Golf II GTD with 1.9 AAZ engine --- EVO II

[Alleslowbuged]

Hi,

here are two pics, one from the new boost gauge and one from the car (just because i polished it bit last week)





We have make a bigger tour today, first with the Golf and afterwards again with a E36 325 TDS from a friend, with both was great fun. It did not look all the time at the gauge, but i see serveral times approximate 1,2 bar and my friend say that we hit 1,7 bar once, when i accelerate through second, third and part off fourth gear in a straight line. What i also reconize today is , that the car feels allready strong with only 0,2-0,3 bar of boost, which will mean nearly nothing on a stock AAZ.

Best Regards 

[carrizog60]

engines love flow,not pressure

[Alleslowbuged]

Hi,

i take a day vacation today and after serveral hours in my garage the quick spool valves is installed. I will come back with details tomorrow.

Best Regards
Alleslowbuged

[carrizog60]

waiting for news then

[Alcaid]

Results?

[Alleslowbuged]

Hi,

here some pics from the installation:

car prepared


engine bay before:


distance between turbo and firewall - before QSV


how a compressor housing looks, if the blow-by goes into a catch tank, instead of the air intake


Turbo out and fitting test with QSV




The port with the flap in the QSV is bigger than the usual T3 divited flange port, so that the resultant port size with open flap is more or less the same size as the stock port size. But this means, that there is likely an intereference between the flap and/or the turbo and manifold flange:





So i marked the amount that has to be removed and grind it of








I have to do the same job on the manifold flange, but there i only have to cut the edges a little bit.

As i wrote, i also dismount the wastegate and intalled a blind flange with my temperature probe instead





Here the turbo sits again, was a hard pice of work to bring in the first bolt with the three pices (turbo, qsv and gasket), at least because the turbo is a bit heavy




Because the wastegate has sit below the turbo and the actuator does also, the engine bay looks the same as before, the only difference is that the gab between the turbo and the firewall has shrunken.

Yesterday it heavily rained here, so i did not make proper test runs, but it is obvious that the midrange torque and power figures has been boosted through the QSV. The boost response is now near to the S2A / S100 turbos i have had installed before (as far as i remember). I tried to conducted a 1/4 mile run with the g-tech, but was not able to find traction in first and second gear (even with serveral throttle lifts in second), but i conducted a g-tech dyno run in third.

here are the power figures:
orange is S2A 190 hp dyno run, red is S2B dyno run, red dotted is S2B g-tech dyno run in third and blue is S2B + QSV g-tech dyno run


here are the torque figures:


Even if the peak power is nearly unchanged, it could be seen the midrange power (~3700 rpm) has increased by not less than 40 hp and midrange torque by aproximate 70 Nm.

Here you can see, that the third gear peak power is highes i have ever measured with the g-tech in third gear


which is in line with the g-measurement


But the comparement is a bit unfair, because i rev up all the way in third and therefore build up boost for a longer time, than accelerate in second and than shift (boost pause) and wait again for boost third. So we will see real comparement figures with the next dry 1/4 run.

Nevertheless i feel comfortable to state, that i think that the qsv was a good achievement.

Best Regards
   

[carrizog60]

that is good news then!
how is controlled the vacuum can of the qsv?

[Alleslowbuged]

Hi,

the actuator is boost controlled not vacuum and straight connected with the inlet manifold. It started to open 0,4 bar and is fully open at approximate 1,0 bar. I have a manual boost controller installed, but did not use it for the moment. I could increase the opening pressure and increase the midrange torque further, but for me it is actual enough. I make a 1/4 mile g-tech run today and achive a 14,8s, which is the best ever measured time for me (for all cars), data analysis from the g-tech shows also higher g's over nearly the hole rev band in comparison with the 190 hp run from 2012.

So for me it is clear that this QSV makes what it is design for, in fact it is the same as a twin/compount turbo setup, only with much easier packaging. It's a real shame that these things are so expensive, i mean for the moment it feels worth the money, but if you have it your hands it seems like 100-150% overpriced.

Best Regards
Alleslowbuged

[Alleslowbuged]

Hi,

here are the updated diagrams with the 1/4 run instead of the dyno run





Best Regards
Alleslowbuged

[RabbitJockey]

Ok time for more boost

[RabbitJockey]

also, out of my own curiousity do you know the inducer and exducer sizes of the compressor wheel?


Also does this give you the desire to install a similar setup on to your bavarian td??

[Alleslowbuged]

Hi,

i am sure that i have measured the compressor wheel dimensions in 2008 or 2009, but i can't find my recordings. I have mesured the turbine wheel dimension during the grinding of the turbine casing, but forget my note in my garage, but will bring that data with one of my next posts. I was also thinking of open the compressor housing and measure the compressor wheel again, but the retainer, who fixed holds the housing in place, is a real pitty to dismount and mount, it tooks me 30 minutes or so last time and i have had to buy a better caliper before, because with my old caliper i have had no chance.

The answer to your second question is clearly yes, for me the qsv + very big turbo is the best setup in the moment. The manifold of the BMW's are divided, so if i want to install a qsv i have to remove the spilt wall first. It is also not so easy to package a external wastegate in the BMW's, that why i still use the stock turbo there. I am sure that also my S2A without a QSV would be an improvement over the stock turbo, but also there the wastegate is a problem for me. The old e28 BMW, will not see a new big update, because is will be an oldtimer soon and the engine has a bit wear now, but i have bought a 1996 E36 325 TDS Limo, which is my next project car (after the Golf), it is sitting in my shop in the moment and waits for a ported head, performance pump, camshaft, lsd, bilstein suspension. Before i tested the qsv in the Golf was scheduling to stay with the stock manifold (triangle shape) and stock turbo, but now i am thinking of using the S2B and the QSV in the e36 together with a manifold from a E28 524 TD, but i am still thinking.

Here are some pics of the cars (i was also thinking of starting a built thread here, but was to lazy, because i have allready started a german built thread)










new rims


head:


interesting shape of the piston head, i was wonder if this could be an update for the M21 engine
 

head cleaned


Best Regards
Alleslowbuged

[RabbitJockey]

wow look at the space between those valves, plenty of room for upgrading 

[Alcaid]

Space between valves is one thing but distance from valves to bore diameter doesn't look like it gives room for any bigger valves than a standard oversize (+1mm?)

[Gizmoman]

Space between valves is one thing but distance from valves to bore diameter doesn't look like it gives room for any bigger valves than a standard oversize (+1mm?)

That space is possibly why it's not cracked like my previous, and most other used AAZ heads I have seen. Somebody finally figured out it cracks when they are too close