B8 Ko4 owners follow up thread

[B8_Dude97]

Guys, the engine in the mk6 gti and the engine in our cars are pretty much the same. A turbo that bolts up the the mk6 will bolt up to our cars. The plumbing will be a little different given the differing orientations of the engines, but it'll be the same. Also, as far as I'm aware, they use essentially the same ecu. A tune shouldn't be much issue. If you know what it looks like for the mk6 just copy it. That's pretty much it. Easy peasy. Adapting products meant for the mk6 to our cars is the name of the game. Also, isn't there a company developing a standalone for the gen 2 E888?

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This guys gets it.
Only differences AFAIK are we have audi valvelift, the mk6 has different fueling( both support up to 450 hp stock, I think the mk6 goes up a little more), I also believe the tsi has slightly different compression ratios


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[Jake@JHM]

Can't exactly take MK6 GTI software and put it on a B8.

However once we are finished with the K04-R we will be looking into introducing our TD05H-R BT Kit to the B8 market .

[Jezza]

The company I was thinking of is Syvecs. They currently have a standalone for the older tfsi engine, and they are currently working on a standalone for the gen 2 e888 tsi engine. It'll be interesting to see if it will support our engines. The only real concern being whether it can control the VVL. See,

http://www.syvecs.co.uk/products/eng...nge-vag-group/

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[Coldcarnival]

The company I was thinking of is Syvecs. They currently have a standalone for the older tfsi engine, and they are currently working on a standalone for the gen 2 e888 tsi engine. It'll be interesting to see if it will support our engines. The only real concern being whether it can control the VVL. See,

http://www.syvecs.co.uk/products/eng...nge-vag-group/

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[B8_Dude97]

Can't exactly take MK6 GTI software and put it on a B8.

However once we are finished with the K04-R we will be looking into introducing our TD05H-R BT Kit to the B8 market .

How about a jhm efr 7163 kit. Cmon we're trying to make those s4 dp guys sweat when we chase them down and we're trying to get some low 11 second b8s in here


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[Jezza]

[/URL]

That's variable valve timing, not variable valve lift. Its pretty different. That's also the ECU for the Me9 controlled 2.0ts, but the page does say they're developing an ecu for the Me17 controlled 2.0ts.

See here for an explanation of the difference between VVT and VVL, https://www.youtube.com/watch?v=I5dy2Vnf95w

[Coldcarnival]

That's variable valve timing, not variable valve lift. Its pretty different. That's also the ECU for the Me9 controlled 2.0ts, but the page does say they're developing an ecu for the Me17 controlled 2.0ts.

See here for an explanation of the difference between VVT and VVL, https://www.youtube.com/watch?v=I5dy2Vnf95w

Touché lol

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[AUDacIouS4]

This guys gets it.
Only differences AFAIK are we have audi valvelift, the mk6 has different fueling( both support up to 450 hp stock, I think the mk6 goes up a little more), I also believe the tsi has slightly different compression ratios


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Guys, the engine in the mk6 gti and the engine in our cars are pretty much the same. A turbo that bolts up the the mk6 will bolt up to our cars. The plumbing will be a little different given the differing orientations of the engines, but it'll be the same. Also, as far as I'm aware, they use essentially the same ecu. A tune shouldn't be much issue. If you know what it looks like for the mk6 just copy it. That's pretty much it. Easy peasy. Adapting products meant for the mk6 to our cars is the name of the game. Also, isn't there a company developing a standalone for the gen 2 E888?

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TSI vs TFSI Google searches indicate they are not the same, nor do they share the same fueling, pistons, rods, or heads. Please feel free to cross reference part numbers for each and prove the internet wrong.

If they are the same and everything made for the MK6 was just cut and paste..... the aftermarket would show that. But there's nothing!!

Not trying to be a a-hole, just saying.

[Jezza]

"2.0 R4 16v TSI/TFSI (EA888)Edit

Manufacturing commenced March 2008.

identificationparts code prefix:

06H, 06J;

ID codes:

CAEA, CAEB, CAWA, CAWB, CBFA, CCTA, CCTB, CCZA, CCZB, CCZC, CCZD, CDNB, CDNC, CHHA, CHHB, CJXA, CJXB, CJXC, CJXD, CJXE, CJXF, CJXG, CYFB

engine displacement & engine configuration:

1,984 cubic centimetres (121.1*cu*in) EA888*inline-four engine*(R4/I4); bore x stroke: 82.5 by 92.8 millimetres (3.25*in ×*3.65*in), stroke ratio: 0.89:1 - undersquare/long-stroke, 496.1*cc per cylinder; compression ratio: 9.6:1 (10.3:1 A3 Cabrio 2009), 88*mm (3.46*in) cylinder spacingcylinder block & crankcaseGJL 250 grey cast iron; 33*kg (73*lb), die-forged steel crankshaft with five 58*mm (2.28*in) diameter main bearings, two chain-driven counter-rotating*balance shaftssuppressing second degree free inertial forces and oil pump, horizontal-baffled oil sump. The water pump bolts to the side of the block, under the intake manifold, and is driven by a toothed belt and a pulley on the back of the intake-side balance shaft.cylinder head & valvetraincast aluminium alloy; four valves per cylinder, 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, toothed chain-driven double overhead camshaft (DOHC), continuous vane-adjustable*variable intake valve timing.

Audi variants have two-stage*"valvelift"*inlet valve lift variable controlaspirationhot-film*air mass meter, cast alloy*throttle body*with*electronically controlled*Bosch*E-Gas*throttle*valve, plastic*variable length controlled intake manifold*with charge movement flaps controlling combustion chamber air movement, IHI water-cooled*turbocharger*incorporated in exhaust manifold, sandwiched central front-mounted*intercooler*(FMIC)fuel systemfully demand-controlled and returnless; - fuel tank–mounted low-pressure fuel pump;*Fuel Stratified Injection*(FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 190 bars (2,760*psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95*RON*ultra-low sulphur unleaded petrolignition system & engine managementcentrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch*Motronic*MED*17 electronic*engine control unit*(ECU), cylinder-selective*knock*control via two knock sensors, permanent*lambdacontrolexhaust systemcast iron exhaust manifold (with integrated turbocharger), close-coupled and main*catalytic converters*- both ceramicDIN-rated motive power & torque outputs and applications -

Non-valvelift*variants125 kilowatts (170*PS; 168*bhp) @ 4,300-6,000 rpm; 280 newton metres (207*lbf·ft) @ 1,700-5,000 rpm — CAWA:*VW Tiguan125 kilowatts (170*PS; 168*bhp) @ 4,300-6,200 rpm; 280 newton metres (207*lbf·ft) @ 1,700-4,200 rpm — CCZC:*Audi Q3, engine is installed transversely,*VW Tiguan132 kilowatts (179*PS; 177*bhp) @ 4,500-6,200 rpm; 280 newton metres (207*lbf·ft) @ 1,700-4,500 rpm — CCZD:*VW Tiguan147 kilowatts (200*PS; 197*bhp) @ 5,100-6,000 rpm; 280 newton metres (207*lbf·ft) @ 1,800-5,000 rpm — CCTA/CBFA: 2009*VW Golf Mk5 GTI*(US only),*VW Golf Mk6 GTI(US only),*Audi Q3*(US Only),*VW Jetta Mk5,*VW Jetta Mk6,*VW Passat B6,*VW CC,*Audi A3 (8P)147 kilowatts (200*PS; 197*bhp) @ 5,100-6,000 rpm; 280 newton metres (207*lbf·ft) @ 1,700-5,000 rpm — CAWB:*Audi A3Cabriolet,*VW Scirocco,*VW Tiguan, CCZA:*Audi TT,*Škoda Superb Mk2 (3T),*Škoda Octavia155 kilowatts (211*PS; 208*bhp) @ 5,000-6,200 rpm; 300 newton metres (221*lbf·ft) @ 1,800-4,900 rpm — CPSA:*Audi Q3, engine is installed transversely155 kilowatts (211*PS; 208*bhp) @ 5,300-6,200 rpm; 280 newton metres (207*lbf·ft) @ 1,700-5,200 rpm — CCZB:*VW Golf Mk6 GTI,*VW Scirocco,*VW Passat B6,*VW CC,*VW Tiguan, SEAT Altea Freetrack, SEAT Leon FR.DIN-rated motive power & torque outputs and applications.

Valvelift*variants132 kilowatts (179*PS; 177*bhp) @ 4,200-6,000 rpm; 320 newton metres (236*lbf·ft) @ 1,500-4,000 rpm — CAEA/CDNB:*Audi A4 (B8),*Audi Q5,*Škoda Kodiaq155 kilowatts (211*PS; 208*bhp) @ 4,300-6,000 rpm; 350 newton metres (260*lbf·ft) @ 1,500-4,200 rpm — CAEA/CAEB/CDNC:*Audi A4 (B8),*Audi A5,*Audi Q5,*SEAT Exeo155 kilowatts (211*PS; 208*bhp) @ 4,300-6,000 rpm; 350 newton metres (258*lbf·ft) @ 1,600-4,200 rpm — CESA:*Audi TT Mk2 (8J), engine is installed transversely.162 kilowatts (220*PS; 217*bhp) @ 4,500-6,200 rpm; 350 newton metres (258*lbf·ft) @ 1,500-4,400 rpm — CHHB:*Audi A3,*Skoda Superb,*VW Golf Mk7 GTI,*Škoda Octavia RS165 kilowatts (224*PS; 221*bhp) @ 4,500-6,250 rpm; 350 newton metres (258*lbf·ft) @ 1,500-4,500 rpm — CNCD:*Audi Q5169 kilowatts (230*PS; 227*bhp) @ 4,700-6,200 rpm; 350 newton metres (258*lbf·ft) @ 1,500-4,600 rpm — CHHA:*VW Golf Mk7 GTI Performance,*Škoda Octavia RS230195 kilowatts (265*PS; 261*bhp) @ 5,350-6,600 rpm; 350 newton metres (258*lbf·ft) @ 1,750-5,300 rpm — CJXE:*SEAT Leon Cupra206 kilowatts (280*PS; 276*bhp) @ 5,100-6,500 rpm; 380 newton metres (280*lbf·ft) @ 1,800-5,500 rpm — CJXA/CJXB:*SEAT Leon Cupra,*Skoda Superb. (Audi S3*and*VW Golf Mk7 R*in some foreign markets)213 kilowatts (290*PS; 286*bhp) @ 5,900-6,400 rpm; 350 newton metres (258*lbf·ft) @ 1,700-5,800 rpm — CJXD:*SEAT Leon Cupra215 kilowatts (292*PS; 288*bhp) @ 5,400 rpm; 380 newton metres (280*lbf·ft) @ 1,800 rpm — CYFB:*VW Golf Mk7 R*in North America (lacks*MPI)221 kilowatts (300*PS; 296*bhp) @ 5,500-6,200 rpm; 380 newton metres (280*lbf·ft) @ 1,800-5,500 rpm — CJXC:*Audi S3,*VW Golf Mk7 R*(Europe),*SEAT Leon Cupra228 kilowatts (310*PS; 306*bhp); 380 newton metres (280*lbf·ft) — CJXG:*Audi TTSreference"Audi adds 2.0 TFSI with Valvelift to A5 Coupé".*PaulTan.org. 25 June 2008. Retrieved*4 September*2009.
"SEAT Exeo with new engines".*Auto-motor-und-sport.de. 3 May 2008. Retrieved*5 May*2010."

From,

https://en.m.wikipedia.org/wiki/List..._engines#EA888

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[B8_Dude97]

TSI vs TFSI Google searches indicate they are not the same, nor do they share the same fueling, pistons, rods, or heads. Please feel free to cross reference part numbers for each and prove the internet wrong.

If they are the same and everything made for the MK6 was just cut and paste..... the aftermarket would show that. But there's nothing!!

Not trying to be a a-hole, just saying.

If you read my post I said they have DIFFERENT fueling(a4 supports 450/I think I've seen a mk6 closer to 480 on stock fueling) as well as different compression ratios which would indicate different pistons. Not trying to be a dick either just want the right info to be out there. I haven't seen anything that says the tsi has different rods but that's possible


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[Spawne32]

I know that the B8's engine is a 2500psi direct injection system and the newer generation after ours is a 3500psi DI system, which is incompatible. I believe that is on B9's though.

[AUDacIouS4]

@jezza

Holy wall of text batman!!

I'm not quoting that.

At SEMA, I talked with CP, Mahle, and SPA from Brazil who all make pistons and rods for the MK6. They said they are similar but not the same.

Wrong-o-pedia can lick my balls

I'm not saying your wrong, I could be totally wrong here. It's just that all this doesn't add up. When you Look at crank output figures from the tuners on a MK6 vs our TFSI they're a lot different. APR and GIAC would have capitalized on that a long time ago. GIAC has a bitchin Loba400 + meth tune for the MK6....but not for us. Does valvelift make that big of a difference?
From the ECS PDF: FSI VS TFSI

[B8_Dude97]

@AUDaclouS4

Yet slowone ran a loba setup on his b8 and your right his setup was bitchin fast faster than a cts k04

It's just the fact more people own the mk6 so tuners flock to them versus us


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[Coldcarnival]

Not to mention drivetrain loss...

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[A4 Centaur]

The Loba kit comes with different nozzles and a fuel pump as well.

So it would seem that those two items, in conjunction with a different turbo are the path to success?

[AUDacIouS4]

@AUDaclouS4

Yet slowone ran a loba setup on his b8 and your right his setup was bitchin fast faster than a cts k04

It's just the fact more people own the mk6 so tuners flock to them versus us


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I think you hit the nail on the head. Tuners flock to the golf MQB platform. Global market is stronger. Sucks for us. I was subscribed to slowones build but don't remember him ever posting a build sheet.

This is by far the most comprehensive build I've come across.
http://www.golfmk6.com/forums/showthread.php?p=1094210


He used an Allroad fuel rail, S3 injectors, added port injection*(may not be necessary for us at lower power levels), TTRS LPFP,

Maybe for the flex fuel guys all that is needed is the LPFP??

Come to papa!!!!!

[hyperunion]

TSI vs TFSI Google searches indicate they are not the same, nor do they share the same fueling, pistons, rods, or heads. Please feel free to cross reference part numbers for each and prove the internet wrong.

If they are the same and everything made for the MK6 was just cut and paste..... the aftermarket would show that. But there's nothing!!

Not trying to be a a-hole, just saying.

Exactly... And new engines are flexfuel capable which adds a whole other ballgame tuning wise..

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[B8_Dude97]

I think you hit the nail on the head. Tuners flock to the golf MQB platform. Global market is stronger. Sucks for us. I was subscribed to slowones build but don't remember him ever posting a build sheet.

This is by far the most comprehensive build I've come across.


He used an Allroad fuel rail, S3 injectors, added port injection*(may not be necessary for us at lower power levels), TTRS LPFP,

Maybe for the flex fuel guys all that is needed is the LPFP??

Come to papa!!!

Slowone had e85 torque levels on his non e85 loba setup with loba injectors and lpfp and was making some crazy power before he went big turbo(mind you he's in Colorado)


I also follow Hyde's progress and I'm waiting for him to come through with a dyno sheet at some point and a 1/4 run but yes his fueling setup is what we can learn from. Everything he has fuel wise we can take and get it to fit to the tfsi with modifications.

And I like the way your thinking with the efr. That's my plans for the following summer. Except instead of what hyde did I'll be using a twinscroll with a custom manifold to gain back some spool a couple hundred Rpms sooner. And once I have the rods and pistons in + meth + some of hydes fueling ideas mixed in I should be good to go to shoot for 11.5 with a full interior

If you have flexfuel your a better candidate than me to go big turbo as like said above that's a whole different game


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[AUDacIouS4]

Slowone had e85 torque levels on his non e85 loba setup with loba injectors and lpfp and was making some crazy power before he went big turbo(mind you he's in Colorado)


I also follow Hyde's progress and I'm waiting for him to come through with a dyno sheet at some point and a 1/4 run but yes his fueling setup is what we can learn from. Everything he has fuel wise we can take and get it to fit to the tfsi with modifications.

And I like the way your thinking with the efr. That's my plans for the following summer. Except instead of what hyde did I'll be using a twinscroll with a custom manifold to gain back some spool a couple hundred Rpms sooner. And once I have the rods and pistons in + meth + some of hydes fueling ideas mixed in I should be good to go to shoot for 11.5 with a full interior

If you have flexfuel your a better candidate than me to go big turbo as like said above that's a whole different game


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You guys were right about the mk6 being similar enough to take most of what they have learned and adapt it to the TFSI. I had my doubts, but after pouring through tons on VW vortex threads I'm gaining a better understanding of the realm of possibilities.

By the way, You can order that EFR in a twin scroll with two A/R options.
Turbozentrum.de

From the mk6 guys I saw some dyno charts from the TTE420( k04 housing with BW K16 wheels) it is capable of 420chp, that's 100chp more than the standard BW k04. I think with a simple LPFP or secondary inline pump to boost fuel pressure and possibly a fuel rail pressure relief valve we can get really close to 400whp with E85 and meth on a healthy stock internals. Otherwise anything bigger and you need stronger rods at a minimum.

I think it's time to start a new thread rather than derail this one, that lays out the floor plan for turbos above and beyond the K04.

I'll work on that today and post a link.

[A4x]

Yea let's get back on topic for those of us new K04 owners who want to discuss K04 things!!!! I don't even come in this thread anymore expecting to read things relevant to my build.

Wasn't there already a thread a while ago about life beyond K04?

[B8_Dude97]

You guys were right about the mk6 being similar enough to take most of what they have learned and adapt it to the TFSI. I had my doubts, but after pouring through tons on VW vortex threads I'm gaining a better understanding of the realm of possibilities.

By the way, You can order that EFR in a twin scroll with two A/R options.
Turbozentrum.de

From the mk6 guys I saw some dyno charts from the TTE420( k04 housing with BW K16 wheels) it is capable of 420chp, that's 100chp more than the standard BW k04. I think with a simple LPFP or secondary inline pump to boost fuel pressure and possibly a fuel rail pressure relief valve we can get really close to 400whp with E85 and meth on a healthy stock internals. Otherwise anything bigger and you need stronger rods at a minimum.

I think it's time to start a new thread rather than derail this one, that lays out the floor plan for turbos above and beyond the K04.

I'll work on that today and post a link.

May I suggest the mk6 official/unofficial big turbo thread/ making big power thread as the format you should follow
It lays out the foundation for what the basic user needs to know to take the a4 to the next level past a k04

I agree we shouldn't clog up the k04 thread with our bt talk. The mk6 has a making big power thread which is formatted well.
We have fueling, it will just come in he form of what we can take off our tsi counterpart and make work.


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[Coldcarnival]

Maybe the longitudinal is right around the corner...

http://www.goapr.com/products/stage3_ea888_mqb.html

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[A4 Centaur]

Oh, goodness

[B8_Dude97]

From the mk6 guys I saw some dyno charts from the TTE420( k04 housing with BW K16 wheels) it is capable of 420chp, that's 100chp more than the standard BW k04. I think with a simple LPFP or secondary inline pump to boost fuel pressure and possibly a fuel rail pressure relief valve we can get really close to 400whp with E85 and meth on a healthy stock internals. Otherwise anything bigger and you need stronger rods at a minimum.

I think it's time to start a new thread rather than derail this one, that lays out the floor plan for turbos above and beyond the K04.

I'll work on that today and post a link.

You probably have already seen this but Hyde just ditched the ttrs lpfp in favor of a walbro 450 built by ppt. He hints at e85 so that's interesting.





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[A4x]

Does anyone get hesitations on their K04 with APR tune? Right around when max boost hits, 3500 rpm, and it feels worst in 3rd gear. The car stutters a bit, and RPMs can fall a few hundred, and MAF will drop a bit.

My plugs are fresh BKR8s gapped at 0.026" but I'm wondering if I should try something else?

Air filter is fresh aFe pro Dry, in the stock box, with one of those 'high-flow' turbo inlet pipes. Maybe causing some bad turbulence?

Resetting the APR tune seems to help smooth it out, but it comes back after a few days.

Could this be a symptom of carbon build up?

[Coldcarnival]

Does anyone get hesitations on their K04 with APR tune? Right around when max boost hits, 3500 rpm, and it feels worst in 3rd gear. The car stutters a bit, and RPMs can fall a few hundred, and MAF will drop a bit.

My plugs are fresh BKR8s gapped at 0.026" but I'm wondering if I should try something else?

Air filter is fresh aFe pro Dry, in the stock box, with one of those 'high-flow' turbo inlet pipes. Maybe causing some bad turbulence?

Resetting the APR tune seems to help smooth it out, but it comes back after a few days.

Could this be a symptom of carbon build up?

What's you mileage?

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[A4x]

78000, 2011

[Brandon K.]

Emailed my first logs to HPA tonight.

For those that keep asking about MAF values, K04-R is peaking at 272 g/s at about 6400rpm with my not so clean valves with the HPA manifold.

I am hoping they can also diagnose some very annoying surging I am getting at moderate to heavy throttle. It is not very notable under WOT & the logs don’t really show Anything. I may need to send them logs under moderate load.

Once they have everything sorted for me, I will turn the meth back on and see what it can really do.


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[A4x]

When do you spool up and hit that 2000 requested boost?

I can hit 293 g/s! Definitely a lot left in that HPA tune.

[farbaj]

When do you spool up and hit that 2000 requested boost?

I can hit 293 g/s! Definitely a lot left in that HPA tune.

Ok so I have had my new K04-R in for three days of driving to nicely break it in. I am not gonna drive it to hard for a few weeks. I will do some third gear logs now and then 4th gear dyno logs in a few weeks. I did the HPA Intake Manifold and the JHM race pipe. It is sick loud out my Armytrix exhaust. It feels a bit less torque at 2k to 4k. Race pipe lack of back pressure is what everyone says..but at 4k it whales to Red Line in all gears.

So far I am very happy but I just ordered the 034 3.5 HFC downpipe...wanna switch after doing dyno 4th gear logs and 3rd gear logs to get the torque back down low and see the difference.

My APR old downpipe cat did not look so well inside at the top when I took it out....

Stay tuned for more after logging in the next month...

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[Perry01]

Ok so I have had my new K04-R in for three days of driving to nicely break it in. I am not gonna drive it to hard for a few weeks.

A properly assembled and balanced turbo requires no break-in procedure.

[A4x]

If the JHM race pipe is a test pipe, that will give you better low end torque than a HFC.

Less back pressure is good for the turbo. Allows it to spool with less lag.

[Perry01]

If the JHM race pipe is a test pipe, that will give you better low end torque than a HFC.

Less back pressure is good for the turbo. Allows it to spool with less lag.

It’s the opposite, a race pipe (test pipe) will give you a better top end.

[Brandon K.]

It’s the opposite, a race pipe (test pipe) will give you a better top end.

Turbos prefer as little resistance (back pressure) as possible. It helps them spool more quickly and is good for top end power. If it was not lowed as hell, no cat and no muffler would be best.


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[Brandon K.]

When do you spool up and hit that 2000 requested boost?

I can hit 293 g/s! Definitely a lot left in that HPA tune.

Right now, it hits that around 2500-2600rpm. Not sure how much of the delay is the tune vs the turbo.


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[Perry01]

Turbos prefer as little resistance (back pressure) as possible. It helps them spool more quickly and is good for top end power. If it was not lowed as hell, no cat and no muffler would be best.

I had a catless DP on my MK7 GTI. It was loud and stinky but had an awesome top end. According to the DynaPack dyno, it gave me 9 HP more @ 6500 RPM compared to the catted DP I replaced it with. The turbo did spool up a little slower with the catted DP but it had more peak TQ than the catless DP.

[Brandon K.]

I had a catless DP on my MK7 GTI. It was loud and stinky but had an awesome top end. According to the DynaPack dyno, it gave me 9 HP more @ 6500 RPM compared to the catted DP I replaced it with. The turbo did spool up a little slower with the catted DP but it had more peak TQ than the catless DP.

The higher torque with the cat on is probably due to some other variable. The three books I have read on forced forced induction all seem to agree that you don’t want any resistance to flow (muffler, cat...).


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[Jake@JHM]

The higher torque with the cat on is probably due to some other variable. The three books I have read on forced forced induction all seem to agree that you don’t want any resistance to flow (muffler, cat...).


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best exhaust on a turbo car is no exhaust. The faster exhaust gasses come out, the faster fresh air can come in.

The engine gets all the back pressure it between the turbo and the head.

[Spawne32]

best exhaust on a turbo car is no exhaust. The faster exhaust gasses come out, the faster fresh air can come in.

The engine gets all the back pressure it between the turbo and the head.

any R&D go into making those exhaust manifold/turbo housing combos more efficient?

[Brandon K.]

[QUOTE=Jake@JHM;12790456]

Jake

Is there any data you would like to share about the K04-R that would be helpful for tuning it? Tables, graphs, charts... I would like to be able to forward the information to HPA so they can get the most out of it. For now I am going to grab a photo or two of what you have posted on this thread for the B8 K04-R/APR combo.

Feel free to email me (Brandon K.) any thing directly.

Thanks

Edit: sorry, posted this in wrong place. Thought it was K04-R Group Buy thread.


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