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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 September 28th, 2016, 13:58   #31
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Many years ago the same things were being said of the older engines...then the tuners finally figured out all the tricks. I suspect this is the same. It takes time to learn the tricks.
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Old September 28th, 2016, 14:00   #32
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you can't trick a mechanical object into flowing more air or pumping more fuel.
there are tricks to get past some restrictions but it's like saying pd130 injectors will do 350bhp, just an impossibility.
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Old September 28th, 2016, 14:12   #33
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Perhaps you missed where I said tuning. Hardware helps a lot as well. And the hardware part is trivial. The primary power dam on these cars is the tuning. No one needs to add more hardware until the tuning is perfected. There is no reason why these engine with stock internals cannot reach 300hp. Will it last forever at that level? Who knows? Have to get there first.
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Old September 28th, 2016, 15:25   #34
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Stock fuel pump on the CR engine will not provide enough railp or fuel for 300bhp. For the 5000th time. No matter what amount of tuning wizardry you do on the ECU side.

Neither does the head flow enough air to allow you to add more fuel! You just end up smoking away...
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Old September 28th, 2016, 15:37   #35
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stock pump 278hp 2 weeks ago in NL freakin famous tuner, stock pump 282 from top 3 tuners in Italy and 284hp from Manuele Ceci
facts not words on proven dynos, all independent professionals
means the "creme de la creme" from Italy, NL and Ro are all charlatans because 3 guys on a forum never vent over 270 never mind the reasons why
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Old September 28th, 2016, 17:44   #36
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I remember when most folks believed that the 8 valve Tdi would never pass 180 hp because the head would not breath enough and the pumps couldnt deliver enough fuel. There are examples of 300 hp 8 valve rotary pump tdis....so dont you suppose that a 16 valve common rail tdi with a bit more than double the fuel pressure should do at the very least the same? And mind you, many of the strengthening techniques we add to the older engines are stock on the new ones. The hardware could use some improving...in fact, I said 6 or so years ago that these heads flow poorly...but still...they can do 300...even without the improvements.
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Old September 29th, 2016, 02:38   #37
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Well, no clearly it doesn't do more the figures you expect.
We know the 8v heads flow limits around 260-270 without porting or putting cams in to help. And it turns out the cr heads are pretty much the same, maybe a tad lower. How many times do we have to say 1.1 lambda is no more air available! Thats a headflow issue.

Im getting fed up of repeating myself. The stock cr pump wont do those figures. I know this because i have tried it! Hence why we are now on a cp3 fuel pump upgrade. And while we no longer have railp or inj quantity issues we are into headflow.

To say stock fuel pump can do 1750bar at 4k and injecting over 90mg iq is impossible.

I am not aware of any car anywhere injecting higher fuel IQ than me.

The true measure of speed is 1/4 mile terminal speed and claimed 280+ bhp cars are no faster than my car at 255bhp. Go figure.
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Old September 29th, 2016, 05:15   #38
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Yes end speed at 401 mm say a lot about engine hp
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Old September 29th, 2016, 08:15   #39
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Terminal velocity is a factor of power....weight and aerodynamics. If the weights are identical, then power and aerodynamics are the deciding factors. In terms of some making 300 hp or so...and others making 250, its either a difference in skill, or a difference in measurement. Its a shame that there isnt a place everyone would be willing to go to measure speed over distance, dyno and for good measure, have a scale. This way, there would be no question. However, it seems no one is willing to prove themselves in this way. As a result, there will always be argument.
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If you were traveling at the speed of light, and you turned your lights on......would anything happen?

What if the hokey pokey really is what it's all about?

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Old September 29th, 2016, 22:59   #40
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Quote:
Originally Posted by mrchill View Post
Terminal velocity is a factor of power....weight and aerodynamics.
mass doesn't matter when you're going flat out
it matters for acceleration
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Old September 30th, 2016, 11:17   #41
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Quote:
Originally Posted by [486] View Post
mass doesn't matter when you're going flat out
it matters for acceleration
This is only true when you have an unlimited distance to reach Vmax.
In the real world you only have so much time before you have to begin braking,
so mass will come into play particularly with higher power levels.
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Old September 30th, 2016, 13:36   #42
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Quote:
Originally Posted by flee View Post
This is only true when you have an unlimited distance to reach Vmax.
In the real world you only have so much time before you have to begin braking,
so mass will come into play particularly with higher power levels.
I see what you are saying, but it does not require unlimited distance to reach Vmax. The distance is dependant upon many factors including mass, power, friction, etc.
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Old October 4th, 2016, 06:23   #43
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sneak preview, in my car atm I have for instance 100 mg with lambda 1,2 at 3500 rpm with 2.2 bar boost. this is with emp:boost ~1:1 with ported head and state of the art camshafts.

in a stock head car with 2260 u need for same lambda 96 mg and 2.4 bar of boost. go figure.
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Old October 4th, 2016, 06:31   #44
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You have just ruined the WR attempt
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Old October 4th, 2016, 06:34   #45
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nah, im not there yet, need to sort some issues with the staging, time is my worst enemy
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