Black Beauty 1.6 FSI Turbo - A2Steve

Would you like to see another A2 Dune build?

  • Yes

    Votes: 15 42.9%
  • No thanks, seen it all before

    Votes: 12 34.3%
  • Why are you asking our opinion? Just get on with it 😊

    Votes: 13 37.1%

  • Total voters
    35
  • Poll closed .
From what I can see Edward there’s no Piggyback ECU in there. I’m not brave enough to take it on myself, I’m giving the 2 complete cars to my local mechanic to do the work. I don’t think I would have ever attempted one from scratch, but buying one that is already running is a different kettle of fish.
I might have to buy an FSI just for this, Steve!
 
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Fitted bonnet vents today in advance of the turbo conversion this week.
 
Really looking nice now, that paint is just superb and love the functional bonnet vents. Are you fitting any internal ducts to feed the vents or just there to dump the general heat build up. Reason asking about internal ducting is without any high chance of getting water onto the brake master one side and gearbox selector the other.
 
I was also wondering that.
I would expect any water ingress from the vents would run onto the black sound proofing material and drain down through the drain pipes into the water catchers in the engine bay.
 
To be functional the black soundproofing will either have to be removed or cut to make the vents breathe. The collectors only drain from the plenum chamber.
 
Really looking nice now, that paint is just superb and love the functional bonnet vents. Are you fitting any internal ducts to feed the vents or just there to dump the general heat build up. Reason asking about internal ducting is without any high chance of getting water onto the brake master one side and gearbox selector the other.

They are low down enough so that it misses the brake master cylinder on the drivers so and lines up with an empty space. On the passenger side it’s going to be feeding an air filter so some protection may be added.
 
I meant to say following my visit: you might want to revisit the intercooler size. Thinking back, it looked pretty big for the spec of the turbo. My (petrol) Forester S Turbo has one a fraction of the capacity and the engine puts out 50% or so more power. My smart Roadster puts out 113bhp but has a cooler the size of a stamp.

Intercoolers are a balancing act like everything else: on the one hand you want to cool the charge, but go too big and your throttle response can be compromised. I imagine that the turbo has to effectively raise the pressure in the whole charge cooler before the engine sees much of a rise in charge pressure. Effectively it's an air cushion: the opposite of what you want. The huge advantage of the little turbo currently fitted is it should spool up very, very quickly and just give you that lovely big-engined feel. This gain could potentially be undone with a mis-matched cooler potentially leaving you with turbo lag but without the big power of a large turbo either.

You might want to investigate the merits of a smaller cooler and possibly, shorter pipes if possible. At the very least, perhaps see what that turbo would have run through in its original setting. Either that or get the turbo type and see if there are some specs to match it to.

Get it right and you should end up with the advantages of the turbo with most of the advantages of the standard car and a very 'sweet' driving experience: i.e. a seamless power delivery from light throttle / low revs all the way up and through to wide open throttle (WOT) and full revs. I can see it becoming a popular mod! As turbo cars normally run lower compression ratios, the small turbo, light boost is probably a very effective and pragmatic mod.

Somewhere I've got a book on charging, bought when I was considering building a super-charged TR6 donor for my 1950's style Italian'esq ally coupe project (relegated back to pipe-dream status after two car designers plus me failed to reach a suitable shape :rolleyes:)

I take it you'll be running a Pro-Boost btw? Can you remind me what the spec on the turbo is?
 
I agree completely, the intercooler is way too big for the size of turbo fitted, but at present it works and the power is immediately there so doesn’t seem to be hampering it too much. As you know, the main issue is routing some sort of air filter over the passenger side of the engine.

The turbo is the tiny little one form the A1 1.2 TFSI ?

Yes I’ll be using the Pro Boost map with it. Adrian has said that if I get a rolling toad print out for it he’ll have a play with a map for me.
 
I have a bigger turbo here for it. I believe it’s the CAYC off the 1.6 TFSI engine? I know Clive who built the donar car tried to run it using a piggyback ecu but couldn’t get the car to run right and so went back to this smaller turbo using just manifold pressure.

I think setting up the piggyback ecu May be beyond the skills of the mechanic I use so as long as the car is ‘nippy’ with this smaller one fitted I’ll be more than happy.
 
Just a thought for the location of the air filter. Inside the plenum chamber, or even instead of the standard plenum chamber and still allow air to reach the cabin plus a bit of induction roar. You could fit a small scoop on the outside to assist ram air for the filter and cabin.
 
Just a thought for the location of the air filter. Inside the plenum chamber, or even instead of the standard plenum chamber and still allow air to reach the cabin plus a bit of induction roar. You could fit a small scoop on the outside to assist ram air for the filter and cabin.

Sorry Graham I missed this post, so do you mean inside the air scoop for the dash vents?
 
Yes Steve. It is a nice convenient location. May even be possible to fit an airbox with filter then use a similar rubber bellows ( like the bonnet to interior air for heater one ) to connect between the plenum and turbo inlet pipe. This is after all just about exactly where you need the filter and in many respects this is a large area that is wasted space. The addition of a SMALL scoop over the external air inlet for the plenum would give ram air. Added bonus is when working on the engine the filter would be completely out of the way. Second bonus you are breathing external air for the filter not warm engine bay air.
 
Yes Steve. It is a nice convenient location. May even be possible to fit an airbox with filter then use a similar rubber bellows ( like the bonnet to interior air for heater one ) to connect between the plenum and turbo inlet pipe. This is after all just about exactly where you need the filter and in many respects this is a large area that is wasted space. The addition of a SMALL scoop over the external air inlet for the plenum would give ram air. Added bonus is when working on the engine the filter would be completely out of the way. Second bonus you are breathing external air for the filter not warm engine bay air.
To avoid any ingest of dust, the air filter, whatever type, needs to be piped to the turbo with competent tubes or hoses. Best to install a cannister filter, preferably a cyclonic type, in the engine compartment, then pipe air to this from a cold air source.

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