034Motorsport Time Attack B5 Build Thread - Year 4

[Bigjuice]

Were those cams billet or pinned?

[Kyle H]

still no updates

[Max@034]

We got mad at the car, lit it on fire, and then blew it up.

The good news is, that we had insured it for $250,000 and can now buy a new Evolution X and GTR.

Just kidding! We're really swamped, and I'll give some updates as soon as I get a chance. Right now, we're still waiting on new cams, so it looks like we may have to use AEB ones again for the next race.

[Kyle H]

You could tell insurance that you blew up the car and then hide it at my house, I'll take great care of it

[belinko]

What insurance company do you have?

But seriously do you guys have that thing insured for stated value?

[Storx]

nice, i would love to come see the car in person one day.. .i am moving to Colorado in July and would love to come visit yalls shop on a nice long weekend getaway.... im sure there will be an event coming up soon that yall will be running the car that i can make it to... i just wish my car wasnt such a pig in the corners.. as mine is all go and no handle at the moment... nice dyno numbers by the way also.. i am just awed how early in the rpms you are making power.. i didn't think a standard or even a billet turbo would function similar or better then my VGT turbo setup... but i guess im wrong...
this is what im working on right now.. and having fueling issues on the top.. so not the end of dyno's yet...
83mm 10:1 JE
159mm Rosten
95.5mm BEW
AEB cylinder head
HE351VE
1200cc

[Storx]

i was just thinking.. how come yall didnt move over to the 3.6vr6 aluminum block engine...isnt it only 7 pds heavier then the 1.8T ???

[dh4life55]

what is that your using for boost control is that the Direct Acting PWM Controlled part from ur website how does that work for you guys

[Max@034]

Just wanted to give you folks an update before I got to work on the blog. At Vegas, the AN oil pressure line from our dry sump pump to the block came off, causing us to call the weekend early.

When we go back to the shop, we found some engine damage, and decided to do a quick and dirty rebuild so that we could be ready in time for California Speedway last weekend. We were really hoping that the temporary motor would stay together for the whole weekend until we could source a new crankshaft and bloc.

We got a few practice laps in on Saturday before oil pressure started to take a dive, so we put the car in the garage, and waited until the timed sessions on Sunday to take it our again. Christian managed to get 2 times laps out of the car before the motor spun a rod bearing, securing a 4th place finish for the weekend, behind Brian Lock's Cobb-sponsored 796WHP widebody GTR, the Takata/LIC STI, and another big-turbo GTR.

Overall, we were very pleased with the car and the results from the weekend. Unfortunately, we weren't able to get more laps in, nor race in the second timed session, but we are confident that we could have finished a solid 2nd if Christian could have had more seat time.

Details on the fresh build coming soon!

[A4 TSCHUSS]

So the engine is still at the stock cams 23psi tune it had before?

[Max@034]

So the engine is still at the stock cams 23psi tune it had before?

Still stock cams with a 23 PSI tune, and a push-to-pass ~30 PSI option.

[Kyle H]

That sucks you guys have been having so many oiling issues, I guess that's to be expected when you put together a dry sump setup... I hope you get everything figured out. And the +7psi push to pass is sweet!

[A4 TSCHUSS]

Still stock cams with a 23 PSI tune, and a push-to-pass ~30 PSI option.

Has said push to pass option been documented on dyno?

[q_dubz]

Has said push to pass option been documented on dyno?

yup....quite a large jump ;)

[A4 TSCHUSS]

You have insider info from across the U.S.? So what does it do? Is this currently a secret or something?

[Max@034]

Sorry it took a while to get this posted. The push-to-pass setup isn't really a secret; plenty of competitors have one or more boost profiles that the switch between on-track. Here's one of our settings that we were testing on the dyno; obviously we set things up differently from track to track.



On a more interesting note, we were able to utilize the variable cam adjuster on the motor to pick up a ton of midrange power with the 3658s. A lot of people think that you can't use this feature with aggressive cams, or that it isn't beneficial to power, but that simply isn't the case. Below are overlays of the powerband with and without the cam switchover in use:



By switching the variable cam adjuster on at low RPM, and off at ~6200RPM, we were able to gain a ton of low-end power, while keeping the impressive top-end power of the 3658s.

On stock AEB cams, there was only a ~5HP gain at extremely low RPM, so clearly the gains and switchover point will vary from build to build depending on the cams you're using.

We strongly recommend checking clearances before attempting to utilize the cam adjuster. We verified clearance for up to 30 degrees of advance to be safe; the cam adjuster realistically allows for about 22 degrees of advance. Depending on the specifics of your build, there may not be enough clearance to turn on the cam adjuster without piston to valve contact.

[A4 TSCHUSS]

I am going to assume that "Weeeeee" graph is from running 16psi wastegate pressure (from looking at the second graph) then bumping it to the 23psi since the peak power seems to be the same as your 23psi dyno sheet previously done? Where is the ~30psi push to pass dyno????!!! That is what I want to see!

And the cam chain tensioner deal is interesting too, wonder how easy that is to set for on and off with chip tuning from say Unitronic, more midrange would be amazing.

[Storx]

i am not to knowledged on this whole variable cam system/setup.. could you care to explan more so someone like myself or others with larger then stock cams can use this to improve our experience in the mid range.. as i run VGT turbo mid power is my goal... and the better i can make it.. the more usefull this biggem VGT turbo is on the street... please explain more.. and if could include as many details as possible so i am not lost in the sauce...

[Max@034]

And the cam chain tensioner deal is interesting too, wonder how easy that is to set for on and off with chip tuning from say Unitronic, more midrange would be amazing.

You can manipulate it just as easily with the factory ECU, we utilize it in our 1.8T and 2.7T Motronic ECU tunes.

[Max@034]

i am not to knowledged on this whole variable cam system/setup.. could you care to explan more so someone like myself or others with larger then stock cams can use this to improve our experience in the mid range.. as i run VGT turbo mid power is my goal... and the better i can make it.. the more usefull this biggem VGT turbo is on the street... please explain more.. and if could include as many details as possible so i am not lost in the sauce...

The variable cam chain tensioner/adjuster found on the later 1.8Ts controls the relationship between the exhaust and intake camshaft. Since the exhaust camshaft timing is fixed (the cam gear is attached to it), when the cam tensioner is on, it effectively advances the intake camshaft.

The adjuster works via a simple solenoid that controls oil pressure to the tensioner:



When the switchover is "off" the rod stays down, and the camshaft is not advanced. When the switchover is "on" oil pressure forces the rod up, and the rail changes the length of the chain, causing the intake camshaft to be advanced about 22 degrees.

[zerb]

i must say. thats pretty impressive shit right there. i know people have talked about doing this in the past, or attemtping to at least with aftermarket ecu's, but ive never actually seen it done.

not saying it HASNT been done, im just saying ive never seen it. good shit, really good shit.

[Max@034]

i must say. thats pretty impressive shit right there. i know people have talked about doing this in the past, or attemtping to at least with aftermarket ecu's, but ive never actually seen it done.

not saying it HASNT been done, im just saying ive never seen it. good shit, really good shit.

This is exactly why we did it. I've been reading on forum?id=27 for years about how it doesn't do anything and/or will bend valves.

I believe Mike Z did some testing back in the day with AEB cams, which do show little to no benefit from this.

[onemoremile]

Good stuff!

[Kyle H]

It's official, 2nd behind the 1000hp Cobb Tuning GTR! 3rd overall behind the 700hp GST Subaru Super Modified car! Our car held up and ran great all weekend, thanks for the support everyone.

Nice work guys!

[chris164935]

Very nice setup here.
I am interested to know what you guys did with the front snub mount setup. Did you brace the motor in other locations to prevent it from tilting forward/backwards?

[chris164935]

Very nice setup here.
I am interested to know what you guys did with the front snub mount setup. Did you brace the motor in other locations to prevent it from tilting forward/backwards?

Any updates on the build and/or more information about my question? I'm very curious.

[JK35]

I caught a peek at your intake manifold on one of your blog pages, and would like to see more and hear about it. -as much as you're willing to share!

Congratulations on some fantastic achievements here.

The page you published about the Cat 3685's and VVT is what got my attention in the first place. I was searching for anything I could find on VVT, and that blog page was the first thing that came up on most of the Google searches. Thanks for sharing that information! I don't know if my results will be the same, less or more, but I will definitely be trying this with my setup. Have you tried any other cams with VVT (besides the 3658's and stock AEB cams)

thanks,
Kyle

[un1ko]

What FMIC are you guys using? I didn't find it in your website. Is that I'm looking to buy a black FMIC. Please let me know. Thx!

[onemoremile]

It is a Mitsubishi Evo intercooler.

[gmx]

Updates on latest event?

If you're willing to share or hint, what are your F/R toe & camber settings?
Does this car use a rear LSD? If not, are there any plans for one?

[Kyle H]

Second place behind the kpax Volvo, beat hpf's bimmer.


They destroyed the viper acr's time on the track which is pretty cool. Check out their Facebook for the good updates.


edit-
you'll probably enjoy this:

034Motorsport Time Attack A4 Technical Insight

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Article by 034Motorsport

Many of you are likely familiar with our Time Attack A4 Quattro which we have campaigned in the eurotuner Grand Prix and many time attack events nation wide. We have spent 4 years building this car, it has gone through many levels of modification over the years - initially wtih a 12-valve VR6, later with a R32 VR6 based motor, and now with a 2.0 liter 4-cylinder 5-valve motor.
In 2010 we retired the car from the eurotuner Grand Prix series and committed it solely to Time Attack, specifically an entire season at the Redline Time Attack Series. For a full spec list and back ground to our mods for 2010, see the following article below:

In order to make this one of the fastest Time Attack Audi's in the world, we employ many technical features, many that are outlined and explained below.

Direct Acting Boost Control Valve - instead of using an OEM N75 valve whose valve body is made from plastic, or a manual valve which is not electronically adjustable, we use a 034Motorsport race quality Direct Acting Valve which offers high accuracy and durable construction to withstand the rigors of turbocharging and racing. It is controlled via the 034EFI Stage IIc, the tuning determining final boost pressures, response and curves.

In order to optimize track width and suspension geometry, we run the "RS4" positon on the subframe for the lower control arm attachment points. In order to accommodate this, the CV assembly must be spaced out the same distance as the track width, custom 034Motorsport billet aluminum spacers allow this. Also, to hold up to the incredible forces that the front diff sends to these axles, we have custom CV joints and shafts made which have a much higher strength than factory axles. The CV Joints are made from M300 Steel which is much stronger than a standard OEM joint, the axle shafts are made from Chromoly which is not only stronger than the OEM steel axles, it also offers more spring or give to prevent a breakage. We have tested these axles with 1000HP drag launches without failure

Our engine breathes a lot of air, not only is it heavily turbocharged, it also revs as high as 8500RPM, up to 9000RPM if needed. To accommodate this level of flow, we built a custom intake manifold with shorter runners, porting and port matching, as well as a volume over twice the size of the OEM intake manifold. We implement a 70mm throttle body, we could go bigger but the relatively smaller size offers improved throttle modulation and flows more than enough for the 600+HP this engine produces. To save weight and create simplicity, we run an OEM fuel rail that has been modified for -6AN fittings. 840cc injectors offer state-of-the-art atomization and provide enough fuel flow for the power this engine makes, a 4BAR OEM fuel pressure regulator is run. Finally, an 034 Phenolic Spacer ensures that heat from the head is not conducted into the intake manifold, keeping intake manifold surface temps 20c cooler on average than the cylinder head itself

A power steering cooler, bigger and more efficient than the OEM unit, keeps power steering fluid at an optimal temperature, typically the same temperature as the coolant (thus, why the cooler is mounted behind the radiator). Without this the powersteering fluid would quickly boil after 2 to 3 laps.

Our time attack car in running with an AP Racing pedal set, designed to withstand the rigors of racing. This modular pedal set allowed us to move all of the driver controls rearward by around 10" to help the vehicles weight distribution. Another benefit of a pedal cluster like this is that it includes in it a separate master cylinder for the front and rear brakes. The advantage of dual master cylinders is that it not only allows for optimal sizing for each set of brakes, but a cable adjustable balance bar between them allows for brake bias changes on the fly. Clutch master cylinder sizes are also easy to change out, and an adjustable pedal allows for optimizing clutch release points. The pedal assembly is also incredibly stiff and rigid allowing for increased accuracy of driver inputs.
More over, we run a Tilton 3-plate sintered Iron clutch with a custom 034Motorsport billet aluminum flywheel, this entire assembly weighs under 20lbs and offers lightening fast shifts (due to light clutch discs) as well as fast revving for increased acceleration and rev-matching capabilities.
For a transmission, we run a short ratio syncromesh 6-speed 01E transmission. Tight gearing ensures the motor can always be kept in the power band regardless of the speed of the turn. More over, the gears and syncrhos in the transmission have been micro polished to allow faster and smoother shifting action. A stock 01E takes about 300 milliseconds to shift, our trans with the treatment and lighter clutch shifts in approx 200 milliseconds (as confirmed by our telemetry)

As much as is possible, heat exchangers such as the intercooler and radiator have shrouding designed for force air through the cores and not allow it to go around

In the passenger side of our bumper is a 3.5" AEM Paper air filter which provides clean, restriction-less flow to the engine. To optimize efficiency and to create a ram effect, a box or plenum has been built around the air filter to help create positive pressure. We have seen 1-2 psi boost pressure increases, as the car accelerates to higher speeds, by adding this plenum.

To maximize power and response from the 4-cyl motor, at first 034 used a 100mm stroke for 2.2 liters of displacement. A tall deck diesel block was used to optimize rod ratio as much as possible. However piston speeds of this motor were astronomical, the 100mm stroke being exactly twice as long as the average F1 motor. What this meant was that 034's 2.2 would have the same average piston speeds as an F1 at half the RPM. This limited revving to 7300rpm, and after several events was determined that some bottom end displacement could be sacrificed for a higher revving motor. To meet this challenge, 034 built a new motor based on a tall deck 236mm block but with 92.8mm crank and 159mm rods, with a rod ratio of 1.7 and lower average piston speeds, this new motor revs and makes power to 8500rpm effortlessly, creating a much broader power-band with an approximately 300rpm slower spool time thank the 2.2.

The front and rear bumpers features a splitter and diffuser, this helps generate downforce at the front and back of the car to generate better traction from the tires. The rear trunk lid features a wing to help generate down force for the rear tires, wing is fully adjustable to allow chassis fine tuning

The carbon fiber APR Rear wing

http://www.034motorsport.com/034moto...ght-a-260.html

[Kyle H]

continued...

For data collection and telemetry, 034 uses an AIM Pro Dash which logs a myriad of parameters which give insight into different areas of performance, everything from boost pressure, RPM, atmospheric pressure, air and water temp, air/fuel ratios, as well as dozens and dozens of other parameters logged for every lap and tuning session this car sees. Much of this data is fed out of the 034EFI Stage IIc ECU via a CAN bus, other chassis data is collected using various sensors. The AIM dash uses a GPS reciever to create a full 3-dimensional map of the track as the car is driven around a course.

Above is a the 40psi boost gauge that lets the driver know how hard the turbo is working, and quick reference alarm codes for the dash.

Above is the switch and fuse panel for the A4 race car, a quick access fuse panel allows quick troubleshooting should it be needed, and easy access to switches for fans, fuel pump, lights, power steering, ECU, dash and switchable ECU maps are handy to the driver.

Hood pins help keep the hood securely shut, and also remove weight and create more space in a car with such a purpose for being built. Carbon fiber hood, is rigid, light and saves about 20lbs. Front fenders are also carbon fiber, the front bumper is fiberglass - both are modeled off the Audi RS4 which is wider to accomodate wider tires.

034 installed a wide body mainly to increase the amount of tire that the car has, front fenders are made from Carbon Fiber, rear arches are fiberglass and have been grafted into the rear quarter panels.

In order to give more tire clearance, and also to alleviate pressure inside the wheel well, 034 has pulled the back of the fenders away from the chassis. As pressure builds in the wheel wells it affects the aerodynamics, worse it prevents airflow from the engine compartment which affects oil cooler efficiency and airflow through the engine compartment.

Though its tempting to run "racing" mirrors, being able to see what is going on behind the car is of utmost importance, for this reason 034 runs stock mirrors which are large and allow good visibility around the car when racing.

Due to the Modified Class rules, a DOT legal tire must be run, 034 runs the Toyo RA1 in a 275/40/17. These tires do not produce as much grip as a full race slick, which means as much as 2-4 seconds per lap are being sacrificed due to the modified class rules. Since these are DOT tires they also feature steel cording where a full racing slick uses only nylon which saves up to 10lbs per tire. Tires are shaved before use to optimize grip. 034 also runs a 17x8" forged Enkei wheel, these wheels are exceptionally light at around 18lbs each.

For brakes 034 runs 330mm Alcon brake discs with Alcon 4-piston calipers. Though a 355mm brake kit would allow more braking force and thermal mass, it would come with a weight penalty- and also forcing an 18" wheel to be run which is also heavier. 034 runs custom Cobalt Friction pads made to 034 specs, these pads stand up to the brutal brake stresses the car sees, the brakes in the A4 will overheat after 3-4 hot laps, thus reinforcing the car's sprint nature. Rear brakes are 300mm and use Wilwood calipers, 034 has developed a kit for this, allowing for light weight and generous amounts of braking force when needed.

In order to make such a relatively nose heavy car like this turn, we employ an extremely larger rear sway bar , sized 1.75" in DOM chromoly. The sway bar ends feature "blades" which allow them to be rotated to vary the "stiffness" of the bar. Large 1/2" heims are required to deal with the massive forces this bar creates. Rear toe links are also our own rod end design to allow infinite toe adjustments and lack any play whatsoever. Carefully look and also note the solid aluminum rear subframe bushings to remove any slop or deflection in the subframe which locates the rear suspension.

With the diffs in this car, much power is transferred to the rear differential, to the point where its common to break this rear carrier. To prevent this, we run a solid billet crossmember that we manufacture in house. Also note the rear jack pad which hangs down underneath this crossmember, this allows a jacking point with the rear diffuser and undertray installed.

To help move weight back in the car, reduce parasitic loss and declutter the engine compartment, 034 employs an electric power steering pump which is mounted in the driver's side trunk well.

A lightweight ATL fuel cell ensures reliable fuel delivery and safety in the event of an accident. It holds 12 gallons of fuel, and features a trap door box in the center of the fuel cell with a small electric push pump which flows fuel to an external surge tank.

A light weight Braille Battery is used, weighing less than 10lbs, it provides sufficient cranking power for limited starts that this type of race car will see. Also, a kill switch is installed so that if the driver needs, he can disconnect any power to the chassis in the event of a fire or fuel leak, this also comes in handy for working on the car.

The external surge tank (approx .5 gallons) ensures that fuel starvation can never be a problem, fuel from the tank is pumped into it, as well as return fuel from the fuel rail. A Bosch 044 Motorsport pump draws from the bottom of the surge tank. The design of this tank is very critical, notice its tall, narrow shape, this ensures that even during the heaviest g-forces that the bottom of the tank can never become exposed and starve the pump. A return at the top of the tank allows air to be forced out back to the tank ensuring that an air bubble in the top can never form. An OEM fuel filter from an Audi Coupe Quattro is used, converted to -8AN fittings, which has been tested for flow to 1000+ HP. It is simple, light and cheap to replace if needed. A fuel pressure sensor is located at the outlet of the filter and is logged by the AIM Dash.
As a reference, 034 ran a 131.221 at the 2010 GTGP Event, for a comparison of the fastest street cars Motor Trend has tested, see the following article

[Kyle H]

annnnnnnd

034Motorsport Audi A4 takes 2nd place in Global Tuner Grand Prix 2010

Published by Josh October 30, 2010 in Events. 0 Comments

034Motorsport is in the business of making VW and Audi’s fast, the 2010 Global Tuner Grand Prix sponsored by Mobil 1 and GMG was the perfect opportunity for them to prove this. 034Motorsport has been campaigning their 2001 Audi A4 in Redline Time Attack Events throughout 2010, and the GTGP was quickly building up to be the place to really show what you’re made of. “We started hearing about some really fast teams and cars that were going to be there, it definitely seemed to place to be, plus Laguna Seca is one of our home tracks”, said Javad Shadzi, team owner. Instead of wheel-to-wheel racing, the event was scored on single fast timed laps much like the increasingly popular Time Attack type of racing.
The event was three days, Friday and Saturday practices and final timed laps on Sunday. To make things even more interesting, it was scheduled to rain all 3 days. Christian Miller, team driver noted, “The rain really made things interesting – strategically it was critical to choose the right tire for the race, it also really affected the way we were testing and setting up the car, one session would be dry and the next pouring rain. It definitely threw a curveball at the weekend”

The 034 A4 had been running a Toyo RA1 the entire season in the Redline Time Attack series, as dictated by the class they have been running in. Initially they tested for the Tuner Class at the GTGP running RA1’s, but it was quickly determined that they and Horsepower Freaks were running too fast for the tuner class and both cars were bumped to Unlimited with the K-PAX Volvo. “When the series approached us about being too fast for the tuner class, it was initially disappointing but we quickly seized the opportunity to run some Hankook Ventus Z214 tires in C91 compound which gave us 2-3 seconds per lap more speed. We figured it would also show how fast we were compared to the Volvo which is a very expensive professional race car” said Javad Shadzi.
034 spent the first practice session on Sunday changing setup for the stickier tires. Mike Rohrbach, lead tech commented, “the stickier tires meant we could change alignment settings to take advantage of the increased grip, we also tweaked front and rear brake bias which had the biggest effect on the car.” With the RA1 tires 034 ran mid 1:35’s, with the setup changes and new Hankook tires the car ran 1:32’s, 034 was thrilled. “We were very happy with how the car responded to the stickier tires, as long as it would stay dry we could run some very fast times. We knew we could run competitive times with the best of them even in the wet, however to run fast dry times is what we were hoping for”, commented Christian Miller.
The timed session on Sunday started out with all cars staging in one long line, in order of qualifying. At the front was the K-PAX Volvo, behind them 034 and following was a slew of Porsches, a twin turbo Ferrari, a Viper, and you get the idea. “Leading up to the session the track was technically dry but there were dark, low clouds, mist was falling and rain was ominously close. We were tempted to run rain tires but gambled that the track would stay dry. Its times like this you have to make a strategic call, we made the right one fortunately and stuck with our dry slicks”, said Christian Miller.
The first 5 cars went out on track, Miller following the Volvo piloted by Andy Pilgrim. Three hot laps and it was over, when the dust settled 034 ran a blistering second place overall time of 1:31.221, the Volvo running a 1:28.517. 034 was followed by a Subaru STI that ran a 1:39.3. “We are thrilled with our finish and time, we also wanted to thank the K-PAX guys who were gracious and very professional, it was an honor to run on track with them and to be able to compare our racecar with such a highly developed World Challenge GT car.”
For more information about 034Motorsport seehttp://www.034motorsport.com/
For specific information about 034Motorsport’s racing program, contact: racing@034motorsport.com
For a gallery of pictures from the GTGP 2010 see:http://gallery.034motorsport.com/v/0..._001/GTGP2010/

[onemoremile]

This thread is full of win.

[onemoremile]

Any dyno sheets with the new smaller engine?

[Kyle H]

oh, and I rasterbated a pic of the car.

[hiwords1]

only a few seconds behind a GT car. I'm astounded. i wonder what time christian would get if he ran the Volvo. you mad scientists at 034 are ridonculous

[gmx]

Nice.

Going to send an email to that provided address.... hopefully I get a reply...


HPF is saying they would've comfortably been 1st if they didn't put on rain tyres.
Why didn't they switch..? How long was the session?