1552 v.2 blog #21: VW Mk5 R32 Turbo

Nov 14 - All Buttoned Up, But Still...

noreply@blogger.com (fifteen52) — Fri, 14 Nov 2008 23:45:00 +0000

Waiting on software.

The car started up first time and even idled nicely, but with the stock ECU trying to account for all these changes (where's the MAF?), we obviously aren't going out for a test drive.

In a recent update we noted that we were still a bit undecided as far as engine management was concerned, but we're happy to say that we're going ahead with a third option (vs. the other two listed in the update). We're working with Tapp Auto in Ottawa, Canada and the plan is to develop a Eurodyne file specific to this particular build.

Tapp currently has the ECU and we're awaiting delivery back with a beta file to test. This will not be a quick process in that we will be working with Tapp in providing logs and recommending changes to the beta file. Once finalized, we have high hopes for an excellent outcome. Tapp/Eurodyne are well known for creating effective custom software solutions for hardcore applications like ours, and we've used them in the past with excellent results - MK1 TT GT3076R and Mk1 TT GT3076R Plus

We'll keep you updated on our progress and try to offer some behind the scenes peeks into what's involved in developing software capable of effectively operating this monster 3.2L turbo VR6.

Oct 30, 2008 - Welding Up I/C and Intake Piping

noreply@blogger.com (fifteen52) — Thu, 30 Oct 2008 22:30:00 +0000

Other projects have slowed our pace again, but we did manage to final-fit the intercooler and weld up all the piping. A test fit with the front bumper shows we have plenty of room. It's so nice to be able to fit these components without having to take a blade to the OE bodywork.

The car is almost ready to fire and after more research, we think we've settled on an engine management strategy.

Oct 23, 2008 - Primetime and New Decisions

noreply@blogger.com (fifteen52) — Thu, 23 Oct 2008 20:20:00 +0000

Though it certainly didn't get there under its own power, we still figured it was worth flat-bedding the R32T to the annual FixxFest show at Bradenton Motorsport Park that took place October 18. We were a sponsor and vendor, so the R looked very nice front and center in our booth.

As the pictures indicate, we're almost ready to fire up the beast, but at this point we're still putting some thought into which direction we want to go with engine management. Delays have put us in a position where right now the most important thing is to get the car into the customer's hands so he can enjoy the fruits of all his patience. Under consideration is the choice between a stage one kind of strategy whereby OE/C2 Motorsports management is employed for now and then planning for a stage two session in which we tear apart the bottom end, add a stand-alone management system, and turn up the boost to ridiculous levels; or going ahead with a version of "stage two" right now. No doubt by the next update you'll know which direction this R32 is headed.

BTW, the last pic in this update offers a peek regarding the R's future new shoes.

October 14, 2008 - SRI Fab

noreply@blogger.com (fifteen52) — Tue, 14 Oct 2008 19:36:00 +0000

Adrian has finished fabricating the short-runner intake manifold, so we're really making good progress now. The short-runner intake (SRI) is necessary as a replacement for the factory manifold because the OE manifold's plastic construction would not allow for the levels of boost we plan to run. And while the long runners and varying geometry of the stock manifold make for a nice horsepower-torque compromise in normally aspirated mode, with positive manifold pressure they will only serve to limit flow. With that in mind we have constructed a version of Adrian's Mk4 R32 SRI that incorporates a large plenum and shorter runners.

Sep 29, 2008 - Downpipe & Exhaust Fabrication

noreply@blogger.com (fifteen52) — Mon, 29 Sep 2008 16:05:00 +0000

Sep 19, 2008 - FMIC Mounting & Plumbing

noreply@blogger.com (fifteen52) — Fri, 19 Sep 2008 15:51:00 +0000

Sep 15, 2008 - Trial Fitting Turbo

noreply@blogger.com (fifteen52) — Mon, 15 Sep 2008 16:45:00 +0000

Sep 10, 2008 - Lowering Compression

noreply@blogger.com (fifteen52) — Wed, 10 Sep 2008 17:31:00 +0000

Aug 5, 2008 - Engine Mounts & Test Fitting Manifold

noreply@blogger.com (fifteen52) — Tue, 05 Aug 2008 18:03:00 +0000

Along with putting the transmission back together comes the opportunity to install the three new VF-Engineering mounts. These are quality parts as can be seen in the pics, and with all the extra power headed into the R32's engine bay, it's just common sense to upgrade these critical components. With billet aluminum bases and higher duration urethane inserts, these mounts will remove most of the slop associated with engine movement under load and the more direct connection they offer will provide a more instantaneous transition of power from the crankshaft to the wheels.

With the engine and transaxle bolted in, we took the opportunity to test-fit the exhaust manifold. Though we've used this PAG-Parts manifold many times before, the truth is there are some differences between the Mk4 and Mk5 R32s, so just for peace of mind we need to make sure our chosen hardware mounts up the way we think it should.

July 30, 2008 - Finally Ready To Proceed

noreply@blogger.com (fifteen52) — Thu, 31 Jul 2008 19:59:00 +0000

Yes, we're a bit behind in getting this project fully under way, but the delays have been pretty much unavoidable.

HPA's had some scheduling issues due to travels to Europe, and though we actually received the DSG clutch packs and control unit a couple weeks ago, the cage portion of the clutch pack assembly got damaged during shipping. We've been waiting for HPA to settle their issues with the shipper, but hallelujah, everything has been returned in good shape.

June 15, 2008 - Gathering Parts

noreply@blogger.com (fifteen52) — Sun, 15 Jun 2008 19:40:00 +0000

As we wait for HPA to work their magic on the DSG trans, we've been busy accumulating parts and tearing down the engine peripherals in order to get things ready for installation. We'll first mock-up the manifold and turbo in order to finalize the plumbing patterns. After that, it's time for the head to come off and the spacer to be installed.

Below are a few pics of some of the parts that have arrived - some items not pictured include the Wolf EMS and Quaife front LSD.

May 16, 2008 - Guts

noreply@blogger.com (fifteen52) — Wed, 21 May 2008 17:55:00 +0000

Guts.

It takes them to take a new $30k+ R32 and almost triple its output, and they're certainly needed for modification to help this particular DSG transmission not puke itself during the first couple miles. We can't provide pictures of the first kind, but what you see below is a good illustration of the second.

We'll be boxing-up the clutch-packs along with the DSG electronic control unit (pictured below) so we can send them up to HPA in Canada. We'd like to be able to offer pictures of the conversion process, but we'll need to check with HPA and ask if they'll accommodate us in that regard.

As the necessary parts begin to arrive, we'll be getting started on the rest of this monster project.

May 14, 2008 - Transmission Comes Out

noreply@blogger.com (fifteen52) — Fri, 16 May 2008 21:04:00 +0000

VW's DSG twin-clutch automatic is an awesome piece of technology, but as far as we're concerned it has one major flaw - it cannot handle 600-hp to the wheels.

Of course we can't really fault VW for that as what we're building here is way beyond the ordinary and solidly into extreme territory. The DSG is an automatic, but rather than your standard torque converter, it uses dual clutches. These clutches (known as a "clutch-pack") are operated electronically by a separate control unit. The control unit is designed to recognize torque loads and VW sets it to get unhappy at around 400-hp or so. Luckily, there is a way around this.

The amazing folks over at HGP in Germany have developed a strengthened clutch-pack and control unit programming that doesn't interfere when power gets beyond 400-hp. HGP's North American distributor is HPA Motorsports and they've agreed to help us with this conversion.

We're sending them the clutch-packs for reassembly with the stronger pieces and we're also sending the transmission control unit so they can reflash it with HGP's programming.

While the transmission is out of the car, we'll begin constructing the PT67 turbo system.

May 6, 2008 - Big Plans

noreply@blogger.com (fifteen52) — Tue, 06 May 2008 13:26:00 +0000

This is going to be a fun one.

We've got a customer with a 2008 R32 who's apparently awfully tired of getting picked on by some of his high-hp Nissan/Toyota/Honda-driving friends. Rather than simply switch camps, our guy is looking to keep his VW, but fight fire with fire, so to speak. How much power will he need? He tells us that 600-whp ought to just about do the trick. He adds that he'll need this monster to be reliable (subjective term if ever we've heard one) and require a minimal amount of sweat on his part. Yikes.

We say yikes not because of the power requirements or the fact he's looking for reliability (we've already covered that ground with our own 600+ hp Mk4 R32) - no, the reaction comes from the fact we're talking about a brand new model that incorporates a transmission that has grown to be something of an enigma in the VW/Audi aftermarket community. Of course we're talking about VWAG's brilliant DSG dual-clutch automatic. Electronically controlled, we have it from reliable sources that stock programming will allow for "only" around 350 to 400 lb-ft of torque before the engine is ordered to dial back power. Fortunately for our customer and us, German VWAG tuner-extraordinaire, HGP - along with their North American importer, HPA - has already come up with a solution in the form of upgraded "clutch packs" and a reprogrammed file for the DSG control unit. Inexpensive this stuff is not, but for now it's really the only option for power output of the magnitude we're talking about.

Much of the turbo system will mimic the spec found on our own in-house Mk4 R32, and will be a totally custom undertaking at the hands of our very talented lead-tech, Adrian.

As we said at the top, this is going to be a fun project. We're pretty much in uncharted territory but that only adds to the entertainment factor. We have the customer car in our possession and we're currently in the process of rounding up hardware. Further updates will come along often.