Mk 5 Golf R32 - Supercharged
Discussion
ChocolateFrog said:
Unlikely in the extreme.
More likely that with the wick turned up by 50% something let go, assuming the internals are standard?
Well this was my initial thought, but very difficult to prove. My cars internals, as with other stage 1 cars, are standard. TRD do a full health check on all cars before undertaking the conversion, including compression test. Out of the many, perhaps 80 or so they have done, only 1 other car had suffered the same problem as me. More likely that with the wick turned up by 50% something let go, assuming the internals are standard?
Bigphatcgar said:
Sorry to hear of the trouble but glad you have the car back on the road
I don't agree with the tesco fuel issue either , have run a few cars on it
Do you have an AFR gauge and an EGT gauge ?
Any chance of photos of the failed piston
No such gauges fitted in the car, I had to Google to find out what they were! Here are some photos showing piston 1 damage, I'm told this one gets the hottest. I don't agree with the tesco fuel issue either , have run a few cars on it
Do you have an AFR gauge and an EGT gauge ?
Any chance of photos of the failed piston
Anyway, that's all in the past now and there is no point dwelling on it. I'm just enjoying being back in the car.
sorry to hear about your engine problems
i,m intrigued if any fault was found at the time of stripdown? the piston looks to have a failed ringland which points to det and poor tuning(too lean or too advanced) assuming they reduced the compression ratio during the conversion and added a suitable intercooler or chargecooler these faults could be avoided. i wonder what ecu is used to control the sysytem? the det strategies of charged engines needs to be spot on to pull timing during det events to prevent the sort of mechanical mayhem that you,ve had.
i run a fairly modded impreza at 550 bhp and my mapper cant tell the the difference between vpower and tesco99 at 2 bar!
both fuels have very good det resistance for road fuels.
may pay to invest in an AEM afr gauge ,any leaner than 12-13 on the gauge may be toolean during even quite gentle acceleration
.
no point in having to do it all again in another 10k miles. if theyb were.nt smart enough to get the tune right the first time, have they just started the countdown to meltdown no2.
perhaps get an independant mapper/tuner to have a look ,somethings miles out to pop a piston like that.
i,m intrigued if any fault was found at the time of stripdown? the piston looks to have a failed ringland which points to det and poor tuning(too lean or too advanced) assuming they reduced the compression ratio during the conversion and added a suitable intercooler or chargecooler these faults could be avoided. i wonder what ecu is used to control the sysytem? the det strategies of charged engines needs to be spot on to pull timing during det events to prevent the sort of mechanical mayhem that you,ve had.
i run a fairly modded impreza at 550 bhp and my mapper cant tell the the difference between vpower and tesco99 at 2 bar!
both fuels have very good det resistance for road fuels.
may pay to invest in an AEM afr gauge ,any leaner than 12-13 on the gauge may be toolean during even quite gentle acceleration
.
no point in having to do it all again in another 10k miles. if theyb were.nt smart enough to get the tune right the first time, have they just started the countdown to meltdown no2.
perhaps get an independant mapper/tuner to have a look ,somethings miles out to pop a piston like that.
Glad to see it's all fixed now 
Due to the arrangement of the cylinders, the rear 3, cyls 1, 3 & 5 (back of engine) tend to run a bit hotter so are the most vulnerable
madwrx said:
i wonder what ecu is used to control the sysytem?
The MKV R32 uses the same ECU as the MKIV R32 which is a Bosch ME7 http://s4wiki.com/wiki/Bosch_ME7.1 Which is fine for FI applications when tuned correctly. I’m pitting 16psi of boost into mine, and it only has low compression pistons. Everything else inside the engine is stock Hudson said:
If AFR can be measured by the ECU* then you can just get a bluetooth OBD2 adapter and an app on your phone/tablet to monitor it (and a lot of other sensors) if you don't want to fit a dedicated gauge.
Yep the ECU can send the AFR data to the OBD port. Best thing to do is to get hold of VCDS and do some data logging under normal driving to see what’s going on. - as in, if the ECU actually sends said data to the OBD port...
MDMA . said:
the other S/C conversions I have seen on the R32 have had lower compression pistons ( forged ), bigger injectors / fuel pump and water / methanol injection. they do run very hot under boost.
Due to the arrangement of the cylinders, the rear 3, cyls 1, 3 & 5 (back of engine) tend to run a bit hotter so are the most vulnerable
MDMA . said:
the other S/C conversions I have seen on the R32 have had lower compression pistons ( forged ), bigger injectors / fuel pump and water / methanol injection. they do run very hot under boost.
i would call that a sensible conversion list that would probably make a lot more than 370 very safely, i would add a nice big intercooler , a decent FPR and aftermarket ecu . a serious giant killer, nice now you,ve got me thinking
227bhp said:
So they either didn't hone the bores for the new pistons/rings or did hone them with the engine and crankshaft still in place?
That's an interesting one.
I dont think they do either when first fitting the kit ? OP maybe can confirm. Id be a little wary running 100 boosted bhp through a none boosted engine on cast pistons. Always a risk. IMO. Hope it all gets sorted.That's an interesting one.
i,m amazed that a tuner conversion does.nt have some sort of intercooler-
boosted air temps must be 70 degrees even at this time of year-i logged air inlet pre intercooler temps on my last car ,omg low boost low timing map was 60degrees +
-inlet temps were a much saner 28 degrees (18 ambient)though.
boosted air temps must be 70 degrees even at this time of year-i logged air inlet pre intercooler temps on my last car ,omg low boost low timing map was 60degrees +
-inlet temps were a much saner 28 degrees (18 ambient)though.madwrx said:
i,m amazed that a tuner conversion does.nt have some sort of intercooler-
boosted air temps must be 70 degrees even at this time of year-i logged air inlet pre intercooler temps on my last car ,omg low boost low timing map was 60degrees +
-inlet temps were a much saner 28 degrees (18 ambient)though.
A quick Google shows that most of the kits with a jack shaft do t run an intercooler. My guess is it's too tight to fit the pipework in there. The only way would be using a HPA style chargecooler built into the intake. boosted air temps must be 70 degrees even at this time of year-i logged air inlet pre intercooler temps on my last car ,omg low boost low timing map was 60degrees +
-inlet temps were a much saner 28 degrees (18 ambient)though.si_xsi said:
<snip>
There are a couple of things ive noticed in the last week which I will be keeping an eye on. The first is a small oil weep from around the oil filler cap, which seams to leave minute streak of oil on the oil cooler reservoir. Any ideas?
<snip>
After reading both of your threads and seeing the issues you had - I did wonder if this oil weep was caused by blow by and subsequent pressurising of the crankcase.There are a couple of things ive noticed in the last week which I will be keeping an eye on. The first is a small oil weep from around the oil filler cap, which seams to leave minute streak of oil on the oil cooler reservoir. Any ideas?
<snip>
Cheers Valo.
To answer some of the queries, stage 2 and 3 run a charge cooler, stage 1 doesn't, it's not meant to be used flat out all the time, occasional short bursts are fine though, which suits my needs. The charger doesn't really fully come on song until 4000rpm, but with the increased torque, it pulls very well from 1500 rpm. It runs larger injectors.
The bores were honed before the new pistons were fitted.
The ecu is standard but it was remapped post conversion by Stealth, who are renowned for mapping VR6 engines.
It's been a love hate relationship so far, but I'm hoping for some trouble free motoring now to switch that balance.
To answer some of the queries, stage 2 and 3 run a charge cooler, stage 1 doesn't, it's not meant to be used flat out all the time, occasional short bursts are fine though, which suits my needs. The charger doesn't really fully come on song until 4000rpm, but with the increased torque, it pulls very well from 1500 rpm. It runs larger injectors.
The bores were honed before the new pistons were fitted.
The ecu is standard but it was remapped post conversion by Stealth, who are renowned for mapping VR6 engines.
It's been a love hate relationship so far, but I'm hoping for some trouble free motoring now to switch that balance.
The Golf shares it's platform which come with full front mount intercoolers from the factory. Plenty of aftermarket ones available.
I would put an uprated intercooler in with the stock location, even on a Stage 1 Supercharger kit. You may be surprised at the gains :-)
Nice to see you yesterday pal.
I would put an uprated intercooler in with the stock location, even on a Stage 1 Supercharger kit. You may be surprised at the gains :-)
Nice to see you yesterday pal.
The Golf shares it's platform which come with full front mount intercoolers from the factory. Plenty of aftermarket ones available.
I would put an uprated intercooler in with the stock location, even on a Stage 1 Supercharger kit. You may be surprised at the gains :-)
Nice to see you yesterday pal.
I would put an uprated intercooler in with the stock location, even on a Stage 1 Supercharger kit. You may be surprised at the gains :-)
Nice to see you yesterday pal.
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