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RBPE

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Everything posted by RBPE

  1. RBPE

    Delete

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  2. Actually sorry - to clarify - this was in relation to the W8 using ME7.1.1. not even looked at the W12 tbh, was thinking W8, but if it's ME7.1.1. too then above applies. If not, then technically it still applies anyway as it's just configuring what sensors/inputs/outputs - same as any project really in that respect! Easy way to think of it - look at the ME7.1.1./W8 SSP in the link - it mentions some differences to the R32 ones in there/part changes etc. Also, other easy way to think of it is - if you de-cat, then the reading the ecu gets will not be oem due to the expected changes
  3. I did help! Told you the easy way to do it but you seem intent on over-spending! 😉 Get donor car - use ALL or AS MUCH as possible in - ecu's/wiring/sensors/clocks - basically the electrical bits - configure as required (any half competent Motronic specialist if you're using the oem stuff) - done! They use a lot of the same parts in terms of inputs (sensors), it's just the dual bank/master-slave engine and ecu config - nigh on impossible or far too expensive as it'll have to be custom written/sniffed lines etc - all negated if you are using a donor and associated parts really.
  4. Is the car running okay? Generally replace any sensors with codes but if theres too much current drop & a few problems at once like this, I'd get a multimeter & check the wiring/relay/currents before anything else for what they cost.
  5. Variability and the air speeds/reverberations involved in the cycle; https://www.sae.org/publications/technical-papers/content/2016-28-0001/ Due to design complexity and manufacturing costs, the top model gets a VRIM in it's development (different design to no.1 as Schrick own the 12V rights), but it's limited to 2 variables and is plastic due to that. These still promote forced/laminar flow at certain points and is better than none but not as good as multiple variable mani due to the afore statement - so simply put - lot's of air bouncing about and is forced as and whe
  6. Not enough airflow to justify an enlarged throttle body on an NA build plus it'd make your mapper's job harder thus pointlessly adding £££'s, nor any need for forged parts, FI R32s have done 6-700hp on near enough stock engine
  7. Welcome, reply's are getting thin on the ground on forums nowadays, everyones facetubing it, but tons of info on here to read through. Good to have some vw techs onboard too!
  8. 12v's are appreciating in value now, thats the problem, seen good uns pretty much same price as R32 mk5's! Best off using crashed donors for electrical reasons/k line data etc, ESKONF off what you dont need, may get the odd elec fault code which you can sort or generally leave if not affecting anything, same as any conversions really, setting up the inputs & outputs used. ME7 (24v motors) best for options, earlier AUE type can be a bit tricky to define with maps missing so defs/data thinner on the ground. 3.2 best catered for followed by BDE. Tuning is
  9. Lot of money for a burble sound! You could at least refresh head parts if well used but mapping needed and so on, hundreds at least. Get a cheap (but latest me7.1.1 compatible) clone ecu reader, read your ecu, plenty of defs on nefmoto (may need to post a few times to see them though), BDE maps should be around here for soft coding; http://nefariousmotorsports.com/forum/index.php?topic=17018.msg131846#msg131846 Theres other threads on hard coding, me7 very similar- so £50 outlay you can have it popping how you want with a bit of graft without the need for ex
  10. 12 injectors not 6 so you'd need to go through all the output system (ESKONF) there, any displacement/ cylinder differences inc airmass calcs for fuel...plus it runs a master/slave system for the other bank so you'd have so much to do there on sniffing lines so that everythings talking to one another properly....and so on. Crash damaged w12, can use most/all ecu/wiring parts but immo off will prob be same as any other me7.1.1., speak to a tuner that is a winols customer and buy a def file off them for a few hundred quid and then build your own tunerpro file to tune then log with v
  11. RBPE

    Vr6 turbo

    Why use MSnS? You planning on tuning it yourself afterwards and don't want to use oem ecu? It's NA from stock so no boost controls and the speed density aspects are probably a little different than most are used to on aftermarket stuff on the Motronic (GGDSAS/EFGE).
  12. RBPE

    Vr6 turbo

    What do you want to know? Most aspects have been covered on the forum so have a look through beforehand then ask away on more specific things!
  13. The US seems to have catered for a lot - so good market there, ironic given the lack of good 24v 4wd options we EU/UK (as below) enjoy! But;; https://store.034motorsport.com/main-bearing-set-coated-vw-vr6.html https://www.ecstuning.com/Volkswagen-Jetta_IV--VR6_12v/Engine/Mechanical/Connecting_Rod/Bearing/ Many EU/UK (cause we're not the same now ), ones can supply such parts (dying market) - but the money's in more modern models, few options either way in EU, or domestic VAG specialists will offer the same as EU re-sellers but it's more modern machines which pro's
  14. Follow the link I put up in the thread below, enter your model details and you'll see what parts are on your car;
  15. It's usually some high mileage hardware wear and tear stuff like you've mentioned - but did you have it remapped after upgrading the cams? I'd keep an eye on all the oil aspects on older vehicles, had dodgy oil pickups/blockages etc destroy engines, even forged ones! Did you do anything with the bottom end?
  16. Dodgy 02 read due to the leak by the sound of it - need to find and fix and code "should" go away. http://www.oemepc.com/vw/parts_lst/markt/RDW/modell/GOLF/year/2002/hg/1/catalog/vw/drive_standart/266/lang/e
  17. You can get a few hp with better airflow easily enough, ideally you want to tweak the tune any time you change either air or fuel although there are some good adaptations in the ecu's
  18. More air would mean it running leaner, could be a leak somewhere or adaptions going wild over-compensating - older mafs can hate turbulent air - need straight piping sometimes at maf.
  19. 1988 I started out in VAG tuning, internet wasn't even invented back then! 2008 was when I signed up here on a last profile, 2011 this one, there were a few years of lurking before then! What got me into VR's was a black mk2 12v on the cover of either PVW or Golf+ - was before the 1.8T came out so that long ago! Amazing to see how far the aftermarket scene has come and the level of tech info available compared to the 90's! The old skool stuff like mk1-3 are getting a bit thin on the ground now like you say, you couldn't give that stuff aw
  20. Holy thread resurrection Batman! Most of the ecu codes of the VAG 24v's just to add to this;
  21. There's a lot less interaction on the forums nowadays, not just this one - is everyone just facetubin' it nowadays or does that mean the mods have covered all technical Q's now? Just wondering what's changed in recent years?
  22. What routine are you following for bedding in? Apart from that the usual is to check the working of parts added for running, wiring etc, basically all sensors, lines and so on.
  23. RBPE

    T4

    No, all are welcome, just generally kept to VR related subjects. I'm sure lot's of people can help with anything, lot's of technical Q's already covered in many threads over the years if you have a search 1st.
  24. Not sure if it was the BDF from the thread link above but just dug out some locations for the US lot; Check the cw but looks okay; Main locations for the BBSAWE maps; Your rpm limits will generally show up as B0 68, of which there can be loads, look at the spacing between them to narrow it down in your hex editor or most should show up in these locations as there's not a massive amount of data stacking changes twin vvt to twin vvt files;
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