My MK1 3.2 TT Turbo
Discussion
king awesome!!!!!!V6RUL said:
I have a performance haldex fitted for the mo and it seems to be coping fine.
I havnt done any driving vids yet as im waiting for the bigger numbers to start coming through.
The turbo fits in quite nicely between the block and the bulkhead..
Steve
I knew they were a narrow angle V6, but i didn't realise they were so narrow they are more or less a stright 6. Bit different the 2.7 & 2.8 Audi V6's.I havnt done any driving vids yet as im waiting for the bigger numbers to start coming through.
The turbo fits in quite nicely between the block and the bulkhead..
Steve
)
V6T build thread
There is a large parts list including all manner of strange named components.
There will be no need for water/meth or NOS..yet
All hot parts, exhaust manifold, DP and GT3582 hot side will be black ceramic coated to keep the heat down in the bay.
To preseve the DSG i will be using a performance clutch from the States.
Enjoy..
The top end has already been done with a CNC head,sodium filled valves, titanium springs and decent plugs for now.
Hi lift fast road cams have been installed with the head.
Disconnecting stuff and have got her ready for the 3 new engine/transmission mounts to arrive from VF Engneering to allow test fitting of the Exhaust manifold and downpipe before ceramic coating..
Transmission mount
Engine mount
Pendulum mount
These are the best on the market for the 3.2 that are within my price range.
The engine is out and waiting for the mounts to arrive..she is all alone.. hope thats not the new chasis, she is sitting on..
And here is her backside..she is having some torture by the look of that clamp..
Here is the cause for concern..the highly underated DSG..looks complicated to me..
The Turbo,manifold and DP have been sent away for ceramic coating after having their test fit with the new engine mounts.
The block has been stripped down with regards to external components and beheaded [to be put in a nice warm place]..
Sump cover whipped off to expose the oil pickup and other oily stuff..
Oil pick up removed to be stripped down and inspected for wear. It will be re-used if its still good..
The crank thingy with other stuff bolted to it..
Fancy needing help to count to six.. Pistons and rods..heading for the bin..
The bores have been checked and there is no wear or grooving. Best bores theyve seen..
Another view of the crank and end..looks like its made of gold.
Both chains and tensioners are going to be replaced anyway as its better to do it now rather than later.. Vagcom revealed they were both sitting at -2 in the blocks, so not bad.
The block is now fully stripped and has been painted a nice shinny black colour..
Autograph weighed the old rods and pistons for refference and they are as follows:
1:1149g
2:1150g
3:1148g
4:1147g
5:1148g
6:1144g
Weights include pistons, rings, caps, bolts and bearings (complete moving mass). As you can see, we have a variation of up to 6 gramms!! The tollerances that these engines were built to is not ideal and an acceptable difference in weight would be 3g but ideallly only 1-2g. A full race engine is within 0.1-0.5g.
The new pistons are all 432-433g each incl pins and rings. The new rods are all between 542-543g each and they were also end-end weighed, the new rods are all within 2g of each other end to end. Autograph would normally match the end weights by trimming some meat off the rods with the die grinder so that they are all perfectly matched however with the total weight being within 1g of each other, you can end up in a never ending spiral trying to get the ends to match and throw the overall weight too far out. Autograph are happy with the weights the way they are and there's no reason to go silly. The new ARP bolts weigh 59g per pair incl washers so the total weight per complete set is 1034g (they will use the lighter pistons with heavier rods to give the same overall weight) saving up to 116g per cyl.
1. We have decided to go for the South Side Performance clutch for the DSG which includes unprated friction and steel plates and just for good measure we are throwing in uprated Viton seals and just to go over the top, all the drive seals will be replaced. The DSG uprated box should be good for 520+
2. Unfortunately the A/C will be going now. We thought it could be saved but the improved air flow by ditching the rad will be a better option.
3. The ME7 ECU and tweaked software will be used to see if we can utilise the OEM package to contol the Boost/Torque which is not as much of an issue as was once thought as the clutch will be able to handle the power going through it. This statement may have to be revised at a later date. but for now it will be given a try.
4. Pipeworx will be providing the de-cat section to join to the Milltek non-res and Milltek back box.
This is the clutch pack stripped down and the saved parts will be thoroughly cleaned and saved till the uprated parts arrive..
The air inlet plenum requires port matching. Here you can see that a rubbing techique will be used to create a template to give an exact shape to follow..
You can see the shape of the ports on the inlet chamber where the block has square ports..
Some pictures of the block sat on its pedstal..
Just a little info for the 1.8ers. The sump on 1.8 TTs is not baffled as you will see in the first pic, but the V6 is baffled and so doesnt require to be modified..
1.8 sump
V6 sump
Ahhhh..the crank with its piston mates, the crank will survive but the pistons wont..The crank has been balanced and found to be within tolerance.
There is more if you want to see..
Steve
There is a large parts list including all manner of strange named components.
There will be no need for water/meth or NOS..yet
All hot parts, exhaust manifold, DP and GT3582 hot side will be black ceramic coated to keep the heat down in the bay.
To preseve the DSG i will be using a performance clutch from the States.
Enjoy..
The top end has already been done with a CNC head,sodium filled valves, titanium springs and decent plugs for now.
Hi lift fast road cams have been installed with the head.
Disconnecting stuff and have got her ready for the 3 new engine/transmission mounts to arrive from VF Engneering to allow test fitting of the Exhaust manifold and downpipe before ceramic coating..
Transmission mount
Engine mount
Pendulum mount
These are the best on the market for the 3.2 that are within my price range.
The engine is out and waiting for the mounts to arrive..she is all alone.. hope thats not the new chasis, she is sitting on..
And here is her backside..she is having some torture by the look of that clamp..
Here is the cause for concern..the highly underated DSG..looks complicated to me..
The Turbo,manifold and DP have been sent away for ceramic coating after having their test fit with the new engine mounts.
The block has been stripped down with regards to external components and beheaded [to be put in a nice warm place]..
Sump cover whipped off to expose the oil pickup and other oily stuff..
Oil pick up removed to be stripped down and inspected for wear. It will be re-used if its still good..
The crank thingy with other stuff bolted to it..
Fancy needing help to count to six.. Pistons and rods..heading for the bin..
The bores have been checked and there is no wear or grooving. Best bores theyve seen..
Another view of the crank and end..looks like its made of gold.
Both chains and tensioners are going to be replaced anyway as its better to do it now rather than later.. Vagcom revealed they were both sitting at -2 in the blocks, so not bad.
The block is now fully stripped and has been painted a nice shinny black colour..
Autograph weighed the old rods and pistons for refference and they are as follows:
1:1149g
2:1150g
3:1148g
4:1147g
5:1148g
6:1144g
Weights include pistons, rings, caps, bolts and bearings (complete moving mass). As you can see, we have a variation of up to 6 gramms!! The tollerances that these engines were built to is not ideal and an acceptable difference in weight would be 3g but ideallly only 1-2g. A full race engine is within 0.1-0.5g.
The new pistons are all 432-433g each incl pins and rings. The new rods are all between 542-543g each and they were also end-end weighed, the new rods are all within 2g of each other end to end. Autograph would normally match the end weights by trimming some meat off the rods with the die grinder so that they are all perfectly matched however with the total weight being within 1g of each other, you can end up in a never ending spiral trying to get the ends to match and throw the overall weight too far out. Autograph are happy with the weights the way they are and there's no reason to go silly. The new ARP bolts weigh 59g per pair incl washers so the total weight per complete set is 1034g (they will use the lighter pistons with heavier rods to give the same overall weight) saving up to 116g per cyl.
1. We have decided to go for the South Side Performance clutch for the DSG which includes unprated friction and steel plates and just for good measure we are throwing in uprated Viton seals and just to go over the top, all the drive seals will be replaced. The DSG uprated box should be good for 520+
2. Unfortunately the A/C will be going now. We thought it could be saved but the improved air flow by ditching the rad will be a better option.
3. The ME7 ECU and tweaked software will be used to see if we can utilise the OEM package to contol the Boost/Torque which is not as much of an issue as was once thought as the clutch will be able to handle the power going through it. This statement may have to be revised at a later date. but for now it will be given a try.
4. Pipeworx will be providing the de-cat section to join to the Milltek non-res and Milltek back box.
This is the clutch pack stripped down and the saved parts will be thoroughly cleaned and saved till the uprated parts arrive..
The air inlet plenum requires port matching. Here you can see that a rubbing techique will be used to create a template to give an exact shape to follow..
You can see the shape of the ports on the inlet chamber where the block has square ports..
Some pictures of the block sat on its pedstal..
Just a little info for the 1.8ers. The sump on 1.8 TTs is not baffled as you will see in the first pic, but the V6 is baffled and so doesnt require to be modified..
1.8 sump
V6 sump
Ahhhh..the crank with its piston mates, the crank will survive but the pistons wont..The crank has been balanced and found to be within tolerance.
There is more if you want to see..
Steve
Here a few more pics if some have not come through.
The modern day 3.2 is a derivative of the 2.8 VR6 and has an angle of 15 degrees.
There are a few options available to get bigger numbers from the engine.
SC and Turbo is available but the cost can put quite a few off.
Ive gone for a quality build and you wouldnt get any change out of 20k with all that i have done.
Steve
The modern day 3.2 is a derivative of the 2.8 VR6 and has an angle of 15 degrees.
There are a few options available to get bigger numbers from the engine.
SC and Turbo is available but the cost can put quite a few off.
Ive gone for a quality build and you wouldnt get any change out of 20k with all that i have done.
Steve
Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff