I know I'm asking a lot huh lol)
A friend of mine John had gotten a ECU DSG flash to his wife's GTI by 034 and was totally blown away by the difference it made. Thinking our cars were the same he claimed it was all i needed for the increased power i was looking for. umm..no :sly: Still he insisted that Christian was the best and whatever i was going to do I needed to check with 034 motorsports first. Since i wasnt sold on any company at the time i figured what could it hurt so i gave them a call. The first 3 calls I made either went straight to voice mail or I got ahold of someone only for them to send me to Christians VM :banghead: ..When I finally got in contact with Christian asked if he could call me back. A month later discouraged I had pretty much given up on them. Ran into John shortly after who asked me how things worked out with 034. I jus laughed and said they didnt but oh well. My boy was obviously irritated:mad: that he had given his 5 star rating and I couldn't even get a call back lol. I thought it was funny n figured no harm no foul.. but he was insistent n off to 034 we went! Once there I was impressed with the lay out.. Lots 034 developed parts behind glass cases as well as magazine articles with 034 built cars displayed on the walls.. Even more impressive was the tour of the shop Adil had taken us on.. the lifts were full of awesome cars, the parts shop was incredible, the CNC machines working what looked like control arms was a sight to see. Needless to say at this point I was impressed with everything but the customer service. Which I had high hopes would improve once i was a customer. After the tour I sat in the lobby and waited for Christian but he was busy and asked if Adil could continue assisting me. Adil seemed very informative and capable during the tour so I was happy to discuss my goals with him. His enthusiasm about doing this build was contagious. Adil was confident 034 could put something together for my R32 and that in fact they were just finishing up testing the kit on a in house A3 VR6. Since this would be there first production MKV R32 Turbo kit he asked if they could market the product using my car.. of course that was no prob. A short test drive of the A3 VR6 Turbo as an example of how my car would end up*** and i signed up. (***more info upon request)
With power comes great responsibility...to upgrade your suspension lol. So here is the list of things done during the stage 1 build

Stage 1:
•TURBO:
•PRECISION 6262 CERAMIC BEARING with 4" ANIT-SURGE COMPRESSOR / T3 TURBINE INLET WITH 3" V-BAND OUTLET
•034MOTORSPORT 24V VR6 TURBO EXHAUST MANIFOLD
•PRECISION 38MM WASTEGATE
•INTAKE:
•GARRETT LARGE CORE INTERCOOLER ASSEMBLY - 24"x12"x3.5"
•034MOTORSPORT STAGE 1 24V VR6 TURBO KIT SILICONE INTAKE AND INTERCOOLER PLUMBING
•034MOTORSPORT INTAKE AIRBOX FOR A3 VR6 TURBO KIT, COLD AIR INTAKE
•AEM COTTON GAUZE AIR FILTER ELEMENT, 3" INLET
•034MOTORSPORT BYPASS VALVE
•EXHAUST:
•034MOTORSPORT 24V VR6 3.5" DOWNPIPE FOR MK5 R32 TURBO KIT
•APR RSC CAT-BACK w/ DIAMOND BLACK TIPS

•FUELING:
•550CC BOSCH EV14 FUEL INJECTOR
•INJECTOR CONNECTOR WITH TERMINALS FOR EV6 AND EV14 STYLE INJECTORS
•034MOTORSPORT FABRICATED AIR TEMP SENSOR HARNESS
•SOFTWARE:
•CHIP TUNING, 034 TURBO FOR 3.2L ENGINE
•UNITRONIC CHIP TUNING DSG SOFTWARE CUSTOM TUNED TO 034MOTORSPORT 24V VR6 TURBO KIT
•DRIVETRAIN:
•HALDEX GEN 2
•HALDEX REMOTE CONTROL
•SUSPENSION:
•KW VARIANT 3 2-WAY ADJUSTABLE COIL OVER SUSPENSION
•034MOTORSPORT 22MM REAR SWAY BAR
•MK5 REAR SWAY BAR ENDLINK KIT
•034MOTORSPORT REAR TRAILING ARM SPHERICAL BEARING UPGRADE KIT

•MISCELLANEOUS:
•034MOTORSPORT MKV R32 CATCH CAN KIT

TOTAL BUILD TIME FOR STAGE1 was just shy of 3 1/2 months. Even though i was told total build time would take a month when i dropped my car off. I guess fabrication time took longer then anticipated***.

Stage 3+
As I stated earlier my plan was to build this car in stages but due to unforeseen occurrences i was forced*** to push forward with the next phase of the build. THIS IS WHERE WE STAND AT PRESENT. car is not yet finished so i will continue this once completed.
(***=more to the story)

•ENGINE BLOCK:
•JE VW R32 24V PISTONS - 84.5MM KIT / 3327-3776-6457-1592 - 1 SET, P/N:279947
•Bore Size: 84.5mm
Oversize: 0.50mm
Dome Volume: -27.8cc
Weight: 334g
Skirt Style: R

•INTEGRATED ENGINEERING 164 X 20MM FORGED RODS FOR R32 AND VR6 W/ 3/8" ROD BOLT
•034MS COATED VW VR6 MAIN BEARING SET
•034MS AUDI/VW VR6 COATED ROD BEARING SET
•034MS VR6 THRUST WASHER SET, COATED
•CYLINDER HEAD:
•VALVE SET, R32/24V VR6

•6 INTAKE VALVE, STOCK R32 SIZE, STAINLESS STEEL, LONG LENGTH
•6 INTAKE VALVE, STOCK R32 SIZE, STAINLESS STEEL, SHORT LENGTH
•6 INCONEL EXHAUST VALVE, STOCK R32 SIZE, LONG LENGTH
•6 INCONEL EXHAUST VALVE, R32 STOCK SIZE, SHORT LENGTH
•SINGLE GROOVE VALVE KEEPER FOR ALL SUPERTECH SINGLE GROOVE VALVES
•24v VR6 TITANIUM RETAINER KIT WITH HIGH RATE VALVE SPRINGS
•ARP HEAD STUD KIT, R32 - 11MM
•24V VR6 HEAD STUD, SHORT
•11MM ARP NUT FOR 24V HEAD STUD KIT
•24V VR6 ARP HEAD STUD, LONG
•11MM WASHER FOR 24V HEAD STUD KIT
•FUELING:
•FACTORY DROP-IN HIGH FLOW FUEL PUMP - TBA
•CUSTOM STAINLESS STEEL BRAIDED FUEL LINES
•550CC EV14 FUEL INJECTORS MODIFIED TO 850CC
•FUEL RAIL, R32 FITMENT, INCLUDES -6AN OUTLET FITTINGS
•INTERNAL FUEL PRESSURE REGULATOR ADAPTER FOR HIGH FLOW FUEL RAILS

•INTAKE:
•034MS MACHINED BILLET ALUMINUM INTAKE MANIFOLD
•034MS INTAKE MANIFOLD SPACER FOR 24 VALVE VR6

•GASKETS AND SEALS:

•CYLINDER HEAD GASKET - 022 103 383M
•INTAKE MANIFOLD GASKET - 022 133 237C
•OIL FILTER STAND GASKET - 066 115 111A
•THERMOSTAT HOUSING GASKET - 021 121 119A
•EXHAUST MANIFOLD GASKET, CYLINDER 1-3 - 022 253 039E
•EXHAUST MANIFOLD GASKET, CYLINDER 4-6 - 022 253 050C
•VALVE COVER GASKET - 022 103 483E
•SPARK PLUG BORE SEALS (Q6) - 022 103 484F
•THROTTLE BODY GASKET - 022 133 237D
•CAMSHAFT SEAL - 022 103 151D
•REAR MAIN SEAL - 021 103 051C
•OIL PUMP SEAL - 021 115 444B
•WATER PUMP SEAL - N 904 363 01
•SEALANT FOR OIL PAN - D 176501A1
•TIMING COMPONENTS:
•LOWER TIMING CHAIN TENSIONER - 021 109 467
•LOWER LEFT TIMING GUIDE RAIL - 066 109 513A
•UPPER LEFT TIMING GUIDE RAIL - 066 109 509A
•TIMING GUIDE RAIL - 021 109 469
•UPPER TIMING GUIDE RAIL - 066 109 514A
•SPROCKET - 021 109 569
•SPROCKET - 066109570
•TIMING CHAIN TENSIONER - 03H109507
•RIGHT TIMING CHAIN - 03H109503
•LEFT TIMING CHAIN - 03H109465
•TRANSMISSION:
•UNITED MOTORSPORT HIGH HORSEPOWER STAGE 3+ DSG UPGRADE
•CHASSIS UPGRADE:
•UNIBRACE UB
•UNIBRACE XB

•INTERIOR:

•OSIR O-POD DUAL - BLACK SATIN - VGTI-OPOD-PC
•BOOST PRESSURE GAUGE - TBA

•OIL PRESSURE GAUGE - TBA


•SCHRICK/CAT CAMS UPGRADED CAMSHAFTS - Denon
 

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Discussion Starter · #5 ·
Finally!!!! Figured out this photo BS.. well here they are, sorry for delay

HPA 6 piston fronts 4 piston rears with parking brake (BAER)


Carbon fiber vented hood... (pic from net)

Niche A320 Concave.. (pic from net)
<a href="http://www.flickr.com/photos/[email protected]/10557037634/" title="Niche A320's Concave by jaylanpooda, on Flickr"><img src="http://farm4.staticflickr.com/3712/10557037634_19c93047b2_z.jpg" width="640" height="640" alt="Niche A320's Concave"></a>
Blacked out brake lights. Currently on Car, soon to be replaced with these LEDs


Replaced Plastic Crackpipe with stainless steel
<a href="http://www.flickr.com/photos/[email protected]/10557354395/" title="Stainless Steel Crackpipe by jaylanpooda, on Flickr"><img src="http://farm4.staticflickr.com/3834/10557354395_e9a2e685a6.jpg" width="500" height="333" alt="Stainless Steel Crackpipe"></a>
Unibrace XB/RB ready for install..
 

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Discussion Starter · #6 · (Edited)
KW Coilovers V3's.. +after intall

<a href="http://www.flickr.com/photos/[email protected]/10557279974/" title="V3's after install (fronts) by jaylanpooda, on Flickr"><img src="http://farm6.staticflickr.com/5477/10557279974_42c3113c76.jpg" width="500" height="281" alt="V3's after install (fronts)"></a>
Better pic of brakes..
<a href="http://www.flickr.com/photos/[email protected]/10557473603/" title="HPA Brakes (Baer) by jaylanpooda, on Flickr"><img src="http://farm4.staticflickr.com/3675/10557473603_7c5ff2ec0c.jpg" width="500" height="333" alt="HPA Brakes (Baer)"></a>

High Performance Radiator..
<a href="http://www.flickr.com/photos/[email protected]/10557474743/" title="New Radiator by jaylanpooda, on Flickr"><img src="http://farm8.staticflickr.com/7414/10557474743_89c9f97c63.jpg" width="500" height="333" alt="New Radiator"></a>
Rieger front lip+ Lip Splitter.. b4 and after



A6 LED's Installed.. + repainted lip splitter darker black

APR RSC Cat back exhaust..
 

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Discussion Starter · #8 ·

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Discussion Starter · #10 ·
I like what I see!
Thx bro.. I know how ppl get on here when their car goes beyond that OEM+ look..(Ricer) But i thought thas what was so great about VW owners.. that they push the limits of their imagination
 

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Discussion Starter · #11 ·
The A6 LEDs Mounted (from back)..
<a href="http://www.flickr.com/photos/[email protected]N07/10557354785/" title="LED's Mounted by jaylanpooda, on Flickr"><img src="http://farm4.staticflickr.com/3825/10557354785_b59f24c077.jpg" width="500" height="375" alt="LED's Mounted"></a>
JL Sub + Hidden Amp

Here Are some pics of the way i drove the car around for 5 years... when it was stock+ Blacked out tails, tint and my old niche 3 peiced forged wheel set






 

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Discussion Starter · #12 ·

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Discussion Starter · #14 ·
actually I can do better... here is a short write up from 034 motorsports

When you initially approached 034Motorsport, you were interested in getting a little extra power out of your beloved R32. It was quite apparent that you wanted something subtle, and understated. Obviously, you brought your R32 to us because you wanted nothing but one of the most capable shops in your area to undertake this project. I remember how excited you were, but also how cautious you seemed to be, recollecting you mentioning that only your local VW dealership had been servicing your car. You certainly, clearly, emphasized how important your R32 is to you. It was quite amazing learning about your relationship with the car, and how it was obviously an object of your desire long before you acquired it.

What you wanted was a car that was an all-round performer, and was extremely capable. This was apparent when you mentioned that we would also be installing the KW Variant 3 Adjustable Coil Over Suspension on your .:R32. Knowing this, we dove into the depths of automotive performance.

The suspension was installed at once. The factory shocks, struts and springs came off. The Rear Sway Bar came off. The rear Trailing Arms came off. Factory bushings were removed, and new suspension parts started getting prepared for installation. The KW V3s were installed in all their stainless steel glory. The settings were custom tweaked to your personal preference. Compression and rebound were set primarily for Street/Sport driving. The ride height was set accordingly. The factory rubber bushings were pressed out of the Rear Trailing Arms, and the 034MS Rear Trailing Arm Bearings were installed to keep the rear of the .:R32 from jouncing around mid-turn. Finally, for the suspension, at least, the 034MS Rear Sway Bar was installed to help with rotation during cornering. The Sway Bar was attached to the lower control arm with 034MS Adjustable Rear Sway Bar End Links, which allow for full adjustabilty in removing preload if the suspension is corner balanced for track driving. This pretty much summed it up for the suspension upgrades, and now it was time to move to the main course.

We started off with removing the factory parts off to gain access to the very tightly packed engine compartment which seems to have no additional room for even the slightest of modifications, let alone a full blown turbo kit. The Intake Manifold, Exhaust Manifolds, Exhaust system, Front Bumper, the Front Axles, the Front Differential, and various other key components were taken off. The 034Motorsport 24V VR6 Turbo Exhaust Manifold was then installed, temporarily, and the Precision 6262 Ceramic Bearing Turbocharger was mounted to the Exhaust Manifold. The 6262 turbo was chosen because of its ability to be able to spool up to full boost at a relatively low engine speed, and then continue to make an extraordinary amount of boost for your application. The 6262 is also rated at 705hp, and we feel that this is the one turbo that can be used from Stage 1, when the engine makes approximately 400hp, all the way to approximately 700hp, with the right hardware to support it. The versatility of this turbocharger is second to none.

The APR RSC Cat-back Exhaust System was then installed on the R32, and a Custom Down Pipe was fabricated to route the exhaust gases from the Turbocharger to the Cat-back Exhaust system. The APR RSC system was chosen on your request that you did not want an exhaust on your vehicle that would attract attention to it. You favor subtlety, and that is the very reason this particular cat-back system was installed. The fabrication of the custom down pipe seemed challenging as the diameter of the 034Motorsport Down Pipe is 3.5 inches, and the front differential housing, and the axle assembly make for a tight squeeze in the driveshaft tunnel. This also meant that we had to not only try to fit the downpipe in the location, but also that the on-car fabrication had to be performed, quite literally, with only fractions of an inch to spare. After an excruciating amount of time spent in fabricating the Down Pipe, we fitted it up, and found the clearance to our liking.

This, then led to custom fitting oil feed and drain lines which were made out of the highest quality stainless steel braided hoses. The custom fittings for the lines are machined from billet aluminum. Even the hose ends and fittings were sourced from the very company that supplies parts for our very own track proven Audi B5 A4 1.8TQ Time Attack Race Car. This was done to ensure that even in the most demanding of situations, the lifeblood of the internal combustion engine, the engine oil, is not compromised. Due to the design of the Precision 6262 Turbocharger, coolant is not required to ensure correct operating temperatures. This meant that no coolant lines needed to be tapped into in order to run coolant to the turbocharger. This also ensures lower coolant temparature compared to cars with turbochargers that are water-cooled.

Once the mounting of the turbocharger, and the down pipe design was finalized, the Garrett Intercooler had to be mounted up in order to finalize Intake plumbing. Having prototyped a kit on a shop vehicle did make things a bit easier, however, there were quite a few variances between the engine bay of the Shop A3, and your MkV .:R32. This required us to modify quite a few perimeters of the kit. The contours of the front bumper required modification of the plumbing that routes the intake air from the Turbocharger, through the Intercooler, and into the intake manifold. After finalizing the design on your Volkswagen, we installed the 034Motorsport Cold Air Intake system to route air into the turbo inlet. The 034Motorsport 24V VR6 Cold Air Intake has a shroud that picks up air from the factory ram air induction, as well as cool air from the openings at the left of the front bumper. The carbon fiber shroud keeps the heat away from the filter assembly and ensures only the coolest air gets sucked in by the Turbocharger. An AEM cotton gauze filter was used to reduce as much restriction as possible, while still keeping the engine internals well protected against the elements. The 034Motorsport Bypass Valve was utilized to divert the charge pressure back onto the turbo inlet when needed.

The fueling followed. Bosch EV14 550cc fuel injectors were used to keep the fuel spraying at the much higher rate that is required by an engine that runs any type of forced induction. Even at 6-7psi of turbocharged intake pressure, the increase in the volume of fuel is detrimental. This is the very reason these particular injectors were used. They have proved themselves over time on many different applications, and continue to be our injector of choice. Getting the fueling sorted for Stage 1, we moved on to the software part of the project. In the newer Volkswagen Audi Group (VAG) cars, in order to perform tuning, the Immobilizer needs to be "defeated". In order to do that, the Engine Control Unit had to be removed and programmed on the bench. After doing this, the 034EFI software was loaded onto the factory ECU. This was a base file to get the ECU adapted to the new calibration with all of the aformentioned hardware that had been installed.

Drivetrain upgrades followed, and the project was getting very close to completion. To handle the additional power and torque, the DSG system software was upgraded. Unitronic Stage 2 DSG upgrade was performed. This allowed for increased responsiveness and drivability, while still allowing smooth operation during gear shifts. The engine speed limiter was increased to 7,100 revolutions per minute, while the launch control was set at 4,100 RPM. Kick down shifts were removed while the Sport and Drive modes were optimized by changing shift points. Automatic Manual mode upshifts were removed entirely, and lastly, the torque limiter was increased an additional 150Nm.

Following the software upgrade, the factory Haldex Unit was replaced with the Haldex Gen2 with the remote Haldex Controller which allows for Street, Sport, and Track performance adjustability. The Gen 2 Sport controller takes into account the TPS signal more so than the OEM software and therefore can proactively begin applying power to the rear wheel drive clutch packs before wheel spin begins, and as power is increased, more power lock occurs until "full lock" is achieved. This increases torque at acceleration, while providing consistent performance with increased over-steer, is influenced by how quickly the accelerator is depressed. Also, at greater speeds the torque will decrease enabling less over-steer and safer driving properties.

After all the hardware, and the software, were installed, and the fluids flushed, your VW was turned on. It was then run through a set of predetermined engine speeds to get it to warm up to operating temperature. It was then run for a while longer, while a visual inspection was performed to verify that there were no leaks or any other issues. After it was confirmed that no such issues were apparent, the .:R32 was lowered onto its tires for the first time since the project began. The VAG-Com was used to check all values for the vitals. This was done to ensure that the maiden voyage would not be the final voyage. Once confirmed, your car was pulled out of the shop, and driven in our parking lot to confirm that none of the suspension bits were problematic. Moreover, shifting and power deliver was checked.

These tests were then followed by a complete pre-dyno inspection to ensure that the car was safe to run at speeds in excess of 100mph inside our facility to perform final tuning. Once the inspection was completed, the .:R32 was strapped on to our Land and Sea Dyno. Preliminary shakedowns resulted in finding glitches in software for the transmission, which we had to contact Unitronic and work with them with. Ultimately, the software for both the transmission and the engine controls were finalized, and we felt that even though we were not completely satisfied with calling it a final project just yet, that it was safe to do some real world runs. As with everything, and this is the very reason that we like to spend time performing these tests/logs, issues were found with certain values needing additional tweaking. Working with the limitations of time, we pushed on with corrections, and though we felt quite a bit rushed, we decided that it was time to finalize on the software.

Here is what we have been doing... shud be complete just in time for Xmas :D

Per our conversation, earlier, I am waiting on OSIR to get me dimensions on the gauge pod so that I can find out which gauges would fit in the pod. I highly recommend having Boost Pressure and Oil Pressure gauges installed, as these are extremely important. The Boost Pressure Gauge would indicate the amount of boost the turbo is making, and would allow you to monitor accurate boost pressure under different conditions. It would also allow you to see if the turbo is overboosting, which can be detrimental to the engine and the internals. On the other hand, if you ever lose power, you can monitor the gauge and check if the boost pressure is low. The Oil Pressure Gauge would allow you to see the oil pressure levels under different driving conditions. This is great for determining accurate mechanical oil pressure, even if the electrical oil pressure sender fails. Oftentimes, an Oil Pressure Gauge doubles as an Oil Temperature Gauge, which would be great for keeping an eye out for spiking oil temperatures.

Currently, I am waiting on Cat Cams and Schrick to get back to me on what kind of Camshafts we could possibly run on your .:R32 with the turbo upgrade. Although this is not required for us to reach our goal power, performance camshafts almost always yield better power numbers. Running the right Camshafts is extremely important as an aggressive camshaft can make it difficult to drive a car on a daily basis. Keeping in mind your initial request, I am a bit weary to perform this upgrade this time around. The Valvetrain will definitely be upgraded. "The factory Intake valves, which are already overbuilt, will get replaced with Stainless Steel Valves. This is to instill the confidence of having quality components all around. The factory Exhaust Valves get replaced with Inconel Valves to put up with the added abuse they are subjected to by running higher boost pressures, and in turn higher exhaust temperatures. The upgraded High Rate Valve Springs and Titanium Retainers will ensure that there is no "Valve Float", which can cause severe damage to the engine under high boost conditions. The Titanium Retainers guarantee that the increased Valve Spring Rate stays where it needs to, by not giving out." - Copied and pasted from an earlier email.

The Pistons that we will be using for the build will be for JE. They are 0.5mm oversized in order to cater to the overbore that we will be performing in order to refresh the Engine Block. All Cylinders of the Engine Block will be bored to keep uniformity. No significant overbore will be performed in order to keep the integrity of the Engine Block. The Pistons will be "domed" to reduce compression, and in doing so, we will not need to install a Compression Lowering Head Gasket. All bearings in the engine will replaced with coated bearings for longevity. "Integrated Engineering Connecting Rods will put up to the increased boost with their sheer strength. The Integrated Engineering Rod Bolts will keep the Connecting Rods secured to the Crankshaft, even at the higher engine speeds." - Copied and pasted from an earlier email.

"The 24V VR6 ARP Head Stud Kit completes the equation by securing the two main parts of the engine together: the Cylinder Head and the Engine Block. Utilizing head studs, rather than "torque to yield" bolts allows for correct torquing and reusing of the hardware that is used to secure the head and the block." When the Engine goes back together, all seals and gaskets will be replaced to ensure correct sealing. The timing components will also be replaced with factory replacement parts.

The Fuel Pump will be upgraded with a new OEM drop-in solution that flows at a much higher rate. This allows for factory fit and finish, while allowing for maximum performance. The exact specifications on the pump are undisclosed at the moment, but from a very recent tested performed on the pump, the flow numbers for the pump exceeded our expectations. It is originally from a vehicle which is equipped with a Direct Injection Fuel System, and this means that there is always more fuel on tap for a Port Injected Engine like yours, than is needed. The custom fuel lines will deliver fuel from the Fuel Tank to the 034MS 3.2L 24V VR6 High Flow Fuel Rail. Line pressure will be regulated by a factory style fuel pressure regulator which will have a fix fuel pressure rating to ensure that the pressure does not vary or fluctuate unexpectedly. A fuel pressure gauge will be installed to ensure that the correct amount of fuel is supplied. Your existing Bosch EV14 550cc Fuel Injectors will be modified to output 850cc, in order to maintain the correct amount of fuel delivery into the intake ports for correct air fuel ratios. I found this out this afternoon, after I got off the phone with you. This means that no additional expense needs to go towards a new set of fuel injectors.

Obviously, increasing boost requires intake components to be robust. Your existing factory Intake Manifold may hold up to 6-7psi of pressure, but in order to run higher something more than a plastic plenum needs to be utilized. We are trying to finalize on the Machined Billet Aluminum Intake Manifold for your upgrade. This is obviously a brand new unit, and we have not tested its performance, but I have high hopes for this. If, for some reason, there are issues with using it, however, we do have a Cast Intake Manifold to install while we stress test the Machined piece. Either way, to keep the intake air temperatures low, the 034MS R32 VR6 Intake Manifold Phenolic Spacer would help with keeping temperatures not only low, but also keeping them more consistent.

Jamie, I cannot predict power output numbers at the moment, but we are expecting to get a reliable amount of power out of the build. When performing a build like this, for daily driven vehicles running on the 91 octane fuel that we get in California, power levels are greatly reduced. Take, for instance, the fact that when we built the 3.2 VR6T for our Time Attack A4, we were able to get over 900whp on race fuel. This build will allow the bottom end to make that kind of power, but as we discussed over the phone, the engine becomes very unreliable. At this point in time, I cannot predict the power level, but for what it's worth, assure you that it will be approximately 430-450whp at the time of delivery, provided that other components can handle that kind of torque/power output. Again, remember that the engine is not limited to this power. On pump gas, with the right tuning, this bottom end should be able to put out close to 500whp, which is well over 650hp.

The UNIbrace XB and UB will definitely keep the chassis supported not only in turns, but also during launches by bracing the Chassis, and keeping out the flex. This, in turn, will allow all of the power to be delivered to the wheels.

As far as the capabilities of other related parts, when upgrading to Stage 1, most of the suspension, including mounts and bushings, were upgraded. The transmission is capable of holding up to the projected torque and power output that we are expecting, however, the software that you currently have for your transmission only supports approximately 500Nm of torque. This means approximately 370lbs ft of torque. United Motorsport has a software that holds 600Nm, or 440lb ft of torque. In theory, this would suffice, but we are trying t see what we can to get the torque rating closer to over 500lb ft. Obviously, this requires us to work with Unitronic, or United, in getting the software sorted out. We are confident that by the time the project is reaching completion, we should have software for the transmission. Even in the worst case scenario, we will at least have a transmission rated at 600Nm, which is plenty for the interim.

As far as future upgrades are concerned, I think that having an External Oil Cooler would also benefit in keeping oil temperatures low. The 9-series Setrab STD Oil Cooler 50-948-7612 would suffice, in my opinion. We can use the Thermostatic Sandwich Oil Filter Adapter. We would need to figure out the correct place to mount the cooler, but I believe there is a lot of room behind the front bumper on either side that can be used for mounting up the cooler. I would recommend the passenger side, as the air filter is located on the driver side. Furthermore, a larger turbo, a Custom Exhaust Header, Upgraded Camshafts, further custom tuning, and last but not least, the 034Motorsport ÜbërFlöw Side Mount Intercooler Pair would yield even more output from the engine.
 

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Discussion Starter · #15 ·
sweet

bring it to North Carolina in April



please.
I actually work out that way quite a bit in the summers... Too bad i'm generally in my work truck :(
 

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Discussion Starter · #17 · (Edited)
Another pic of full front grill with A6 LED's install almost complete
<a href="http://www.flickr.com/photos/[email protected]/10557612193/" title="A6 LEDs Installed.. by jaylanpooda, on Flickr"><img src="http://farm4.staticflickr.com/3812/10557612193_1bb40bb80c.jpg" width="500" height="375" alt="A6 LEDs Installed.."></a>[/IMG
Finally got the lug bolts i wanted in...
[IMG]<a href="http://www.flickr.com/photos/[email protected]/10559574704/" title="Lug Bolts by jaylanpooda, on Flickr"><img src="http://farm8.staticflickr.com/7450/10559574704_10ed99e6c3.jpg" width="500" height="281" alt="Lug Bolts"></a>
Just some odd and end ebay parts.. dont really know what im going to do with some of them but hey at least i got options ;)

The Day these finally showed up I couldnt wipe the smile off my face lol.. anyone who has searched for MKV R32 camshafts online knows what i'm talking about!!

In a min they gone have me looking like the joker... My Head All Full of Cams.. no pun intended

Engine bay looking lonely :(

 

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Discussion Starter · #18 ·
BTW... this is my first Build thread ever in my life. Couldnt even get the pictures to upload correctly for hours. As you prolly can tell "cough cough' zevion impatient ass ;).. (my sons name btw lol) So if it bounces around too much or you have questions. feel free to ask me and i will make an attempt to answer. AND if you hold upa couple more mins.. i will have the latest pics uploaded.. to me they are the best
 
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