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TDI Power Enhancements Discussions about increasing the power of your TDI engine. i.e. chips, injectors, powerboxes, clutches, etc. Handling, suspensions, wheels, type discussion should be put into the "Upgrades (non TDI Engine related)" forum. Non TDI vehicle related postings will be moved or removed. Please note the Performance Disclaimer.

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Old June 2nd, 2017, 07:38   #46
Layerz
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Nice, how did you plot the Butt Dyno? I have a spread sheet I've used before that's fun with my VCDS laggy inputs - need to average some groups.
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Old June 2nd, 2017, 09:04   #47
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Quote:
Originally Posted by Layerz View Post
Nice, how did you plot the Butt Dyno? I have a spread sheet I've used before that's fun with my VCDS laggy inputs - need to average some groups.
Hi, The spreadsheet I used orginated from Rosstech themselves. I think one of their guys put it together. (I tried a couple of other freebies but did not look right.)
http://www.ross-tech.net/vag-com/examples/dynoplot6.xls

Here he explains how the math is done:
https://www.audiworld.com/forums/vag...tions-2580766/

Basically you do an acceleration followed by coasting to subtract the losses. I found in 3rd gear the results were smoother.

The Insoric method I think is no different except their uProc based sensor on the wheel is very very accurate to get the revs upto 1KHz sampling and then to calculate the speed. The more accurate the speed through higher sampling the better the power prediction according to the polytechnic prof that developed Insoric in Switzerland. Here is his pitch (unfortunately in german). As usual they want a suitcase full of money for the sensor.

https://www.youtube.com/watch?v=cIHmWZ1jGYo
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Last edited by eddie_1; June 2nd, 2017 at 09:34.
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Old June 2nd, 2017, 11:59   #48
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Quote:
Originally Posted by eddie_1 View Post
Hi, The spreadsheet I used orginated from Rosstech themselves. I think one of their guys put it together. (I tried a couple of other freebies but did not look right.)
http://www.ross-tech.net/vag-com/examples/dynoplot6.xls

Here he explains how the math is done:
https://www.audiworld.com/forums/vag...tions-2580766/

Basically you do an acceleration followed by coasting to subtract the losses. I found in 3rd gear the results were smoother.

The Insoric method I think is no different except their uProc based sensor on the wheel is very very accurate to get the revs upto 1KHz sampling and then to calculate the speed. The more accurate the speed through higher sampling the better the power prediction according to the polytechnic prof that developed Insoric in Switzerland. Here is his pitch (unfortunately in german). As usual they want a suitcase full of money for the sensor.

https://www.youtube.com/watch?v=cIHmWZ1jGYo


Hrmm I'll need to go over this later - for ages I've been meaning to turn the this into something with my Arduino.

The lack and price of an AWD dyno's in my area makes measuring changes purely opinion based.

Thanks for the links and if you'd like my bits explaining I'll need to refresh exactly how we came to that as an engineer friend helped me with the spreadsheet. At the time I made that I was tinkering on the most shoe string of budgets and tbh even now I have things I'd rather spend money on then full VAGCOM.
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Old June 4th, 2017, 08:01   #49
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Updated the Video with 0-100Kmh run. VCDS gives 7.37sec.
Bit tricky to do with FWD traction issues and manual gear changing.
DMF groans just a bit but not too bad.
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Old September 19th, 2017, 14:27   #50
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Finally got around to upgrading to the BiTDI MAF. Used the BiTDI plastic tube and a 45deg elbow silicone reducer from ~78mm ~57mm. Cut the silicone reducer to get the right length. The CCV is venting through a hose at the moment, but need to couple it into the plastic BiTDI tube section. Plot included of the BiTDI MAF linearization map which is 37point while my stock BPP MAP is 57 point. Adapted the BiTDI MAF to 57 point.

Still need to try it out on the highway. Not 100% sure if this was the limitation. My IQ was being limited fairly linearly above ~4000rpm. Could be other limiters as well.











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Old October 1st, 2017, 05:33   #51
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Bingo!

The fueling was indeed MAF limited at higher RPM and thankfully I did not run into further limiters. The charts show how the MAF is vastly improved at higher rpm and how the fueling is now extended.

I had issues getting the newer Biturbo MAF element to work but resolved it by using the old element in the new Biturbo housing. Details are in this thread.

Below that a pic of how I adapted the Biturbo hose to attach the CCV. I cut out the old coupler and attached it using the JB Weld epoxy.

My 3rd gear pull time improved about 30% between 4000 and 4500 rpm with same fueling. Got a bit of smoke up there now because I had pulled in the boost a bit for protection. It will be interesting to see what happens with my top speed with power up there, although the Avant doesn't have the best drag coefficient.





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Old October 1st, 2017, 05:38   #52
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Good job Edward! How much fueling you have now in 3000-4500rpm?
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Old October 1st, 2017, 05:48   #53
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Quote:
Originally Posted by altz1 View Post
Good job Edward! How much fueling you have now in 3000-4500rpm?
Hi, Thanks for your tips.
Here are the values:
2919 83,9 3129 85,1 3297 85,9 3465 85,9 3633 85,9 3780 85,9 3969 85,5 4116 85,1 4263 84,7 4410 84,3 4557 83,9 4683 82,7

With about 1.9bar on the gauge. Not sure if I want to push the Turbo much more.
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Old November 23rd, 2017, 07:33   #54
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Went for a spin today after the BiTurbo MAF housing upgrade. I also extended the fueling 86 mg/str to 5000rpm and a bit above. Running 2 bar boost to about 4700rpm. THE CAR REACHED 283 KM/H speedo without too much effort, fairly quick and EGT (only 944C) was not an issue because didn't have to hang around trying to get there. Could have a gone a bit more but it was fast enough. Probably the highest top speed with this engine and transmission in an A6 C6 station wagon. Here is the video:
Hardlink:
https://www.youtube.com/watch?v=Eh2Ft7fsQrM&t=3s


Attached pic of speed. then fuel extension log. The CCV connection did not glue, so I cut a thread in the hose and it is fine now. pics attached of final setup.












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Old November 23rd, 2017, 07:49   #55
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Nice to see clean build with useful upgrades. By useful upgrades i mean that every part is installed with a reason and helps to get to the goal.
Btw, .....it ...smells like...turbo upgrade soon 300kmh is not too far anymore, but you are probably limited by gearing. Good work in general
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Old November 23rd, 2017, 08:07   #56
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Quote:
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Nice to see clean build with useful upgrades. By useful upgrades i mean that every part is installed with a reason and helps to get to the goal.
Btw, .....it ...smells like...turbo upgrade soon 300kmh is not too far anymore, but you are probably limited by gearing. Good work in general
Thanks for the encouragement and advice. Definitely something to think about with better compressor maybe. Gearing maybe still just ok to get to 300kmh. I was still under 5000rpm. But it is getting scarier with the speed.
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Old November 23rd, 2017, 11:13   #57
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"EGT was only 940 degrees"

Celcius?

If so, then you "only" exceeded the limit by 100 degrees.....
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Old November 23rd, 2017, 11:25   #58
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I know many people go well above 950 but for me 930-940 is as far as i'm gonna go.
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Old November 23rd, 2017, 11:28   #59
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"EGT was only 940 degrees"

Celcius?

If so, then you "only" exceeded the limit by 100 degrees.....
Hallo Alex, i saw several threads saying 950C is probably ok for short runs. Is 850C the spec.? I saw some descriptions a while ago, about newer Garrett and GTB2260VK having slightly better heat performance?
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Old November 23rd, 2017, 11:33   #60
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Yes, 830 sustained and 850 short time is the official Garrett limitation for those GTB turbos.

Makes me wonder they could stand so much more heat, but (honey)well they seem overengineered in this case :-)
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