dyno graphs (yes, my Avant is tuned and making good, streetable power)
Last Wednesday I ventured down to AutoSpeed Performance in South New Jersey to pick up my Avant. I arrived and the Avant was still on the dyno and Mark was finishing up my race fuel file. We unstrapped 'her and went for a ride with some 109 in the tank. OMFG! The car pulled hard. Power is very smooth and feels linear (as the chart shows). It was hard for me to stop at a BP and put 93octane in the tank.
My impressions after driving it for a few days:
Idle is spot on and very smooth on both 109 and 93. Cold starts and hot restarts are as if the car was 100% bone stock. Fires up within one crank of the engine. Part throttle response is impressive. This car is extremely street-able and drives so smoothly. Step on it in any gear and the Avant takes off. Launch in 1st gear and redline arrives rather quickly. This is exactly what I was looking for when I set out to build my car to its current state. The numbers are what they are. I really care about how the car drives on the street and its pretty impressive. Mark showed me dyno graphs from a 30minute window. We overlayed all of them and they are ontop of each other. IATs only creep into the 30C range. Can you say repeatable power?
Engine:
2.0L stroker motor machined and built by QED-Power
- AMU (06A casting) block and cylinder head
- AEG 92.8mm stroke crank
- Supertech 82.5mm bore forged pistons
- Scat forged connecting rods
- OEM main bearings
- OEM oil pump
- OEM timing belt kit w/ metal impeller water pump
- Supertech Inconel Exhaust valves
- Supertech valve guides
- OEM intake valves
- OEM hydraulic lifters
- Cat Cams 3651 camshafts
- OEM exhaust cam TB gear
- basic valve seat grind/lap
Forced induction:
- Garrett GT2871R turbocharger (.64 A/R turbine)
- ASP GT28RS hardware kit (cast manifold, 200cell HFC/Downpipe, braided stainless steel turbo oil & coolant lines, 630cc injectors, 3" MAF housing w/ 1.8T sensor, ASP silicon TIP, ITG air filter)
- ASP FMIC
- Exhaust manifold, turbine housing and HFC/downpipe are ceramic coated
Tuning:
- Custom Me7.5 tune written by ASP consisting of:
- 93octane 'low boost' file
- 93octane 'high boost' file
- 109octane 'race gas' file
- valet mode
- ignition kill
- SAI delete
Other stuff while the 2.0L was constructed:
- 2.8L 5spd manual trans
- 4:1 center diff
- 034 MotorSport Street Density motor & transmission mounts
- JHM 'solid' shifter & shifter linkage, bushings & Delrin shift knob
- custom boost gauge in rear view mirror
- 034 MotorSport B6 High-Output Fuel Pump
- SouthBend OFE SS clutch w/ OEM Dual Mass Flywheel
- drive-way motor swap
Keep in mind these particular graphs do not go up to redline (around 7400rpm for me). Reason being was there are over 500miles on the dyno to get 1) Me7.5 figured out and 2) my files written from scratch. Mark did not take my car up to redline every single time but the files are written and work well up there. I will be getting more data as time marches on as well. Next time I'm back at ASP (later this month) we'll get some full pulls. I am also going to EPL this coming Saturday with a tank of C12 fuel so I'll be sure we get some full pulls there
.93octane fuel
93octane 'high boost' file
N75 controlled boost
partial dyno pull
uncorrected numbers
109octane fuel
109octane 'race gas' file
N75 controlled boost
partial dyno pull
uncorrected numbers
I will have logs to go with these dyno pulls soon. A/F, timing advance and everything is spot on.
We explored a lot of avenues within the ECU to hone in on the files I currently have. Higher boost on my car did not necessarily mean more power (naturally, given the turbo's efficiency window). What does this all mean? There is another source for tuning and for tuning these BAT and fully built motor projects you guys have. Both B5 and B6...
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Originally Posted by Charlescrs6
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(inside I'm laughing b/c they spent too much money)
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