I figured I’d introduce myself before I go into the details of my build. I’m Markus, I’ve owned my B8 manual S4 since early 2017. Im the founder and co-owner of German Performance Solutions in which we make some cool upgrades for the 3.0T supercharged engine (including the CREC as well!).
My car: [IMG]
[/IMG]My build progress started in 2018 when I bought a beater daily while I worked on the S4. Ill add a complete build list to the end of this to summarize the mods since ill only be discussing the mods that I designed/developed.
In early 2019 I kept asking myself why we couldn’t run E85 in the 3.0T. Randomly, I ran into a friend of mine that I hadn’t seen since the 5th grade on Facebook. He turned into a car enthusiast like me, and we started talking about our cars. He had a focus ST that someone developed a port injection kit for that he was installing. And that got the gears turning for me. So, I started working on the design with Jay from JXB and had the V1 port injection ready in late 2020. We quickly realized that the V1 port injection wasn’t a viable solution since it lifted the supercharger up to the point in which the hood needed to be cut. We got our dyno testing done while I started to work on redesigning the port injection to replace the tumbler valves.
V1 Port Injection
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[/IMG]Picture of car on dyno
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[/IMG]Fast forward to January 2022 and the V2 design had been finished. It featured replacing the tumbler valves BUT still retained the OEM tumbler valve actuator and encoder. This allowed the engine to “think” the tumbler valves were still there. This also kept the supercharger at OEM height for several advantages. One, you don’t need to resize your supercharger belt when installing the port injection. Two, it allows for future upgrades such as a larger supercharger. Three, no need to cut anything, it fits like OEM. It also featured 550cc Bosch injectors flow matched by 1% and a split-second controller.
V2 Port Injection
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[/IMG]V2 Port Injection Installed
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[/IMG]Once I started testing the port injection, I quickly realized that the port injection desperately needed higher regulated flow. So I started working on the LPFP upgrade. The first limitation was: I live in an area that typically has a DA of 3000 or so and once it dropped lower than 800 or so, the LPFP would start struggling. The second limitation was: the port injection needed consistent pressure to be tuned effectively. So I designed a kit that consists of a walbro 450 strapped to the side of the OEM pump, with a fuel pressure regulator (set to 72psi), with a return line back to the tank. This kept the pressure consistent at 72psi and provided flow, when needed, for higher power.
LPFP upgrade:
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[/IMG]After the LPFP upgrade, I installed my built engine that consisted of forged pistons (lower compression), forged rods, sleeved block. This was a kit from Oleg. Look at how much larger the new rods are compared to the old rods. I also had the bearings and pistons coated by calico coating.
Block
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[/IMG]Rods
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[/IMG]Then I shifted my attention to twin charging. This has always been a goal of mine. I love the concept of keeping the low end power of the supercharger, but freeing the engine up top with a turbocharger. I know there have been a few attempts at this already, (Oleg and Silly Rabbit to name a few) but I think that the setup I’m doing now will definitely be successful. When I was testing the port injection, we quickly ran into the limitations of the stock supercharger. The 1320 cannot flow more. The first limitation that we encountered was the fueling restriction. That was evident in the fact that we cannot run E85 without port injection. The second limitation was the OEM supercharger not providing enough airflow. The twin charging will eliminate the airflow issue. I decided that a rear mount turbo design was the way to go with our platform and that decision was solidified once I talked to Eric (he has a rear mount turbo setup on his RS4). I went up to his place for a few hours and he gave me a lot of pointers.
That being said, I had this plan for a while (including an entire spreadsheet with parts to purchase to make this dream into a reality) but I never acted on it. Partially I was nervous and partially I was always too busy to take on this kind of project. It wasn’t until I started talking to Matthew from UWRENCHIT (around June 2023) that this really started taking shape. He was super supportive and had some great improvement suggestions. We decided to go forward with this as a partnership in which he does a setup on his 2013 A8 and I do one on my 2010 S4. There were multiple benefits to doing it like this and with the two of us (both engineers), we will be able to problem solve pretty much anything.
Now onto the specs of the turbo system. This is a rear mount turbo system. In principle, the supercharger is activated in the lower rpm and then the turbocharger takes over in the higher rpm per the bypass valve in the supercharger. The turbo for my car is a 68/75 and the one for Matthew is 72/75. Both turbo’s are oilless from COMP TURBO. This eliminated the need to run a dedicated oil feed line to the turbo and a scavenge pump back to the engine. Currently running 3 inch charge piping to the front and 2.25 (oem) from each bank into a Y 3 inch to the turbo. The blow off valve is a TurboSmart GenV RacePort and the wastegate is a TurboSmart GenV PowerGate60. The boost controller is a TurboSmart EBoost Street 40psi Electronic Boost Controller. I haven’t gotten to the intercooler yet but Matthew is running a massive 1200 hp water to air intercooler.
Rear mount turbo diagram:
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[/IMG]Turbo:
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[/IMG]Turbo Bracket Setup:
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[/IMG]Turbo on Car:
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[/IMG]Matthews engine bay:
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[/IMG]Under Matt's car:
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[/IMG]Status as of right now:
Matt has his car back and is installing my port injection kit along with making a custom LPFP upgrade. Then he will focus on tuning and nitrous stuff.
I am still waiting for my exhaust side to get finished before I get my car back so that we can get the tuning for the port injection completed. Then we will start on the charge piping.
Mod list for my S4 (im only doing things that affect performance) (im sure ill miss a few things and ill add to it as I remember):
Merc racing heat exchanger
57 griptec upper pulley
203 fuid damper lower pulley
JXB front differential
JHM 5R clutch and pressure plate
Eurocode flywheel
Test pipes
Autotech HPFP
Mike Bunton Ported Blower
GPS Port Injection
Hoosier D06
GPS LPFP upgrade
Forged Pistons and Rods
Sleeved Block
Matthew's audizine name is Lightningmatt70.
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Originally Posted by sepheroth86
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