1552 v.2 blog #19: Audi TT 1.8Tq GT3076R

May 29, 2008 - Dyno Delighted

noreply@blogger.com (fifteen52) — Thu, 29 May 2008 19:13:00 +0000

After every performance enhancement, it’s always nice to be able to quantify what gains have actually been made.

Before starting this project, our customer came to us asking if 350-awhp (all-wheel horsepower) was obtainable on pump gas. With these types of requests we have to take a conservative approach and let the customer that, yes, those number are theoretically possible, but they're not numbers that can be guaranteed - every car is different, even in stock mode, and those differences often get amplified after modifications take place.

A couple weeks after picking up the car from us, our customer took his TT and put it on a Dynojet 4-wheel dynamometer. See below why all of us are so pleased with the results.

Relayed from our customer:

Everyone ready for some long awaited dyno numbers?????!!!

OUT of the BOX:

98 degree ambient temperature, 93-octane @ 25-psi, no timing adjustments - just the Eurodyne 630 file not touched after leaving 1552.

Keep in mind these are AWHP numbers, not crankshaft estimates:

365-awhp

318 lb-ft torque

May 17, 2008 - TT's Going Home

noreply@blogger.com (fifteen52) — Sat, 17 May 2008 17:59:00 +0000

All good things have to come to an end.

This story ended with our customer happily taking back the reins to his much quicker performing TT. When we finally called to say those magic words, “It’s done,” our customer wasted no time in crossing the state.

As satisfied as we were with the end result, nothing is better than the “first ride” with the customer after the keys are handed back over. The big grin on our owner's face was all we needed to end this chapter on a high note.

While we've given this TT a major overhaul while here, we know there are at least several more chapters to add to this TT's story. We very much hope they include us in some capacity.

May 7, 2008 - Fabrication

noreply@blogger.com (fifteen52) — Wed, 07 May 2008 20:17:00 +0000

Today's word is fab-ri-ca-tion.

From the intake to the downpipe to the rest of the exhaust and all the way to the tips, we've been busy fabbing up a bunch of aluminum and stainless steel tubing.

The GT3076 is a pretty big turbo - big enough to present clearance issues when used on the quattro version of the TT. Bascially, there's very little room between the exhaust side of the turbo and and the quattro's rear propshaft. Adding to the degree of difficulty is the fact that the turbo exhaust outlet is situated perpendicular to where the downpipe needs to go. We tried a few configurations and finally came up with a downpipe design that clears nicely and with no restriction penalties.

After the downpipe is straight 3" stainless steel piping that ends in a Magnaflow muffler with dual outlets. We're still not sure what style tips we'll be using.

On the intake side we used aluminum tubing with the goal of minimizing the length between the turbo, intercooler and throttle body, while still allowing for a functional upper stress bar. Speaking of intercoolers, we're still waiting on ours and won't be able to complete this job without it. It should arrive soon, though, so in the mean time we're trying to button up everything else.

Apr 30, 2008 - Big Turbo Time

noreply@blogger.com (fifteen52) — Wed, 30 Apr 2008 16:08:00 +0000

The last of the hardware arrived yesterday, so it's time for reassembly using the new parts.

First part of the rebuild focuses on the bottom end. The OEM pistons were freshened up and mated to the new Integrated Engineering connecting rods, new rings and rod bearings were installed, clearances were checked, and then everything was reassembled back into the block. The head was cleaned to remove a few thousand miles of road and oil grime build up and also prepped for a tight seal to the block. Due to space constraints, the exhaust manifold and turbo were assembled to the head before putting the head back in its place.

Reinstalling the head, a new OEM head gasket as well as OEM stretch bolts were used. After the head bolts were torqued to spec, a new valve cover gasket and a freshly cleaned valve cover were used to literally top off the engine build. Next, the turbo compressor housing as well as the center section were clocked for correct location of the coolant and oil ports. Stainless steel lines coupled with AN fittings completed the cleanliness of the V-band manifold option. With the turbo securely in place, oil and coolant lines installed, wastegate fitted to the manifold, and intake pipe test fitted, we're that much closer to firing it up.

Apr 21, 2008 - Getting Started

noreply@blogger.com (fifteen52) — Mon, 21 Apr 2008 18:59:00 +0000

After all of the VR6 projects that have recently passed through the shop, it's about time the 1.8T showed its face!

This 1.8T project came to us in the form of a 2001 Audi TT 1.8T 225hp quattro owned by a customer from Coconut Creek, FL. We spoke for over a month with him via email and phone before we finally met face to face.

The plan for this TT involves just what we like - something different. Our customer is looking to drastically increase his TT’s power output but he's looking to accomplish this without taking the normal routes. He has researched all of the “off the shelf” kits and quickly realized they are not for him. The customer contacted us after he had decided on a few basic components and has now put it upon us to make his plan a reality.

We wonder if this TT is aware of its fate? If so, it should know it will soon be receiving a Garrett dual ball-bearing GT3076R turbocharger, but again, there's a twist! No T25 or T3 flanged turbos here; our customer has chosen something different - a Tial V-band exhaust housing mated to a Pag Parts V-band manifold. With the turbo and manifold components chosen, our customer is requesting we make this more of a “one of a kind” setup by fabricating our own fifteen52 front mount intercooler system, as well as a 3” stainless steel exhaust. Completing the setup will be a Tial 38mm external wastegate, 630cc injectors, a Tapp Auto Tune, and an inline fuel pump. Since we're headed to a power level that the stock 1.8T rods don't much care for, it's been agreed that a set Integrated Engineering “drop-In” forged rods will offer a welcome extra degree of durability.

While this is a list of the basic plan, we still have a few surprises to offer, so stay tuned.

First up is disassembly. Since we're replacing the rods, we have to remove the cylinder head. With the engine apart to this degree, we can give it a good inspection, and sure enough, everything's in good shape and ready for that massive 3076 turbo.