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I have an AWE touring exhaust for my 2016 S4. Sounds great. But didn’t know they were also such genuinely cool people too. Makes me happier that I chose a great sounding exhaust from a quality company. Also, I’m jealous of your build!! I’ve been a wagon guy my whole life. My S4 ticks every box… except the wagon box!
This is part of the reason why I like watching you. Objective opinion. Too many guys out there including RU-vid creators always think that the car they have right now is the best car. 🙄
Would not buy for one reason - my modified C6 Le Mans is bigger, faster, better on fuel, easier to maintain and cheaper to insure (took me ages to find one, bought when only 2 were available in the entire country out of a total 51). That said, I do have a neat and clear advantage that I can order all my parts from Germany, and have access to overall the European market without having to pay American export duty. 6:50 then I fully agree, the B7 RS4 has that magic, and the looks - it is my favourite 4 by far, even if the next generations are faster.
Hey Eli I have a couple questions for you about my Audi S6, Actually I am the new owner of your old Audi S6 (I bought it from Kyle W from Minnesota) and am having problems with OBDEleven, and with my Air Suspension. If you could help me out that would be great!!!
Godly cars which will NEVER run out of style. Absolutely timeless and whish anyone owning one of these that they'll run forever without issues. Great car, great video!
Apparently, most of the core defining ethos behind the development of the ZF-8HP was a total paradigm shift from the converter as the primary coupling device assisted by the converter clutch. To the paradigm of the converter clutch as the primary coupling device assisted by the converter.
I have driven a very powerful car with the zf8, and done plenty of research before that. Apparently, the fluid in the converter has a lot of mass, if you upshift with the converter locked the inertia of that fluid resists the deceleration of the engine towards the next gear rpm. Once you hit that next gear rpm the engine deceleration should snap back to acceleration, but the now decelerating fluid in the converter resists that switch to acceleration, thereby making the landing into that gear more messy and spread out. Apparently what they did on the ZF8 is they unlock the converter at the beginning of the upshift, the impeller gets slowed down to the next ratio speed, converting the inertia of the fluid into output torque and thereby decelerating the engine. Once the engine speed is brought down close to the impeller speed, the converter is re-locked but most of the fluid's angular inertia has been transferred into vortex flow. As the converter hits full lock into the next gear and the engine deceleration wants to flick back to acceleration, any remaining vortex inertia breaks against the pump in opposition to the pump-impeller synchronization. The acceptance of this residual vortex inertia against the pump goes into assisting the re-acceleration of the engine as it lands into the next higher gear.
This strategy incorporates 2 main benefits. 1: The total engine RPM change for an upshift is reduced because the converter provides an "in-between" phase. This is established and common practice. 2. A larger proportion of engine inertia can be transferred into the upcoming gear ratio since the inertia-to-backlash ratio is improved
If you are considering the question: "How do you know they do it that way?" The answer is: I know they do it that way because I can think of doing it that way. I can conceive it and see that it is the best way possible. If i can see that, they can see that, and therefore they would have done that. I can write the code to perform that operation, I can plot the torque theta, deflection theta, velocity theta and acceleration theta over time graph for that operation. I can model and set up the rotating reference frame of the dynamic vector control algorithm to quantify the process optimization dynamics. I can design the proportional integration real-time closed-loop feedback control code, to smoothly adjust and merge the weighted integrals of the target vectors towards the integral of the measured vectors through each upshift operation. I myself can think of this, and i can write the code, so you can be damn sure they can.
Real-world examples will always vary, but in essence the ZF has the potential to be better because it has the additional capability of being able to call upon the torque converter which it also possesses. There is a very interesting rhetoric about how they managed to isolate the inertia of the torque converter in operations where it is not needed. This is one of the advantages that Dual-Clutch has...no heavy torque converter to manage during shifts.
Owned and driven b5 and b7. B7 is just a more sorted platform. The whole driving experience is cleaner and smoother. Brakes, transmission, suspension, steering, interior etc. Currently running a b7 s4 with 176k as my daily and it’s a gem.
Matt I have seen you doing multiple swaps already, how have you managed to swap the 2g mmi systems to 3g+ mmi, I’m currently buying parts but I don’t have a clear path yet, my 2g H cd changer B/O. Apparently is not good to be using any of this parts for the retrofit. I looks like I have to get harness, controller, amp, etc. Have you done this before ?
