From a zero?

 

In stock trim the 170HP 1.8TSI leaves a bit to be desired but the car has plenty of potential otherwise!

 

I'll be following this thread 352 hp,that's amazing. After 30 years of driving lumbering full size p/u trucks my stock gsw feels very quick and nimble. Keep the updates coming please. One question, what will vw say re the warranty?
CHW

 

Warranty? What warranty?

Powertrain warranty is clearly gone, the lowered suspension kills anything underpinning related, but hey, the grab handles might still be covered.

 

Unless I missed it, what is the cost for the total upgrade? I'm doing the exact same thing to mine next Spring, but with APR versions of most of those bits. Be interesting to compare as I haven't purchased the parts yet. Danke!

 

Hit the product pictures in the post and all individual pricing will be on our website 👍

following, love me some wagon builds :beer:

Don't we all! 😁

Don't forget the sunroof! Well actually, 352 HP probably flexes the body a lot more, scratch that. And they might have changed the tire diameter by 0.5%, we all know how you feel about that one.

Sweet build, Uni. Get us some acceleration time data!

That's the plan, stay tuned!

 

following, love me some wagon builds :beer:

 

Looks great! What exhaust tips were used for this setup?

 

3.5" dual wall tips

 

Sounds like we got a SoCal person on our hands! I missed that sweet sweet 93.

 

It would be great if you could share some actual numbers as the car is built up. Except for the tunes, all the Unitronic marketing materials are long on prose, short on information.

Unitronic®'s Charge Pipe Upgrade Kit for the 1.8/2.0 TSI MQB engines is comprised of an upgraded Turbo Discharge Pipe, Throttle Body Pipe, and silicone intercooler inlet/outlet hoses. This complete upgrade kit features a high-flow design that eliminates restrictions in the boost (charge) piping leading from the turbocharger outlet to the engine, allowing for unrestricted airflow.

And then?

I'd buy lots of stuff for my is38/Unitronic Sportwagen if I had some confidence it would make an actual difference. The charge pipe kit (just one example) is appealing in theory and nicely executed but the factory charge pipe is used on just about every 1.8 and 2.0 MBQ VW/Audi up to the 292hp S3. It can't be that bad. I'm sure the design has compromises but it also probably has many hours of CFD analysis that noone in the aftermarket can afford.

As another example, the users here have convinced me that a downpipe is worth it for my is38 but nothing on the Unitronic site does. https://www.getunitronic.com/parts/...arts/exhausts/vw-golf-sportwagen-4mo-18l-tsi-2019-18l-tsi-gen3-mqb-awd-downpipe No mention of performance.

 

It would be great if you could share some actual numbers as the car is built up. Except for the tunes, all the Unitronic marketing materials are long on prose, short on information.



And then?

I'd buy lots of stuff for my is38/Unitronic Sportwagen if I had some confidence it would make an actual difference. The charge pipe kit (just one example) is appealing in theory and nicely executed but the factory charge pipe is used on just about every 1.8 and 2.0 MBQ VW/Audi up to the 292hp S3. It can't be that bad. I'm sure the design has compromises but it also probably has many hours of CFD analysis that noone in the aftermarket can afford.

As another example, the users here have convinced me that a downpipe is worth it for my is38 but nothing on the Unitronic site does. https://www.getunitronic.com/parts/...arts/exhausts/vw-golf-sportwagen-4mo-18l-tsi-2019-18l-tsi-gen3-mqb-awd-downpipe No mention of performance.

You can see the impact of the DP on the dyno graphs Stage 1 to 2 (IS20). Assume the IS20 and 38 include the DP power-add in their data. APR's site has some similar data that should help see the impact of the DP. On the charge pipes (I have them) - I think this kind of thing becomes more of a "FBO" thing than a necessity - it's not hurting and mygolfmk7 shows data for a set of similar pipes that shows a *slight* increase in flow over the stockers (prepare to be underwhelmed). I look at these bolt-ons as additive - any one individually isn't doing a ton but at the point of adding an IS38 to the 1.8, turbo inlet pipe, turbo muffler delete, intake, downpipe, intercooler, and charge pipes have to helps things out as a whole system. But yes, you'd have to dyno the IS38 sans all bolt-ons then add them incrementally dyno'ing each time. Uni tells you that you need a DP for the IS38 tune - that should tell you shouldn't it?

 

Subbed! Can’t wait to see some wagon action! My wife’s alltrack rolled off warranty so it may be due for some upgrades


Sent from my iPhone using Tapatalk

 

Whelp, I'm sold. I just tried to get started with a tune and uniconnect+ but your website just said to contact you. I sent an email as well. Hopefully i can still get in on the black Friday deal.
Thanks
Derek

 

You need to go through one of their dealers.

 

Very excited to see this come together! Will there be any difference against the ShopDAP build vs this one?


Sent from my iPhone using Tapatalk

 

Aesthetic and handling differences sure but we're both utilizing the IS38 with Unitronic Stage 2+ Software. 👍

 

​

Work has begun on the Alltrack and we’re on the way to doubling its horsepower with the help of an IS38 Turbo and Unitronic Hardware and Software. If you haven’t already checked out part one of this series, we’re building up our Alltrack to help #savethewagons and send this one off in style. In part two of this series, we’ll be covering the Hardware upgrades required to support 350+ HP on the 1.8TSI engine. We’ll also give you a few tips along the way to assure trouble free installation and long term reliability.

WHERE TO BEGIN​

Seeing as the majority of this work will revolve around the upgraded turbo, we’ll need to gain access to it by creating clearance on its exhaust and intake side. Having access to a lift does make the upgrades easier to perform as there is quite a bit of work required above and below the vehicle but it can be done on level surface with secure jack stands or ramps as well.

We opted to remove the downpipe first which starts by disconnecting it from the turbo and in the case of our Alltrack as well as other 4motion vehicles, temporarily disconnecting the driveshaft to help create additional clearance as well.

Once the driveshaft is moved out of the way, we have access to the hangers keeping the upper section of the downpipe in place. On the opposite end of the downpipe, the middle section will need to be freed up from the resonator in order to begin the process of working the large one piece factory downpipe off the vehicle.

On the intake side of the turbo, we disconnected the intake tube, the turbo inlet and turbo discharge pipe in order to gain full access to the factory IS12 turbo. Once done, we removed the airbox and OEM air duct as well. On our 2 year old, 20,000 mile / 32,000 km Alltrack, the turbocharger was in great shape with minimal shaft play even after being tuned for half its life.

HOW DOES THE IS12 COMPARE TO THE IS38?​

Upon initial inspection, you’ll notice the IS38 turbo housing is much larger than the IS12’s which is indicative of the additional air the turbo can move and in turn, ability to generate more power. As you can see, the compressor and turbine wheels are much larger as well. The IS38 features a 45.2mm / 58.0mm compressor wheel and a 47.4mm / 54.7mm turbine wheel.

After installing the new Turbo Inlet on the IS38, we took note of the turbo’s connector positions and proceeded to mount and install it. Once in place, you’ll immediately notice the IS38 fills up quite a bit more room between the back of the engine and firewall.

Next up, we installed the new Downpipe which slides easily into place due to its narrower high-fow cat and two piece upper and mid section design. As you’d expect, the Downpipe bolts right up to the new turbo with guaranteed, perfect fitment.

Included with our Downpipe for 1.8TSI MQB vehicles are high quality V-band sealing clamps which assure leak free connections and a specific reducer which in this case, ties into our vehicle’s 60mm exhaust line. Once done, we reconnected the vehicle’s driveshaft and moved back up to the engine bay.

Next up was the Intercooler Upgrade which requires the front end to come off as well as the headlights in our case. After removing the bumper, the grille and carefully disconnecting the vehicle’s parking sensors, ACC sensors and multiple temperature sensors, the factory AC condenser, intercooler and radiator will be completely exposed. We have a comprehensive installation guide available for the Intercooler Upgrade here.

Once the factory intercooler was removed, we compared it to our MQB Intercooler which is now available with a black finish. Immediately you’ll notice the end tanks are much larger and the unit is much thicker for more overall volume which helps dramatically reduce intake air temperatures. This upgrade is essential given the scope of our Stage 2+ project and new turbo we’re installing. The factory intercooler would be much more susceptible to heat soak resulting in a drastic loss of power when the car is driven hard and in warm climates.

In order to maximize the efficiency of the intercooler system, we’ve also installed our Charge Pipe Upgrade Kit which is DQ250, DQ381 and 6MT compatible for 1.8 and 2.0TSI MQB vehicles. This kit includes high strength silicone hoses with a larger diameter turbo discharge pipe and throttle body pipe which eliminates factory baffles and features smooth transitions with a 1/8” NPT Water/Meth Injection port as well.

CHARGE PIPE UPGRADE KIT ASSEMBLED

To round out the upgrades and maximize the flow of air entering the turbo, we installed our full Carbon Fiber Intake and Air Duct system. Starting with the Air Duct, this unit opens up both air inlets available in the OEM grille and its smooth transitions provide an alleviation in the restrictions present on the factory unit. This Air Duct helps feed the oversized Intake which contains a proprietary 3” filter and flows into a large five-ply silicone turbo inlet hose.

With this complete Intake and Air Duct system, throttle response is greatly improved for a more lively driving experience with amplified turbo induction sounds as well. The closed intake design helps keep air intake temperatures low so more cool and dense air can be ingested by the engine in order for it to develop more power.

TIPS WHEN UPGRADING YOUR TURBO​

You’ll want to make sure to top your coolant up to the required level and keep an eye on it for the next few days to assure there are no leaks. In our case, we required close to one gallon of coolant after the upgrade.

This is a great opportunity to change your oil as well in order to assure longevity for your engine and new turbo. Unitronic’s proud technical partner, LIQUI MOLY has an extensive VAG-specific lineup of lubricants and additives that meet Audi/VW standards with OEM approval. All of Unitronic’s research and development engines and fleet vehicles exclusively use LIQUI MOLY oil, lubricants, and additives and strongly recommend LIQUI MOLY for your vehicle. You may also want to consider shortening your oil change intervals if you are planning on running the vehicle particularly hard or racing on a semi frequent basis. In the case of our Alltrack, we used 5.7L of LEICHTLAUF HIGH TECH 5W-40 engine oil.

Find the right LIQUI MOLY oil for your specific vehicle on www.liqui-moly.com

Prior to starting your vehicle, prime your turbo by making sure the spark plug wires and fuel pump are disconnected while cranking the engine for at least 5 seconds. This will allow for oil to circulate throughout the turbo and assure it doesn’t run dry for any period of time.

You’ll also want to make sure to perform a wastegate adaptation before starting your vehicle with the help of VCDS or OBDeleven. Wastegate voltage absolutely needs to read between 3.5-3.9V as values outside this range can cause overboost issues resulting in an EPC light or even limp mode.

Stay tuned as the build continues when we flash the vehicle with our Stage 2+ ECU and Stage 2 TCU software and get the Alltrack on our dyno to see how much power it puts down. There’s also an exciting new UniConnect+ feature which will be introduced as well so check back on www.getunitronic.com/news and follow @unitronic on social media for more updates. If you've got a similar build project in mind for your car, see what Unitronic products are available for you here.

​

 

So how much do you expect long term reliability of the motor to suffer by doubling the power output? Surely it wouldn’t last anywhere near as stock?


Sent from my iPhone using Tapatalk

 

So how much do you expect long term reliability of the motor to suffer by doubling the power output? Surely it wouldn’t last anywhere near as stock?

Sent from my iPhone using Tapatalk

Given the nature of this OEM turbo upgrade and Stage 2+ Software which is specifically calibrated to retain factory safety limiters, we are confident in the vehicle's long term reliability. Oil change, DSG and Haldex service intervals should definitely be shortened if you're running the vehicle particularly hard.

Awesome segment! Can’t wait to see what comes nect

Sent from my iPhone using Tapatalk

Thanks for following along!

Looking good...can you confirm Octane requirements? I'm assuming the tune can account for 91 vs 93?

Our Stage 2+ IS38 Software requires 93oct for best performance

 

Awesome segment! Can’t wait to see what comes nect


Sent from my iPhone using Tapatalk

 

Looking good...can you confirm Octane requirements? I'm assuming the tune can account for 91 vs 93?

 

​

Time has finally come to see how much power our Alltrack makes now that we’ve installed the IS38 Turbo and supporting Unitronic Hardware in part two of the series. In this third and final installment of the IS38 Wagon series, we’ll flash the vehicle with the help of our UniConnect+ Cable and Performance Software, dyno test it with our very own MAHA chassis dynamometer and give your our impressions of the vehicle now that it has received all of its power upgrades.

WHAT SOFTWARE IS REQUIRED AND HOW IS THE VEHICLE FLASHED?​

Now that our Hardware upgrades are complete, it’s time to hook up our UniCONNECT+ Cable to the Alltrack via the OBD-2 port and flash it with our Stage 2+ ECU Software for maximum power and Stage 2 TCU Software for increased clutch clamping pressure, quicker gear changes with optimized shift points, increased launch control RPM and an overall more responsive driving experience.

Along with upgrading your Performance Software from the comfort of your own home, this cable also allows you to flash your vehicle back to stock as needed, perform diagnostics and new for 2021, we’re introducing a high speed data logging feature for today’s most popular VAG vehicles.

Now it’s easier than ever to stay on top of your vehicle’s key metrics and gain insight about its true performance while recording a multitude of data including; ignition timing, timing correction, boost, air/fuel ratio, camshaft timing, wheel speed, and much more. Once you’ve collected your data it can be analyzed within the UniCONECT+ suite or even shared with one of our technicians for additional feedback.

Unitronic’s facilities feature very sophisticated tools and equipment which allow us to engineer the finest automotive performance products on the market. One of these tools is our MAHA Chassis Dynamometer, which gives us the ability to conduct extensive research, development, testing, and validation of our Performance Software and Hardware products completely in-house. This dyno sits inside a state of the art, environmentally controlled cell which allows us to dial in specific conditions to assure reliability of our performance products anywhere in the world.

As expected, the Alltrack performed very well on the dyno achieving our published Stage 2+ IS38 power figures along the way. Ambient temperature was set to 72°F (22°C) and we performed 3 pulls which averaged between 353-348HP. Given the current winter grade 93 octane fuel in the car, we did see a bit of timing correction but the ECU showed its ability to correct such. Additionally, our Stage 2+ Software allows us to safely run up to E20 to further correct this if needed.

All this additional power is achieved through an increase in boost pressure, optimized ignition timing, camshaft timing and much more now that our turbo and hardware upgrades are complete. As you can see there’s plenty of usable power starting at 2500RPM but the turbo really comes to life above 3000RPM maintaining peak torque all the way to 5000RPM while horsepower climbs all the way to redline.

Power delivery is smooth and linear and on the street there’s a drastic increase in acceleration, passing power and top end power especially compared to the stock 170HP / 199LB-FT figures. With these upgrades, low 4 second 0-60 times and mid 12 second quarter mile passes are achievable with DSG equipped vehicles depending on setup.

​

For now we’ve achieved our goal of creating an OEM+ inspired sleeper and do justice to one of the last wagons we may see from VW in North America. We’re excited to push the car a bit harder in the spring where it will see some track time. Check back on www.getunitronic.com/news and follow @unitronic on social media for more product updates. If you've got a similar build project in mind for your car, see what Unitronic products are available for you here.

​

 

Any chance you will release the dyno charts? Or let us know the WHP? I am very excited to go this route later this year with my gsw. I am also curious if you could give me more of the sounds with the stock exhaust and uni downpipe/is38, specifically if there are any pops or bangs, I thought I saw that as an option on your website in the past. And one last question on the e20 is that possible without any further fueling modifications? Thanks for the series!

 

The vehicle achieved published power numbers indicated with crank figures in our latest post but 15% drivetrain loss is typically a good average to use for WHP. We don't have sound clips to share at the moment besides the one in the video above but this particular vehicle does have a muffler delete as well as the upgraded Unitronic DP. Adam Karst has shared a few exhaust clips on his YT channel in the past if you'd like to check them out. Crackles are not available for the 1.8TSI engines at the moment and yes, this calibration is optimized for 93 octane but you can safely supplement with up to E20 to correct timing pull without any additional modifications.

Will you be doing any ignition or fueling upgrades to support this or are they not needed with this setup. Will engine mounts be wearing out faster?

Additional fueling or ignition upgrades are not required at this power level. Engine mounts would be a welcome upgrade long term though.

Love this series! Inspiration for my GSW!

Thanks for following along!

 

Will you be doing any ignition or fueling upgrades to support this or are they not needed with this setup. Will engine mounts be wearing out faster?

 

Love this series! Inspiration for my GSW!

 

Please just share the WHP number with us. I just watched a vid with is38, catless DP (

), and a "beta" 2+ tune directly from John. ~285whp. The DAP video showed 250ish whp.

 

Please just share the WHP number with us. I just watched a vid with is38, catless DP (

), and a "beta" 2+ tune directly from John. ~285whp. The DAP video showed 250ish whp.

I have the 38 2+ tune and all bolt-ons. Weight of car and 1/4 trap speed from the drag track used to calculate hp using one of several online calculators and correcting for drivetrain loss shows 300+ whp consistently which is in line with their dyno engine hp. 250+ would be the IS20 tune whp.

Sent from my SM-G973U using Tapatalk