Great video, keeps us hooked but I can’t put up with the noise/music in the background. It’s really off putting, it’s like white noise. Please take it as constructive criticism rather than a negative. Because the filming is great and the story you tell is brilliant 👍👍👍
Yes, it started its life as an 180 quattro. Only the 2000 model year here in the US were 180hp, 5spd 02m quattros (it was before the 225 was released). As far as the coil packs, they're GM LS2 coil packs. The pinout is exactly the same so I just hardwired them in - the ECU doesn't know the difference!
Like wise man! Your work and skill has always motivated and influenced my ambitions, which is also why I'm stoke to see you sharing your projects soon too!!
The challenges set out in this build is going to be phenomenal. Looking forward to seeing you grow as a fabricator, all the challenges ahead and tackling each one with purpose. Let's get this Mk1 TT Quattro Evolution build started!
@@lucidworx just about any cooling option offered on a VW Mk4 (golf/GTI/r32, beetle, Jetta) will often work if you can't find anything specific to the TT. I got mine specifically from GrayFab for the platform 🤙🏼🤙🏼
A junction box housing two fuse blocks which could technically replace the stock fuse block it can contain a fuse block for constant and one for switch power and a higher amp alternator is gonna be ideal dont forget tessa tape and a labeler also a CFM radar would be useful in the future and to make sure they are running at idle speeds or starting to fade out
Definitely room in the future for revisions! I do plan to centralize my fuse blocks. I've also looked at cfm meters before, but the good ones are expensive for the limited/niche use I'd have for them!
@@TheNeverEndingProject Its on a stage1 tune but nothing else, the dream is big turbo but its my daily so might just do ko4 hybrid :) Thanks, u have an instagram?
Thank you for the detailed videos of your work on your VR6 A3! Have you installed the new Axle Flange yet? I'm in the middle of replacing my passenger side front on my 2006 A3 quattro 3.2L and I learned that my axle flanges need to be replaced. I'm wondering if I need to prepare to replace needle bearings on the flange once it arrives. I ordered this new flange for the passenger side 02M409351M.
Hasnt been on the dyno, however based on similar platforms that I have played with that have been dyno'd, Im somewhere in the 400awhp ball park! Ill dyno it eventually to find out for sure.
Noted! I now have a lapel mic (which I got 2 videos from now I believe - running through a backlog), and I am working towards a stabilization solution. I also changed editing software and relearning, so I'm challenging myself on improving greatly! I really appreciate your feedback, thank you!
I appreciate it! I've never had it dyno'd, but based on playing with cars that had been, I am in the ballpark of 400whp! Side note, life has been absolutely crazy, but I will be uploading some more content soon!
The regular changes are more important than the brand. I use Mobil 1 5W50 in my A3 3.2 from 2004 and it runs like a charm. I was using that oil in every car I had in the past and engines were always in perfect condition. Just change your oil every 10k km (6k miles).
Nice video! You mentioned the exhaust housing size is a give and take of top end or low end torque. Are there other give and take options to consider when matching a turbo to a street machine?
Not anything as drastic as that. The rest is just a harmonious marriage of parts. The best thing to do is figure out a power goal and purpose (to aim for a certain kind of power band) and the rest is adequately sizing parts for the amount of air you need to flow and fueling. Any other hardware is just to help maintain that kind of power reliably. It may be vague and sounds easy of course, but those are the ultimate basics. The rest all stems from that.
To elaborate a little more, turbos are very sensitive to air restrictions in both the incoming and outgoing air. Restrictions in intake manifold size/designs, charge piping (too many bends, too long, to large or small in diameter) exhaust manifold size/designs, exhaust systems (too small in diameter, too many bends etc) all play a huge role. These are things you have control over and can tailor to meet your needs.
@@TheNeverEndingProject Okay yeah I can understand that If I were to build up my B8 I would keep all of that in mind. So Ultimately I would have to make sure not one part is causing a restriction.
Easier said in theory than in practice, but yes! Every engine type/design has its strengths and weakness. Youll also need to keep in mind what needs to be upgraded internally to handle you power goals and of course fueling and proper tuning to match. Research is key!
I haven't yet. I'll have a new one by car season. This will be the third time I replace that stupid thing. Though I replaced my first one with a 3rd party which never helps. Quality just isn't there.
I do, yes. Running mafless can be tricky to tune depending on the tuner. You have to be more acquainted with the setup to really get the most of it. Tuning with a maf is also a safer bet as the fueling will be directly influenced by the incoming metered air also making it easier to diagnose leaks (where as mafless will run off a VE table and just run lower on power if leaks are present). MAF tunes also present a restriction when you're looking for optimal performance. There are advantages and disadvantages to both with many variables involved. But for someone looking to get the most out of their setup, mafless is the way to go.
Being my very first build, I took the innocent approach assuming that if they were supplied with the kit, they were adequate. As time moved forward, though, I found more variables at play that resulted in this happening, but I should have gone with my gut feeling and gone with ARP from the get-go instead of saving a few dollars! Lesson learned lol
It was a Clutchmaster FX400 with a 13lbs fidanza aluminum single mass. The main contributions came from the difference in thermal expansion rates between the steel and aluminum and then the excessive vibrations caused at high RPM. So between that and having 225 street tires for the first year after the build, I had zero traction under heavy pulls, so i saw a lot of prolonged high revs between shifts when I drove it hard. All in all, the OEM bolts couldn't handle that.
I should also mention that the tolerances were off on the flywheel which contributed greatly as well. The protrusion on the clutch disk ended up creating a groove on the flywheel which I think I may have pointed out in my very first video. Sucky situation!
Thanks man! If you're also going to run a gtx28 series, you're going to love it! I'm using a factory ECU with a custom Unitronic tune! I do plan on jumping into an AEM pnp stand alone in the future!
Just found the channel from your post on the Big turbo FB group.. Subd to see how the big turbo project turns out, but also love the little side projects like this one.. Keep up the good work bro!
Thanks for the positive feedback man! We'll see how things go with the A3, but it may be a good opportunity for a second build/project in the future along side the TT! 😉
@@TheNeverEndingProject Always room for another project.... well apart from rational things like money and time... Ive had to stop myself after getting a golf cabrio and a t4 transporter.. 3 is plenty of projects to be getting on with lol
Definitely lacking the time and money right now...lol. but I have ideas lined up as things continue to fall into place! One project at a time for now! Lol
