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#60
by
Powered by Spearco
on 14 Apr, 2011 20:59
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Ha ha. That engine and trans are all just for mock up. Neither of them will be used. I thought that Andrew was talking about the holes in the body.
The engine and trans that will be used, are in my truck, which runs and drives. Its in the truck so I can drive it on the street leagally and be able to tune it. I'd hate to try and drive the Scirocco and tune it just on the track or dyno. That would be expensive. Allthough the Scirocco will hopefully be street legal and registered as a club/exhibitionist only vehicle. That way I can drive it to the track and car shows.
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#61
by
Powered by Spearco
on 14 Apr, 2011 21:06
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Got the NOS bungs welded on to the boost pipe today. What do you think?
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#62
by
81 vw pu
on 14 Apr, 2011 21:31
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That's gonna be one cold pipe and intake!!!
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#63
by
Powered by Spearco
on 14 Apr, 2011 21:34
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I might not even need an intercooler.
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#64
by
R.O.R-2.0
on 17 Apr, 2011 08:11
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I might not even need an intercooler.
im not gonna have my intercooler plumbed in whenever i got a bottle of gas..
i wanna get some sort of an intercooler like what you have. the A2W..
oh, do you still have the PT loozer intercooler by chance?
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#65
by
Powered by Spearco
on 17 Apr, 2011 20:47
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No, I never had one but a friend did. I'll check if he still does.
I got the nitrous hooked up on Sat. I'm only running the one solenoid for now. I need to get some other things figured out first. Also noticed that my throttle cable is far too streched out to reach full throttle. Just adjusting it felt like 20HP. Really.
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I'm using an .018 inch jet, and don't really notice any differance right off the line and my EGTs are still at 1300F. Like I said, the throttle cable is too streched out, so a new one is in order before more tuning.
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#66
by
81 vw pu
on 17 Apr, 2011 23:07
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Great job on the installation Josh. According to the dyno tune jet calculator, (for a wet system, not our dry system) the .018 jet is 15hp.The first jet I tried was .024=25hp.
With the .024 jet I only felt a slight acceleration until I turned in the fuel screw about 1/4 turn (Na IP). Better but not what I hoped for so
I went to a .028 jet= 35 hp and another 1/4 turn on fuel screw, now I was getting somewhere so a month or so later I tried the .032 jet=50 hp with the fuel screw
3/4 to 1 turn from stock and am very pleased with the results. Also with the bottle off, no line pressure, key on engine off, arming switch on, floor throttle and verify solenoid click.
Takes a few seconds to purge air out of line after bottle change too.
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#67
by
R.O.R-2.0
on 18 Apr, 2011 08:56
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Great job on the installation Josh. According to the dyno tune jet calculator, (for a wet system, not our dry system) the .018 jet is 15hp.The first jet I tried was .024=25hp.
With the .024 jet I only felt a slight acceleration until I turned in the fuel screw about 1/4 turn (Na IP). Better but not what I hoped for so
I went to a .028 jet= 35 hp and another 1/4 turn on fuel screw, now I was getting somewhere so a month or so later I tried the .032 jet=50 hp with the fuel screw
3/4 to 1 turn from stock and am very pleased with the results. Also with the bottle off, no line pressure, key on engine off, arming switch on, floor throttle and verify solenoid click.
Takes a few seconds to purge air out of line after bottle change too.
i think i was using the 028 jet on my n/a 1.6
you could definitely feel the nitrous come on, with the n/a anyways..
and you guys are both correct about the throttle cable. the last 1/4" of pump travel is where it really starts building power on my car, but i run a n/a fuel pump, dunno if that really matter tho.
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#68
by
adi
on 18 Apr, 2011 09:50
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Can I ask what you used to bolt onto the end of the GTI inlet manifold to fit an intake instead of a throttle body? If I can make something up I may fit my spare GTI intake mani!
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#69
by
R.O.R-2.0
on 18 Apr, 2011 10:00
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Can I ask what you used to bolt onto the end of the GTI inlet manifold to fit an intake instead of a throttle body? If I can make something up I may fit my spare GTI intake mani!
i took some aluminum scraps and made up an adapter..
just a flat chunk of aluminum plate, with a chunk of tubing welded to it so i could hook up my charge piping..
you HAVE TO have a low mounted turbo to run a gasser intake tho.. a stock, high mounted turbo will hit the intake badly.
basically, you have to run a TDI turbo of some sort, or flip your stock turbo and manifold..
you have a mk2 GTD dont you? T2 turbo mounted right behind the stock intake mani? if so, then its not an easy conversion to run a gasser intake..
i had to cut some mounting bosses off the intake, and grind a boss off the EGR hook up on the turbo, had to weld the EGR port closed also.. and that was with a VNT turbo, they mount REALLY LOW.
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#70
by
adi
on 18 Apr, 2011 10:02
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Far too much effort for me then! Just thought it would make my life a bit easier when it comes to fitting FMIC pipework. I thought my GTD would have a K14?
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#71
by
R.O.R-2.0
on 18 Apr, 2011 10:20
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Far too much effort for me then! Just thought it would make my life a bit easier when it comes to fitting FMIC pipework. I thought my GTD would have a K14?
T2 and K14 are basically identical turbos, in terms of specifications, just made by different companys. i swear that more came with a T2 than a K14 tho, but i could be wrong..
as for the gasser intake, its FAR FROM a bolt-on-and-go affair..
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#72
by
Powered by Spearco
on 18 Apr, 2011 13:24
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Thanks for the compliments. I made sure that the bottle was purged before fastening it to nozzle.
From a stand still, full throttle, nothing different happens untill turbo boost hits 10psi. Then black smoke rolles out till 20 something psi then clears. Thats most likely due to the nitrous helping to burn the excess fuel. But like I said, I need to figure out some different locations for boost ref., for boost controller, gauge and LDA ref. Right now the gauge and boost controller ref. is shared from same port on intake. The LDA is T'ed from the boost controll wastegate ref.to the boost box. Also a new Hobbs swt. that is adjustable from 5psi-15psi.
My intake manifold is from a Carrodo G60, but has been modified. The inlet adapter to manifold is from
BonBrennerMotorsport and is about $45. but mine was used and had holes in it, so it was free.
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#73
by
81 vw pu
on 18 Apr, 2011 14:03
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Thanks for the compliments. I made sure that the bottle was purged before fastening it to nozzle.
From a stand still, full throttle, nothing different happens untill turbo boost hits 10psi. Then black smoke rolles out till 20 something psi then clears. Thats most likely due to the nitrous helping to burn the excess fuel. But like I said, I need to figure out some different locations for boost ref., for boost controller, gauge and LDA ref. Right now the gauge and boost controller ref. is shared from same port on intake. The LDA is T'ed from the boost controll wastegate ref.to the boost box. Also a new Hobbs swt. that is adjustable from 5psi-15psi.
My intake manifold is from a Carrodo G60, but has been modified. The inlet adapter to manifold is from
BonBrennerMotorsport and is about $45. but mine was used and had holes in it, so it was free.
I'm running less boost and a na pump, but the best way to feel the nitrous is to floor it and take it up to 50-55 mph in 4th gear, then flip the arming switch on and off a few times.
I take someone along to keep an eye on boost and egt so I can compare with and without nitrous. With the .018 jet you're only gonna feel a little nudge if anything.
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#74
by
Powered by Spearco
on 18 Apr, 2011 20:34
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Ok. Thats kind of what I thought. I'll go up to a .032 jet size and recheck.
There is on thing that I would like to redo on the full throttle switch, is to have it activate sooner in the throw of the throttle and have it contiunue all the way to full throttle limiter.