Thoughts on experimenting with a boost controller...
Thread Starter
AudiWorld Expert
Joined: Mar 2000
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lol! Any more emergency tune-ups at a diner lately?
Stupid question...
How did you go about tweaking the MBC? Did you simply set it to a low boost setting and then did some 2nd / 3rd gear runs and adjust from there using the boost gauge? Or did you perform some VAG-log analysis?
How did you go about tweaking the MBC? Did you simply set it to a low boost setting and then did some 2nd / 3rd gear runs and adjust from there using the boost gauge? Or did you perform some VAG-log analysis?
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Joined: Jul 2003
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lol i knew you would say that. might wanna go back to the turbo setup drawing board.
you might wanna think about the fact that smaller ports are better for turbo cars as the produce higher velocity numbers. more velocity=more power. and dont tell me that the smaller port heads and manis are restrictive as the DEL RIO TT that made 430whp in the 1.8t challenge was running the small port mani and head. refer to your maximum boost (which i am sure you have) before you respond. he says the same thing, along with many other audi tuners. GIAC has been experimenting with the small port heads on various setups and found that it makes an avg of 15whp over the AEB large port head. call him if you want garrett will tell you the same thing.
AudiWorld Super User
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more velocity does not equal more power
If that was the case, I'll go add some restrictors so that my port size is only 1/2" Should make HUGE power with all the velocity I just created.
For the same air mass, more velocity means a smaller area, smaller area means more restriction. If not done right, the restriction can cause a LOSS of flow into the cylinders.
It all boils down to the operating range of the motor. Small ports are good for low-end power, large ports are good for top-end power. The 1.8T is design as a low-end motor, why else would you have a small *** K03 on it?
I have no doubt the "small" port head is capable of big power numbers, but that offers no proof whatsoever that a large port head is worse.
I'm sure Corky Bell is a very smart guy, but I don't totally agree with everything he has in his book.
To quote WJM: "MAXIMUM BOOST" - the 156 page book that makes every internet weenie and car enthusiast into "a rocket scientist/engineer"
As for the "average" of 15whp of small versus large, that is way too misleading, you could gain low-end and lose top-end, and still claim "average gains.
What is the setup?
Where was the power gain?
Dyno sheets?
No offense, but I'm too stubborn to take the word of hearsay. There is too much mis-information floating around from he-said she-said BS.
For the same air mass, more velocity means a smaller area, smaller area means more restriction. If not done right, the restriction can cause a LOSS of flow into the cylinders.
It all boils down to the operating range of the motor. Small ports are good for low-end power, large ports are good for top-end power. The 1.8T is design as a low-end motor, why else would you have a small *** K03 on it?
I have no doubt the "small" port head is capable of big power numbers, but that offers no proof whatsoever that a large port head is worse.
I'm sure Corky Bell is a very smart guy, but I don't totally agree with everything he has in his book.
To quote WJM: "MAXIMUM BOOST" - the 156 page book that makes every internet weenie and car enthusiast into "a rocket scientist/engineer"
As for the "average" of 15whp of small versus large, that is way too misleading, you could gain low-end and lose top-end, and still claim "average gains.
What is the setup?
Where was the power gain?
Dyno sheets?
No offense, but I'm too stubborn to take the word of hearsay. There is too much mis-information floating around from he-said she-said BS.
Elder Member
Joined: Sep 2002
Posts: 14,366
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You might want to find out more about the Del Rio TT before you start using it as an example
Like exactly how much boost they had to use to make that 430 whp. Lets just say your boost gauge does not read that high.
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the thing is your argument would only be truly valid if you were to assume the small port head/mani
were actually restrictive which there is no evidence to it being. when a car can make 430whp there is more than enough flow to constitute what any of us are running in these cars. which brings me to power curve. these cars are more than capable of making top end power as my car made full power at 5700 rpms and held pretty flat all the way to redline. if what you were saying is true than my car wouldnt be able to do that as the head would be restricting flow. that is not the case. what my head (small port) also does is allow my turbo spool approximatley 500rpms sooner than a comparable ndbw setup while still making top end power at the same point. where does this restriction you speak of come into play?
oh and please dont put words in my mouth i never said that it was always the smaller the better i know that there is such thing as too small. (in regards to your placing restrictors to make 1/2 inch ports)
(details of my setup will be in place for discussion when i get it back in a week.)
oh and i do understand you on the hearsay. however, i dont see the relevance within your argument so in a way you contradict yourself with that.
oh and please dont put words in my mouth i never said that it was always the smaller the better i know that there is such thing as too small. (in regards to your placing restrictors to make 1/2 inch ports)
(details of my setup will be in place for discussion when i get it back in a week.)
oh and i do understand you on the hearsay. however, i dont see the relevance within your argument so in a way you contradict yourself with that.
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please dont just throw **** in the mix. if you have some insight explain it.
i stated that the TT made a ****load of HP which cant be made with out alot of air (ie a ****load of flow) and you respond saying that the car runs alot of boost. please elaborate.