For the build, I'll let the pictures do the talking.
All of this had to go into the engine:
The block bored and honed:
Crank, rods, pistons, water pump, oil pump and oil pan fitted:
Built head, had to be slightly modified for the high lift camshafts:
Turbokit:
Head, Turbokit, timing belt and cranktrigger fitted:
Robust and cheap VW parts
Cam trigger still missing the notch:
Fuel system stage1
(SARD fuel rail, 850 Siemens injectors and Bosch 044 fuel Pump) this had to be changed later on in the build for the bigger injectors):
I did a flowtest on the 850ccm injectors with the fuel prerssure at 3,6bar:
The fuel rail is fed from both sides:
As stage1 was deemed too small, fuel system stage2 went in:
I also flowtested the Bosch injectors, they flowed a bit more than the 850s
.
Modified in tank pickup:
The old engine had to come out:
I had a look at the cooling system and my raditor looked like this:
There might be a correlation with this damage:
So I fitted a new radiator support:
I moved my GREX oil cooler from it's standard location in front of the gearbox to the location of the standard intercooler:
Radtech chargecooler core fitted in a place it was never intended for:
Gearbox ready for action:
Wait, still missing the correct oil:
The engine ready to go in
(at least that was what I thought at the time, I had to remove the intake manifold several times while the engine was in the car to change the fuel system, so much fun.
.
.
).
Yes, I did all the wiring myself.
Hose and pump for the charge cooler:
I had to do some wiring in the trunk:
This is what I wired all those wires to.
Very cool ECU with wideband control, boost control, knock control, launch control, map switching, engine safety diagnostic and so much more.
The engine finally in the car:
After all that I got a base map to run in the engine, as it clearly wouldn't run with a standard ECU
.
The first mapping session revealed a few shortcomings of the build at that time:
- above 1,4bar of boost it was leaning out as for fuel delivery not beeing up to the task, hence fuel system stage2.
- my crank trigger didn't work properly as the ECU lost synch at 6900RPM, the gap between the sensor and trigger wheel was too big and the sensor was slightly misaligned.
On my way home that day one of the COPs died, can you tell which one?
Since then I changed some stuff, like the hose connections for the idle valve, BOV recirc, cam timing, heat shields, etc.
I also broke some stuff, like turbo inlet gasket:
and the turbo outlet hose:
With that I went into the second mapping session which yielded the followig results:
- the small air filter could not flow more than 1300kg/h of air
(I have no idea what that is in cfm, sorry)
- intake air temp at the end
(7700RPM) of 3rd gear at 2bar boost is 55�C, 5-10�C less would be better
(maybe a stronger pump would help).
After that I changed the air filter location and the filter itself for a K&N Extreme which flows a whopping 1600kg/h at 2bar
(the flow without a filter was only 1630kg/h, so it is a very good filter for it's small size)
This is what the engine bay looks now:
As I drive the car every day I guess that more things will breake over time, but the engine has been strong for the 5000 miles it has been in there so far.
I think I can get a dyno figure now and see what's what
