RBPE
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Everything posted by RBPE
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They're all MAF based so you have to compensate a fair bit, MS/MAP sensor likely far easier for you tbh, you could practice on that and/or below though I suppose or even do some tweaks on oem NA set up dep on if/how easy people can flash them..the later ones can be done easier over OBD with some tools than early ones (M2/3 evolved on the 12V before ME7 so not sure of which codes/tools mix but some info on Nefmoto etc and look at those who do things like the AGU engines on old M3 systems like the link). Ecuconnections do a fair bit with the older Motronic systems too. Just another o
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It's the ecu from a Motronic 3.8 VR6 12V for use in winols (demo) or to make your own tune file xdf in Tunerpro. These files can be found online or in packs you can buy, but I would never trust anything other than making my own. It has LDR (boost control) maps in it so it looks like a turbo file but I have never used it nor looked into the validity of how such data has been added to the binary. You can make a fairly basic map pack from it to tune your own similar ecu though even if it's naturally aspirated - i.e. looking at the more major ignition/injection maps for example and make an x
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Also interested in 20vt stuff too - pm if req'd.
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Depends what they go for really, quality of welds, wall thickness etc - always interested in options, we have welders but they work in other industries so it can be hard to get them to fab us up something like a mani and sometimes go the usual cast route. I'm making up some good quality Holset based turbo kits and DIY tunes at the moment (mk4/5 24v really) and was thinking about using the inconel CTS manifold due to wg placement and air filter locations. A full stainless would obv be a lot but what about something coming off the stock cast manifolds, also dp's with sing
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2.8 24v vr6 turbo - limitation of standard vr stroke?
RBPE replied to VAG-Slag's topic in Engine Tuning
The usual over and undersquare engine variances really that's all, all these engines are designed as low revving torque monsters like most VAG engines. You can make 600+hp on any of them really, read the description of this for example, not sure of the hp but the times would suggest a fair amount, likely 700+ as stock on a 12v, other engines pretty much similar in terms of durability; Generally on oem bore/stroke peak hp is around the oem 6800rpm limit, even 1000hp ones with an 8500rpm limit have peak power at 6800rpm due to the fundamental dynamics from wha -
2013 post! He was on about 300lb/ft of torque on the clutch I think, you can do 320-350ish lb/ft on stock generally...for how long though, who knows but general stress points! I'd be interested in seeing how the cast parts like the exh mani on these cheap kits are nowadays.... 4 years since those posts, must have improved surely?
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Having problems? No idea what's going on? READ FIRST!
RBPE replied to RBPE's topic in Engine Maintenance and Problems
Have you checked the wiring itself? Any part additions or remap on it? -
Best would be V6 4 Motion as it has everything you need; is cheap, getting a donor under a grand, it has a good ME7 ecu which is easier to tune than the older stuff with chip removals, more info on tuning on the web etc. Lots of welding but I presume you know that!? Immo off is probably the easiest thing to do with the ecu but it's not too difficult if you know what to do, they are central torque ecu's on V6 (ME7.1.1.) so use the pedal box, use injectors/engine etc - as much of loom as you can, maf - those 3 are the main points you need to run right really, maf/inject/pedal - some
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Manual to Automatic change?
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Nice little set up someone's done:
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A nice set up for a decent outlay would be; Holset HX35, usually internal gated on a twin scroll them so many weld it shut and look at a 38 or 44mm external gate like Turbosmart or Tial, or a Garrett GT(X/R) or EFR - this all depends on what you want to spend as a major outlay to the conversion for turbo/wastegate, Recirc valve - Turbosmart Kompact are good value and you can get them at 32mm or so which is higher flowing than a 25mm 710N or the like, or a 50mm one is usually used for flow, Exhaust manifold you may have to see on the tune really, can have the 02 bosses wel
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Most turbo re-seller files tuners have access too are for the R32's, you could build a similar one for late BDE/BDF type models or early AUE based ones may need some tweaks due to variances, plus there's a few ways you can map these vehicles - depending on what they can do on that front, that's probably more your limiting factor more than anything in using a pro for a full conversion and will also dictate the fuelling set up you choose plus some of the other parts used on such conversions. Apart from that it's often easier and cheaper to just source parts yourself - you'll need eit
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White foaming in expanction tank vr6
RBPE replied to Big ash's topic in Engine Maintenance and Problems
Overflow is due to expansion, hence why they have overflow/expansion tanks (not sure of your knowledge on such things but seeing as you said HG I may as well lay it out for noobs rather than you as you prob don't need it!) - basically the atoms of certain things reverberating - in this case possibly water (hydrogen/oxygen H2O) molecules which leads to expansion. The cause of this is usually of course heat causing it, too much heat, the bane we don't want and a set temp under conditions which the factory deem safe for normal operation! Not only that but an over abundance of oxygen (adding air - -
Save a lot of money guessing and read it via VCDS/VAG COM, can then try and pinpoint things better
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No - I'm not saying there ARE any differences between injector flow rates, I'm saying you SHOULD know if there are any differences - it could literally only need an EGR code out to sort - I'm just saying I'm rusty on these older ones and didn't do much with them anyway but all conversions or engine/ecu changes people need to be aware of these things or there could be more that can cause problems in this instance than just the EGR variance - covering all bases!
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Ah, right, got ya! It's been a while since I've done anything on the older cars or ecu's so you'll have to do the working out and look into the info but in terms of the various engine swaps and ecu tuning I do I tend to take this approach; Firstly - obviously check things like injector seals, wiring, is the maf in good nick, no tight bends before it causing turbulent flow for readings, fuel pump in good nick, fpr etc - things like that - basically knowing that your air/fuel/sensor parts work fine/the hardware side is all up to scratch - preferably with as much to oem fo
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What?..... "I recently swapped an OBDI 12V VR6 into my 1999 Mk3 Jetta (OBDII, obviously), but I'm keeping the engine OBDI. I do still have everything for the dizzy, except the ECU.So thats part of the problem, I would need another ECU (I think)This engine has the block and head from a late '95 VR6 with the dizzy and no EGR, and the ECU and wiring harness from an early '95 VR6 with a coilpack and EGR, hence the dizzy to coilpack convesion"
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P.S. AGR is EGR above so there can be further changes needed for EGR delete for example on the same ecu, it has been some years since I played with the older Motronic, but above is very much likely the answer without being able to put the 2 variant ecu's together! Time's are ms which is very finite so getting that spot on is essential and the maps shown above don't even show the after-start and warm-up changes, so lot's are dependent on the ignition maps being right. You can see on the vid that when they aren't the fuel can do all sorts and wash out the port without any ignition if too far of
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Speaking on later ME7 stuff, there are times calculated to charge the coil and release the spark ensuring a proper burn, sometimes people get lucky in that they'll get deflagration over detonation as the times are similar, upgraded coils have a better energy/enough for proper burn based on the oem map times etc, but you always want to be running the set times for said coils - so use the ecu that uses those coils or the maps at least! If you're changing these then 1st port of call is always to sort the map out first or you're risking trouble - so if you're not sparking the mixture p
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My 2p; "Chinese tax bracket" - hope so, means the money persons are involved in additional units so more likely to get the go ahead. Personally hope that the boffins in white coats have Motorsport DNA in them and are sticking to the "lighter weight and power for a transverse engine bay" philosophy of the original VR6, plus modern cars are quite powerful so more cylinders and detuned would give the 5 pot F**d RS club (sorry for swearing ) a better run for the money (plus win over the journo's like the original with the throaty gruffness!). It doesn't matter if it has 5,
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- v6
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Some links; You can use files from here to build your own definition file if you haven't got flashing tools yet; I'll probably use them for demonstration purposes. http://www.chip-tuner.hu/original_ecu_files/files/VW/ I don't use it myself commercially, but the winols demo is good to learn on here; https://www.evc.de/en/download/down_winols.asp Free hex editor here; https://mh-nexus.de/en/hxd/ Most make xdf files to use Tunerpro for tuning, which can be found here; http://www.tunerpro.net/ Cheapest standalone check
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Will edit soon, new layout; Main torque maps in the ecu's, KF (kenfelder - map, M - moment/torque) - are KFMIOP and KFMIRL - essentially the main torque maps for the central torque monitoring ecu's - some locations and info (to be edited); Note - 022906032 is the usual ecu number for ME7.1.1. - BG is the commonly used BDE code between tuners, 032E is the one often used for AUE none twin vvt ecu's, will update with more info when needed; BDE v's a tuned HX35 turbo AUE; Notice how the AUE turbo has IOP modified to be maxxed at any load
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Probably, a tune could just have fuel/ignition and pedal tweaks so can be somewhat cross flashed, you'd have to ask them
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All ME7 is fundamentally the same to a large degree, just various evolutions and parts differences of course, this in turn adds maps/data and changes a few things. AUE/Early 2.8 24v models have Inlet cam timing but no exhaust, Nokenwellen Einlass maps are there (NW-E abbrv. you should get used to), Auslass (NW-A) are not, generally everything else pretty much the same. Values will change due to a lack of input data when there are maps missing - if trying to define you need to look at axis data rather than cell data if using, for example, a dual VVT def file or R32. BDE/
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http://www.oemepc.com/vw/parts_lst/markt/RDW/modell/GO/year/1998/hg/1/catalog/vw/drive_standart/184/lang/e
