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Indium Gray Metallic Money Pit Mk7.5R
- Thread starter scrllock
- Start date
Yeah, that looks to be the only option that really does something for baffling. I'd rather that than adding a bunch of capacity at the cost of clearance.
Well, it's out.
Pretty fun turbo, but glad to move to something smaller. XL is up for sale:
https://www.golfmk7.com/forums/index.php?threads/fs-eqt-vortex-xl-ptp-turbo-blanket.398073/
On a super conservative map for the Garrett yet, but initial impressions for city-driving responsiveness are good. Still think it's a hell of a good deal with the included TIP, TMD and WG actuator.
First couple guys who were willing to tune the custom ECU stuff backed out after I sent them a wall of text about the car and the custom ECU features. Might have a solution in the works though...
Also, a teaser for warmer weather:
Freshly coated with some Fireball Talon and wrapped in new Kumho V730s.
Pretty fun turbo, but glad to move to something smaller. XL is up for sale:
https://www.golfmk7.com/forums/index.php?threads/fs-eqt-vortex-xl-ptp-turbo-blanket.398073/
On a super conservative map for the Garrett yet, but initial impressions for city-driving responsiveness are good. Still think it's a hell of a good deal with the included TIP, TMD and WG actuator.
First couple guys who were willing to tune the custom ECU stuff backed out after I sent them a wall of text about the car and the custom ECU features. Might have a solution in the works though...
Also, a teaser for warmer weather:
Freshly coated with some Fireball Talon and wrapped in new Kumho V730s.
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Ground Control coilover conversion arrived today.
Nothing but parts in the box. No big deal, but would be nice to have a parts list at least. Gonna suck if I find out in a month (whenever the struts show up) something is missing.
I have no clue what the little screw assemblies are in the bottom right.
The grey piece on top of the front spring seems to basically replace the strut bearing? I have a fresh OE mount stack and the fit directly into the strut mount itself is the only thing that feels right.
Some of the stuff feels like oddly flimsy 3d-printed stuff (i.e. the ring I have sitting on the rear spring), but overall I'm pretty impressed. Most rear adjusters are not this nice, looks like you adjust it with a socket through the wishbone, and there's a delrin or nylon piece for articulation.
If anyone's curious, 475/650 lb/in F/R, per their recommendation. Front spring is a 6"x2.5"ID spring with a 2.5" ID helper spring. Rear is 5" long, 2.5" ID as well.
Only other user I've seen with this moved on from the platform, so this is a bit of an experiment.
CSS knuckles and Eibach Pro-Kit (linear springs, E10-85-041-01-22) in. Subframe is locked in, so camber is pretty much in line with what I expected. Still don't have my Bilsteins back so figured I'd get it at least a little lower while the knuckles were out. Turn-in is definitely improved and feel is great with the FSB/front bushings.
Still not tuned for the new turbo so haven't really pushed it yet but so far so good.
Well, this is a bummer.
Apparently that crimping is to prevent the shocks from being opened up and serviced. Something bilstein did for a while, both of the big custom bilstein shops in the US (FCM/Delta Vee) say it's rare to find them. Just got lucky I guess.
Thankfully I picked up a dirt cheap set of H&R coilovers last month, just finished restoring the fronts but I guess I'll be re-valving the rears in lieu of the B8s.
Apparently that crimping is to prevent the shocks from being opened up and serviced. Something bilstein did for a while, both of the big custom bilstein shops in the US (FCM/Delta Vee) say it's rare to find them. Just got lucky I guess.
Thankfully I picked up a dirt cheap set of H&R coilovers last month, just finished restoring the fronts but I guess I'll be re-valving the rears in lieu of the B8s.
Got the shocks and struts back from the suspension builder, good to go as soon as the plates show up from Vorshlag.
Finally got the GT2260s tuned. Have a dyno booked Friday to get an idea of power within shaft speed limits at about 630' above sealevel.
Found a friend of a friend who's good with titanium. Jake's offerings here look nice but I can't justify the cost of a bundled downpipe. Local guy offered to weld a big resonator into the trackslag midpipe, then figure out a Ti catback we can fit up with the Verus diffuser.
Regardless, very excited to have the car up and running again. So far all I've missed was one snowed out track day. Now that response and camber have been addressed, the main issue is seats, just waiting on backordered SPG XL/Evo XL to test-fit before I commit.
Finally got the GT2260s tuned. Have a dyno booked Friday to get an idea of power within shaft speed limits at about 630' above sealevel.
Found a friend of a friend who's good with titanium. Jake's offerings here look nice but I can't justify the cost of a bundled downpipe. Local guy offered to weld a big resonator into the trackslag midpipe, then figure out a Ti catback we can fit up with the Verus diffuser.
Regardless, very excited to have the car up and running again. So far all I've missed was one snowed out track day. Now that response and camber have been addressed, the main issue is seats, just waiting on backordered SPG XL/Evo XL to test-fit before I commit.
Very smooth dyno day with BCP in Livonia, MI.
67F in the dyno room, 600' above sea level. I stressed that I wanted a conservative tune and I'm very happy with these results from UM. This is about 28psi, which is being limited by the turbo speed sensor. Hit about 183k rpm, 185k is the warranty limit. 4th gear. Some kickdown stuff going on with the latter runs.
Once I have time this weekend I'll sort through all the data and post some logs.
Lower runs are 93, ethanol runs were ~e75.
67F in the dyno room, 600' above sea level. I stressed that I wanted a conservative tune and I'm very happy with these results from UM. This is about 28psi, which is being limited by the turbo speed sensor. Hit about 183k rpm, 185k is the warranty limit. 4th gear. Some kickdown stuff going on with the latter runs.
Once I have time this weekend I'll sort through all the data and post some logs.
Lower runs are 93, ethanol runs were ~e75.
https://datazap.me/u/ngamber/bcp-runs-1-3?log=2&data=6-13
The 93 runs. Not sure what happened with the ethanol runs, I had simostools running the entire time the car was strapped down..
The 93 runs. Not sure what happened with the ethanol runs, I had simostools running the entire time the car was strapped down..
No, still have MPI, and I had an RS3 LPFP installed when the turbo was tuned. Still lots of overhead for ethanol.
Ordered some hardware to install an in-line fuel filter based on this pic:
Might see if I can get it to work with a stock-ish line setup. Rather avoid aftermarket lines (also overkill for a 400hp car).
Very happy. The response is excellent and it's more efficient than an IS38, so I don't need as much pressure to hit the numbers I want.
The XL was fun for highway pulls, but that gets old and you just want to spend more money on more power to get faster. Focussing on suspension and track time instead. I'm sure there's more left in this turbo setup but it's just not necessary for my local roads and home tracks. And this is still enough power to gap most of the late model muscle that you usually see around here--humbled a new mustang gt the other day both from a dig and an 80-roll just on 93 and my regular tires.
The weather finally looks to be done with freezing temps and I had some free time this afternoon, so the v730s on SM-10s finally got bolted up:
Not much time on them yet, but they're certainly firmer with a lot more road feedback. Starting out at 32psi cold and going from there.
That takes a very mature person. I find myself reading that tpc thread thinking: why didn’t I get that tpc38; idiot. But in reality, I’m actually super happy with what i have, the car is punchy and pulls all the way to redline, hard. But it’s the chase for more. Learning how to be content makes you happy. I’m glad you are.
Thanks. The power chase is fun, but it's not a path that leads to a good place financially. I had quoted a built motor at my local shop, thought about what that would lead to (even bigger turbo, aftermarket clutches/DQ500 swap, etc.) and for what? None of that is recouped on sale of the car. If you invest in driving the car (track days are not cheap, especially with insurance, not sleeping in a tent, and a lot more power burning up tires/pads), you get to keep that regardless of what happens with the car itself. And with a smaller turbo pushing less boost, you have less heat, less PCV/blowby issues, etc.
There's also a lot to be said for the joy of driving a slow car fast, but despite what the internet tells you, a 400hp car is not slow. And lots of dynos you see are not dynojet, but they will gladly make up some number to fudge and convert it to dynojet. End of the day, that number doesn't matter at all, the most important information is the torque curve. Your current turbo looks quite nice, it holds power longer without a ton more response time based on HPA's graph.