HYDE16 - The Pag Parts EFR Turbo Kit

[HYDE16]

Jekyll Is Dead! Long Live HYDE!
My previous HYDE16 - Project Jekyll & Hyde Build Thread theme led me to build a daily driver while striking a fine balance between a daycare shuttle during the week (JEKYLL) and aggressive performer during cruises, highway pulls or at track events (HYDE). I’ve focused on increasing stiffness, correcting or improving suspension geometry, adding traction, and realizing better overall response from driver input while limiting NVH, rattles and feeling beat up from long drives. After studying the effects of water methanol (thanks to Jamie@APR and tech@Aquamist), I was able to safely max out the ported & polished APR K04’s power potential with direct port water methanol and the APR V3.1 100 octane software file with 93 pump gas on a daily basis. To go a step further, I tested the limits of running E85 blends as direct port water methanol allowed for enough fueling headroom in the OEM fuel system to slowly increase E85 blends, ultimately allowing me to run E50 safely on a daily basis. Ever after all of this, the K04 still showed its limitations when I was decimated by an APR Stage 3+ MK6 Golf R, and after that, I decided it was time to move up to a big turbo build. Even though it was not required for this turbo kit, I decided to have the engine built to realize the full power potential of this big turbo choice. Now I can document what was needed to attain and effectively use this level of power. This thread is dedicated to building a big turbo GTI complete with engine and fuel build by Pag Parts Turbo, Pag Parts EFR 7163 Turbo Kit and supporting drivetrain build by Redline Speed Worx. As the build moves forward in its final stages, I will post updates with photos in this thread and the complete chronological, step by step build photos on a daily basis on Instagram (@becauseryanjacobs) for those who want to follow the progression.

Ryan Jacobs @becauseryanjacobs @pagparts Ryan Jacobs

Big Turbo Options:
There are several complete big turbo kits on the market today. Bolt them on, flash the packaged tune and off you go without having to upgrade engine internals. After watching the natural progression of some other K04 users, they moved on to the next-size-up big turbo kit but were still left wanting more. Not having the expertise to piece together my own kit, I searched for larger big turbo kits with a high quality exhaust manifold, future power potential and an OEM inspired, all in one package. At the time, I researched big turbo kits which may not require upgraded engine internals or additional fueling at first (reduced output software file) but had the future power potential if I decided to have the engine built and install additional fueling options (full output software file). This led me to Pag Parts Turbo (PPT).

Pag Parts Turbo (PPT):
Google “Pag Parts Turbo” or “PPT” and the results immediately return Audi and VW reviews, videos and feedback from around the world. In all of my research and forum reviews, I’ve never come across a company that had so much consistent, positive feedback. Read any thread about PPT engine builds, turbo kits, exhaust manifolds or customer service in general and the results show a very strong recurring theme: absolute, guaranteed quality. From what I have read, PPT has established themselves as a dominant force in the 1.8T and FSI world, providing some of the highest quality, hassle-free, reliable turbo kits and components on the market. Many PPT customers have their own build threads and to this day their feedback is a testament to Arnold’s knowledge around design and quality which has lead to long-term reliability and power. Website intro: PPT produces some of the highest quality turbocharger kits for VW transverse and Audi longitudinal applications incorporating the latest turbocharger options with simple installation. Their v-banded kits have been proven on some of the most demanding vehicles with a wide range of power requirements. PPT offers a complete selection of standard and custom turbos from Borg Warner, Bullseye Power, Garrett, Precisio, etc. They have a full selection of engine, exhaust, suspension, gauges and electronics, silicone, wastegates, blowoff valves, fueling components, clutches, limited slip differential options and more.

The Pag Parts EFR 7163 Turbo Kit:
After learning that PPT was developing a complete big turbo setup for the 2.0 TSI/TFSI market, I called Arnold to hear more about his upcoming turbo kit. He explained that he wanted to provide a fully bolt on, v-banded, singe scroll turbo kit with a choice of the EFR series 6758 .64AR or 7163 .85AR turbo (both internally gated) for stock engines or fully built engines with varying software options. In our conversation, Arnold explained that he wanted to provide a turbo kit which does not require upgraded engine internals or additional fueling (reduced output software file) but had the future power potential if a customer decided to have the engine built (higher output software file) and install additional fueling options (full output software file). When reading about the countless engine builds Arnold has completed for some of the highest HP Audi & VW owners, I decided to go a few steps further and have PPT upgrade the engine internals and install an additional fueling option to realize the full potential of his turbo kit. I explained to Arnold that my car was still a daily driver for the time being, so with his direction and expertise we decided to build a “street spec” engine with ARP Head Studs, ARP Main Studs, Brute IX 144x21mm Connecting Rods (rifle drilled), CP Carrillo 82.5mm Forged Pistons, Tool Steel 21mm Wrist Pins, VW Main Bearings, Audi Rod Bearings and Supertech Inconel Exhaust Valve Set with Singe Groove Keepers. For the additional fueling, we will install a 5th Bosch EV14 1000cc Port Fuel Injector using a PPT Port Fuel Injector Holder in the modified Neuspeed throttle body pipe, Audi TTRS Low Pressure Fuel Pump, Torqbyte CM5-LT Controller, Torqbyte PM3 Pump Amplifier, Torqbyte MAP Sensor and Torqbyte VAG Plug-n-Play Adapter. Needless to say, I am very proud to introduce the first PPT EFR 7163 Turbo Kit for the 2.0 TSI (EA888 Gen 1 & Gen 2) platform.

Overall, thus far, my experience with Arnold and Pag Parts Turbo (PPT) has been amazing and has elevated my knowledge about engine builds, fueling and turbo choices. Arnold designed this EFR turbo kit to retain an OEM look and the ease of installation without having to upgrade engine internals or fueling is a big plus. His expertise and professionalism is really what sold me on trusting him with my car over the past few months. I’ve felt confident in the fact that if I had questions or wanted an update on the build, he was always willing to get on the phone and I know he will provide this same level of support in the future when it comes to completing this build. During this build, I have had some of his previous customers reach out to me and "welcome" me to the Pag Parts family, explaining their previous builds by Arnold and how they are running strong after many years.

Big Turbo Goals:
Aside from wanting to build a higher power “street spec” engine for daily driving, listed below, I have a few specific goals or milestones I want to accomplish over the next year or two.
-Build and develop a GTI transmission to handle this power level (see Drivetrain explanation below)
-Develop water methanol / E85 files with the use of Eurodyne Maestro 7 Tuning Suite for highest HP/TQ stats
-Slipstream Racing Event – 1/2 mile dig or roll stats
-Island Dragway – 1/4 mile stats
-Updated article in European Car & Performance VW (European Car Sweating the Details, Perfecting the VW GTI One Component At A Time, March 2015 / Performance VW Built Not Bought, April 2014)

Work Done By:
Detailer’s Domain - Norwood, NJ
KMD Tuning - Saddle Brook, NJ
Linden VW - Linden, NJ
Pag Parts Turbo - Deer Park, NY
Redline Speed Worx - Washington, NJ
TyrolSport - Ridgewood, NY

Special Thanks To:
apa11393, Erball, eurocars, GTR Killer, James9120, Jamie@APR, Jeff43, Jettaglis, jettaglx91, kern417, Mdhollis, RGTI13, Simmsled, tech@Aquamist, the bruce, U-20T, vwgti2.0t, wndwsdwngti860 and many others from the GolfMK6 Big Turbo Discussion Thread

- - - Updated - - -

As the build moves forward, I will update this post with photos and information dedicated to the EFR 7163 TURBO KIT by Pag Parts Turbo.

Engine Turbo - Pag Parts EFR 7163 Turbo Kit:
Borg Warner EFR 7163 .85AR (internally gated)
Greddy Profec Boost Controller
PPT 3” Stainless Steel Flexpipe
PPT 3.5” MAF Housing
PPT 3.5” Silicone Intake
PPT Coolant line kit
PPT Oil feed line kit / flange adapter
PPT Oil return line kit / flange adapter
PPT Single Scroll V-Banded Cast Stainless Alloy Exhaust Manifold
SPM 3” Custom Turbo-back Exhaust
Tial Sport MVI-2.5 Internal Wastegate Actuator
VW 2.5 Bar MAP Sensor
VW Diverter Valve
VW MAF Sensor

EFR Series 6758 or 7163 Turbos:
Why EFR Series? The EFR Series turbos have addressed many issues while bringing all the latest technology and design into a full line of turbochargers specific for the aftermarket community. The Gamma Ti Turbine Wheel is over 50% lighter than its inconel counterpart and could spin in the slightest breeze. A dual ceramic ball bearing cartridge, stainless steel turbine housing and other integrated highlights all come together in harmony to create one of the most advanced aftermarket turbochargers in the world.

The EFR turbine wheel features a highly-advanced alloy that combines titanium and aluminum. These titanium aluminide turbine wheels, codenamed Gamma-Ti, in reference to their cerametallic compound call-sign, are extremely difficult to cast but the big pay-off can be seen on the scales. The Gamma-Ti turbine wheels are roughly half the weight of the typical inconel wheel. This reduction of weight results in improved low-end response; higher boost levels at lower rpms and higher overall wheel speeds.

EFR turbine housings are cast out of stainless steel, which is extremely crack-resistant compared to conventional cast-iron housing that can buckle under the thermal loads produced by turbochargers. They are also lighter, and any weight savings inherently increases performance. Borg Warner uses an investment casting process generally seen in the jewelry-making industry because of its intricate detail and fine surface finishes. A smooth surface reduces friction similar to the effect of polished cylinder heads.

The compressor side of the EFR turbo features a billet compressor wheel and compressor housing outlet which has been machined to accommodate a V-band connector with a ported shroud to increase aerodynamic efficiency. Durability has been addressed with a dual ceramic bearing system and bearing housings with additional outlets for those who also want to water cool their center sections.

EFR Turbocharger
-Gamma Titanium Aluminide (Gamma-Ti) turbine wheel & shaft
-Dual ceramic ball bearing assembly with metal cage
-Forged milled extended tip compressor wheel
-Stainless steel turbine housing
-Water cooled Aluminum bearing housing
-Large internal high flow wastegate
-Provisions for the OEM DV and N75 boost control solenoid valve
-V-Band Connection
-Enhanced Turbo Response
-High Turbine Efficiency

BorgWarner EFR Turbo Features (start at 1:10, V-Band housing at 3:08)
http://youtu.be/uhF5YzV3sfo

Borg Warner EFR Turbo Series Program Background (start at 1:47)
https://www.youtube.com/watch?v=wfuE...ature=youtu.be

Overall Feedback:
From a turbo kit hardware standpoint, I personally do not think there is a nicer kit on the market. I’m not an expert who can directly compare this EFR turbo kit against other turbo kits on the market but I know this is an extremely high quality turbo kit with only the finest components and your choice of EFR series 6758 .64AR or 7163 .85AR turbos (both internally gated) with power levels based on your engine internals and fuel output (stock vs. modified). With the same concept and attention to detail as their venerable 1.8T turbo kits, PPT has created what they feel is the most reliable and powerful production kit for the TSI platform. Their EFR turbo kit is centered around a proprietary alloy, stainless steel, v-banded turbocharger exhaust manifold that is designed to withstand much more punishment from elevated temperatures making it far superior to other offerings. Their turbocharger exhaust manifold is machined in-house to ensure perfect fitment and is proudly produced and made in the USA. Their turbocharger exhaust manifold also positions the turbo to retain the OEM drain layout and allows plenty of clearance for the turbo outlet silicone hose over the passenger side axle. The v-band design allows flexibility to rotate the turbo to a perfect orientation to add or service components. Sticking with OEM theme, this turbo kit can retain the N75, Diverter Valve, MAF and 2.5 Bar MAP.

From a drivability standpoint, big turbo owners are absolutely right: a big turbo car is much easier to drive. When I picked up the car and drove home from Long Island City, NY to northern New Jersey, the first thing I noticed was the smoothness of the engine and turbo. Now, I can only speak to the low end and some mid-range of the car as I’m breaking the engine in on a Eurodyne base file limited to the wastegate spring pressure or 15psi of boost coming on at 3,900-4,000 rpm in 3rd gear at WOT. So far, the car is much more predictable, calm and consistent with linear power delivery while daily driving. So far, no more inconsistent predictability of a stock or K04 turbo. All in all, gas mileage is high so far, the car feels consistent, 0 error codes, no timing pull or misfires with this Eurodyne base file.

After I finish breaking in the engine, I will bring the car to Redline Speed Worx for the drivetrain build then will return to PPT to add a 5th Bosch EV14 1000cc Port Fuel Injector before the final dyno tune to provide final dyno data & graphs.

[HYDE16]

As the build moves forward, I will update this post with photos and information dedicated to the ENGINE SOFTWARE from Pag Parts Turbo.

Engine Software:
Eurodyne EFR 7163 Software File (Pag Parts dyno tuned with Eurodyne Maestro 7 Tuning Suite)

Overall Feedback:
Historically, I’ve run a variety of packaged software tunes from APR, Driver Motorsport and Unitronic but these files do not allow for adjustability or customization (for good reasons). Over the past few years, Arnold has worked closely with Eurodyne to tune his turbo kits and for this EFR turbo kit, PPT is looking to offer a variety of software files for power levels based on engine internals and fuel output. In terms of software options, this means that customers can bolt this EFR turbo kit on and run a stock internals/fuel output file for 22-24psi of boost or they can install rods and max out the OEM fuel output or, finally, they can install rods and install additional fueling options (5th port fuel injector and/or potentially larger Opel injectors in the future) and go with the high output file I will be running. These files will be built out and provided along with the EFR turbo kit. For the knowledgeable, customers can purchase the Eurodyne Maestro 7 Tuning Suite and adjust their files as they see fit.

After I finish breaking in the engine, I will bring the car to Redline Speed Worx for the drivetrain build then will return to PPT to add a 5th Bosch EV14 1000cc Port Fuel Injector before the final dyno tune to provide final dyno data & graphs in this post.

- - - Updated - - -

As the build moves forward, I will update this post with photos and information dedicated to the ENGINE FUELING build by Pag Parts Turbo.

Engine Fueling:
Aquamist 10L (2.6 Gallon) Baffled Tank / Click Here for my HYDE16 review
Aquamist HFS-4 Direct Port Injection System
Audi TTRS Low Pressure Fuel Pump
Bosch EV14 1000cc Port Fuel Injector
PPT Port Fuel Injector Holder (modified Neuspeed throttle body pipe)
Torqbyte CM5-LT - Dual WMI Pump Controller
Torqbyte MAP Sensor
Torqbyte PM3 - Pump Amplifier
Torqbyte VAG Plug-n-Play Adapter

Torqbyte CM5-LT - Dual WMI Pump Controller:
The Torqbyte CM5 is a highly advanced programmable pump controller capable of simultaneously driving two water methanol pumps, two fuel pumps or one of each pump type. Each of the Torqbyte CM5's two main outputs is capable of continuously supplying up to 10A of current to each pump. The Torqbyte CM5 is capable of directly driving the popular aftermarket in-tank low-pressure fuel pumps (LPFPs), like the popular Audi TTRS LPFP or the DW65v LPFP. It is also able to accept PWM commands from the factory J538 fuel pump control module and allow the ECU tuning to remain in control of the LPFP closed-loop fuel pressure control. Because of these features, the Torqbyte CM5 is most commonly used in setups where its Main Output controls a Water Methanol Pump and its Auxiliary Output controls an aftermarket LPFP (like the Audi TTRS). In the same manner that it controls the water methanol injection pump duty, the Torqbyte CM5’s Auxiliary Output 3D duty map can be used to completely customize the operation of an aftermarket low pressure fuel pump (LPFP), giving the user full control of the vehicle’s fueling.

Additionally, the Torqbyte CM5 is the only pump controller on the market that includes built-in hardware which senses and emulates the drive signal from the factory fuel pump modulator (e.g. Module J538 in VAG vehicles). The Torqbyte CM5 installs in-line between the fuel pump modulator and the upgraded fuel pump to relieve the factory system from the current supply role. The Torqbyte CM5 is capable of continuously supplying the aftermarket fuel pump with up to 20A of current.

-Designed for driving two Water Methanol Injection (WMI) pumps or one WMI Pump and one Low Pressure Fuel Pump (LPFP) at up to 10A each
-Industry’s first 3D mapped control of pump duty based on Engine RPM and Boost
-2 General Purpose Outputs can be used for controlling boost control solenoids, anti-siphon solenoids, staged injection solenoids, lamps, relays, LEDs, or 3rd party Electronic Boost Controllers (EBCs)
-Advanced built-in safety features not available on other rudimentary Water Methanol Injection controllers
-Fully customizable operation with easy to use TorqTune PC software
-TorqTune software also provides real-time data viewing, data logging and data playback of all system parameters for unprecedented ease of system tuning

Torqbyte PM3 - Pump Amplifier:
The Torqbyte PM3 is an advanced pump amplifier designed to overcome the challenges of increased fueling in returnless direct fuel injection systems where the ECU and the factory fuel pump control unit / pulse width modulator (PWM) perform closed loop control of the fuel system line pressure. In these systems, the factory PWM controller is only able to drive the in-tank low pressure fuel pump (LPFP) that the vehicle was originally equipped with. Higher capacity aftermarket in-tank fuel pumps or factory pumps from other manufacturer's vehicles, such as the TTRS LPFP all draw more current than the factory PWM can supply. These aftermarket pumps can overload the factory PWM controller and cause it to overheat. This overloading and overheating results in intermittent pump operation which causes a drop in fuel flow and line pressure thus defeating the whole purpose behind running an upgraded fuel pump. The Torqbyte PM3 provides the best and most effective solution to this problem and installs between the factory fuel pump controller/modulator and the upgraded fuel pump to relieve the factory system of the current supply role. The Torqbyte PM3 is capable of continuously supplying the aftermarket fuel pump with up to 36A of current.

Since the ECU (in a vehicle with a Torqbyte PM3) maintains complete control of the vehicle's fuel system operation, all the familiar pump operating characteristics are retained, such as system priming when a door is opened. The Torqbyte PM3 appears as a small load to the factory Fuel Pump Control Unit J538, so no fault codes are thrown and the new aftermarket LPFP becomes transparent to the vehicle’s control systems. On the outside, the Torqbyte PM3 is enclosed in a thermally-conductive, CNC machined aluminum enclosure that is hard anodized for maximum durability. On the inside, the Torqbyte PM3's electronics showcase our top two design goals: Quality and Reliability. The Torqbyte PM3's design relies entirely on industrial-grade electronic components from the world's leading semiconductor companies including Texas Instruments, Analog Devices, Infineon Technologies, STMicroelectronics, ON Semiconductor and Vishay Intertechnology. The Torqbyte PM3 is easy to install and comes equipped with a built-in 40A fuse.

-Designed for driving high capacity aftermarket low pressure fuel pumps (LPFP), such as the Audi TTRS LPFP without overheating the factory fuel pump control module J538
-Allows the ECU to maintain full control of the aftermarket LPFP pressure control loop - a feature not available with other LPFP solutions.
-Capable of continuously supplying up to 36A of current to the aftermarket fuel pump
-Reliable, easy to install and use

Torqbyte VAG Plug-n-Play Adapter:
The Torqbyte VAG P-n-P adapter is compatible with all VW and Audi models that use a popular 5-pin fuel sender connector VAG Part No. 1K0 919 231. It is designed to be plugged in line between the factory LPFP control module J538 and the fuel sender in order to replace the thin factory 16AWG wires with much larger 10AWG wires for maximum power transfer.

Overall Feedback:
For the engine break in we are keeping the OEM injectors in place with a base file running boost up to the wastegate spring pressure or 15psi of boost coming on at 3,900-4,000 rpm in 3rd gear at WOT. After break in we will be adding a 5th Bosch EV14 1000cc Port Fuel Injector using a PPT Port Fuel Injector Holder in the modified Neuspeed throttle body pipe for the additional fueling. With the dyno tuning we will see how far we can go with the with the 5th Bosch EV14 1000cc Port Fuel Injector before we even look at upgrading the OEM injectors to a set of Opel injectors. To supply and control this 5th Bosch EV14 1000cc Port Fuel Injector, we will upgrade the GTI Low Pressure Fuel Pump to the Audi TTRS Low Pressure Fuel Pump and install the Torqbyte CM5-LT Controller, Torqbyte PM3 Pump Amplifier, Torqbyte MAP Sensor and Torqbyte VAG Plug-n-Play Adapter. Even though it's an option, I do not plan to use the Torqbyte CM5-LT’s programmable output to drive the Aquamist HFS-4 Direct Port Injection System. The HFS-4 controller is a very robust solution for trimming water methanol delivery and I’ve grown quite fond of it’s simplicity as I’ve dialed it in on several other big turbo cars over the past few years.

After I finish breaking in the engine, I will bring the car to Redline Speed Worx for the drivetrain build then will return to PPT to add a 5th Bosch EV14 1000cc Port Fuel Injector before the final dyno tune to provide final dyno data & graphs.

[HYDE16]

As the build moves forward, I will update this post with photos and information dedicated to the ENGINE BUILD build by Pag Parts Turbo.

Engine Build:
ARP Head Studs
ARP Main Studs
Audi Rod Bearings
Brute IX 144x21mm Connecting Rods (rifle drilled)
CP Carrillo 82.5mm Forged Pistons
Supertech Inconel Exhaust Valve Set with Singe Groove Keepers
Tool Steel 21mm Wrist Pins
VW Main Bearings

Engine Miscellaneous:
034Motorsport Catch Can Kit / Click Here for my HYDE16 review
APR 2.0T Intercooler / Click Here for my HYDE16 review
APR 2.0T TSI Boost Tap
Audi R8 Coil Packs
Braille GU1R Green Lite Lithium Battery Combo / Click Here for my HYDE16 review
Dimple Magnetic Engine Drain Plug / Click Here for my HYDE16 review
Fluidampr TSI Crank Pulley / Click Here for my HYDE16 review
FourSeasonTuning Battery Bracket
GruvenParts 2.0T Billet Intake Manifold Linkage Arm / Click Here for my HYDE16 review
Neuspeed HI FLO Air Charge Pipe
Neuspeed HI FLO K04 Turbo Discharge Pipe
NGK BKR8EIX Iridium (2668) Spark Plugs
TyrolSport UG Aluminum Radiator / Click Here for my HYDE16 review

Overall Feedback:
When it comes to the fastening hardware, we went with the standard ARP hardware I’ve seen in other big turbo builds but with Arnold’s long term track record of engine building it was interesting to learn about other available options for engine internals. Arnold recommended using a set of Brute IX 144x21mm Connecting Rods (rifle drilled), a set of CP Carrillo 82.5mm Forged Pistons, Tool Steel 21mm Wrist Pins, Audi Rod Bearings and VW Main Bearings. In terms of the valvetrain, my 2013 build date engine is not affected by valve float so I wanted to leave it as OEM as possible for now. After Arnold’s recommendation, we decided to swap out the OEM sodium filled exhaust valves for stronger Supertech Inconel Exhaust Valve Set with Singe Groove Keepers to handle the potentially higher EGTs from this Pag Parts EFR 7163 Turbo Kit. I’ve been running direct port water methanol on a daily basis and now have an example of how this may or may not reduce carbon build up on the intake valves and pistons. As pictured below, the carbon build up is an example of 34K miles with direct port water methanol and only required a quick cleaning while Arnold had the engine apart. In addition, the OEM pistons didn’t look terrible in terms of carbon build. With the Bosch EV14 1000cc Port Fuel Injector, time will tell how well a mixture of gasoline and water methanol may clean the intake valves. Since the OEM hollow camshafts have cam lobes pressed on from the factory, there has been some discussion on the Big Turbo Discussion Thread #2 about tack welding the cam lobes to prevent them from spinning and leading to a catastrophic valvetrain failure. Welding 360 degrees around the lobe would not be a good idea as it would most likely warp the hollow camshaft so we only tack welded one side of the lobe, opposite the journal side. Remember, the cam lobes are still pressed onto the shaft so there is already resistance from spinning but the general idea of tack welding is to permanently anchor it and act as a last line of defense. Once the valvetrain was complete, we went with a full timing chain rebuild kit, complete with new chains, guides, tensioners and miscellaneous hardware.

Side note to anyone thinking of having their engine built with upgraded internals, no build goes perfectly smooth. Depending on the hardware you’re looking install, the bottom end or valvetrain can exhibit issues which a real engine builder will identify and can address. Be prepared to have your build take longer than expected and require some additional costs outside of the original scope. This is not to scare anyone, but more of a planning recommendation to understand what it really takes to build an engine. My build took roughly 3.5 months due to some added steps, affordability and saving on my end and the finalization of the first Pag Parts EFR 7163 Turbo Kit for production. Through it all, I can’t say enough about my positive experience with Arnold and Pag Parts Turbo (PPT). I’ve learned a ton when it comes to engine builds, fueling and turbo kits. I have officially nicknamed him "warrior mode", which is an inside joke about how he has gone above and beyond at times to ensure the perfect engine and turbo build.

After I finish breaking in the engine, I will bring the car to Redline Speed Worx for the drivetrain build then will return to PPT to add a 5th Bosch EV14 1000cc Port Fuel Injector before the final dyno tune to provide final dyno data & graphs.

[HYDE16]

- - - Updated - - -

As the build moves forward, I will update this post with photos and information dedicated to the supporting DRIVETRAIN build by Redline Speed Worx.

Drivetrain:
034Motorsport Street Density Engine Mount / Click Here for my HYDE16 review
034Motorsport Street Density Transmission Mount / Click Here for my HYDE16 review
BMC Short Throw Clutch Stop
Bridgestone Potenza RE-11 225/40/18 Tires
Clutchmasters FX400 with DMFW
DieselGeek Sigma 6 Speed Short Shift Kit
Dimple Magnetic Transmission Drain Plug / Click Here for my HYDE16 review
Driveshaft Shop 6-Speed Manual 500HP Level 2.9 Direct Bolt-In Axles
ECS Tuning MK6 GTI 6-Speed Clutch Bleeder Block / Click Here for my HYDE16 review
Fluidampr TSI Crank Pulley / Click Here for my HYDE16 review
Peloquin’s Limited Slip Differential / Click Here for my HYDE16 review
Racingline (formerly VWR) Subframe Mount
Team Dynamics Pro Race 1.2 18"x8" ET40 Wheels
TyrolSport Solid Shifter Bracket Bushing Kit (SSBB) / Click Here for my HYDE16 review
USP Motorsports 1st-2nd & 3rd-4th Steel Shift Forks / Click Here for my HYDE16 review
USP Motorsports Stainless Steel Clutch Line
Vibra-Technics VAG455B Torque Link (Dogbone) Bushing
VW “F” Version Throw Out Bearing & NLS 02Q Shims VW
VW MK4 GTI Metal Shifter Cable Bracket

Drivetrain - Pending:
Darkside Developments 02M / 02Q Gearbox 4th Gear Input Shaft Support
Darkside Developments 02M / 02Q Gearbox Reinforcement Plate
Darkside Developments 6th Steel Shift Fork
SQS Racing 02Q Fork Bronze Sliders
Tyrolsport x ARP 02Q Bolt Kit

Drivetrain - Suspension:
H&R Front 26mm & Rear 24mm Sway Bars
KW Automotive 30mm Rear Spring Spacers
ST Suspensions XTA Coilover Kit / Click Here for my HYDE16 review
Stern Rear Subframe Brace
SuperPro Performance Control Arm Kit / Click Here for my HYDE16 review
TyrolSport DeadSet Rigid Front Subframe Collar Kit / Click Here for my HYDE16 review
TyrolSport DeadSet Rigid Rear Subframe Collar Kit / Click Here for my HYDE16 review
TyrolSport Hatch Brace / Click Here for my HYDE16 review
Unibrace UB
Whiteline Rear Sway Bar End Links / Click Here for my HYDE16 review
Whiteline Rear Trailing Arm Front Bushings / Click Here for my HYDE16 review

Darkside Developments 02M / 02Q Gearbox 4th Gear Input Shaft Support:
One of the biggest weaknesses of the 02M & 02Q Gearboxes is 4th Gear stripping teeth. This can become a major problem on vehicles with high torque figures. The issue is that the vibration and twisting force that goes through the input shaft and the shaft opposite, this pushes the gears apart. The result is that the 4th gear no longer engages correctly, this can result in the 4th gear breaking off or stripping the teeth. The support works by a brass support pushing against the input shaft to stop the parting of the two 4th gears. The preload of the support is adjustable and should be checked periodically.

Darkside Developments 02M / 02Q Gearbox Reinforcement Plate:
One weaknesses of the 02M & 02Q Gearboxes is the cast transmission casing. This can become a major problem especially on vehicles with high torque figures. The problem is caused by high amounts of vibration being transferred through the gears. These vibrations can eventually lead to cracks in the casing and in worst cases, can break away completely leaving a gaping hole in the end of the casing. Usually this destroys all the internals rendering the whole gearbox scrap.

Overall Feedback:
In my last build thread, I had my 02Q transmission upgraded with a Peloquin’s Limited Slip Differential and USP Motorsports 1st-2nd & 3rd-4th Steel Shift Forks thanks to Redline Speed Worx then the Audi TTRS Pressure Plate & VW TDI Clutch Disk combo thanks to KMD Tuning. After my engine was removed for disassembly, Arnold called me and explained that the stack height of the Audi TTRS Pressure Plate & VW TDI Clutch Disk combo looked off and we both wondered if this clutch combo would hold the potential power of this build. At the time, I took Arnold’s recommendation to move to a Clutchmasters FX400 pressure plate, unsprung full ceramic clutch disc & OEM DMFW combo. Over the past few weeks I’ve received a ton of negative feedback over this clutch selection but as far as I can tell, U-20T had run an FX400 long term without an issue and the majority of clutch failures seem to be with the FX300 and FX350 kits. To be honest I was hard pressed to notice a difference from my previous Audi TTRS Pressure Plate & VW TDI Clutch Disk combo. Noise has changed ever so slightly, engagement point is about the same or a tad lower, pedal effort remains the same and is comfortable (my left leg will not look bigger than my right) and 1st gear starts are relatively smooth for daily driving. So far, I’m very impressed with this Clutchmasters FX400 pressure plate, unsprung full ceramic clutch disc & OEM DMFW combo. If there is an issue down the road, I’ll move over to the KMD Tuning SSR+ Clutch Kit.

When researching other big turbo builds, I read feedback about manual GTI transmissions failing due to the combination of added torque and the GTI specific shorter gear ratios. Since I prefer the GTI’s shorter gear ratios over the Beetle or GLI transmissions, I decided to test the Darkside Developments 02M / 02Q Gearbox 4th Gear Input Shaft Support with Gearbox Reinforcement Plate (and the final 6th Steel Shift Fork at the same time) to see if the GTI transmission will hold before having to move over to a longer gear ratio Beetle transmission. To date, I haven’t found anyone who has tried these braces to keep the GTI gears from shearing but it seems pretty straightforward with a brass support resting against the input shaft to stop the parting of the two 4th gears. As per the product description, the preload of the support is adjustable and should be checked periodically. I’ve asked Danny from Darkside Developments what the service interval is on the brass support which makes contact with the input shaft and he said it depends on the application. On race / drag cars, they typically check for any movement of the brass support shaft after every race. On a road car with these power levels, they recommended checking for any movement of the brass support shaft every month or 1,000 miles. Darkside Developments checked for movement on their road car after 1,000 miles and they found no movement. For more information on installation, please see the discussion on the Big Turbo Discussion Thread #2.

To me, checking the brass support shaft from outside of the transmission case is well worth preventing my 4th gear from coming apart. It’s as simple as opening the hood and seeing if there is any play in the brass support shaft lag bolt head right below the clutch bleeder block. The recommendation to check this preload / tension every 1,000 miles is really a precaution and may be overkill as this was designed for track launches. I will check every 1,000 miles for record keeping but I doubt it will require any adjustment. If it does require an adjustment, it's as simple as resetting the preload / tension against the input shaft and re-tightening a jam nut, all accessible from the topside of the transmission.

Over the next month or two while I break in the engine, I will bring the car over to Redline Speed Worx for the drivetrain overhaul complete with these Darkside Development braces with all new OE selector shaft, synchros, seals and cover then will return to PPT to add a 5th Bosch EV14 1000cc Port Fuel Injector before the final dyno tune to provide final dyno data & graphs.

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Just a quick update, I received my custom made power and grounding wire harnesses from Torqbyte. Gathering up the strenght and motivation to start wiring this system into place.

[lettuce]

Build looks pretty great. Two questions. First is regarding the tune. Will you or the tuner be able to give out the eurodyne tune file for others who want to go with this turbo? And second, what made you want to go with a FWD car over one with quattro for such a high-powered build?

[HYDE16]

Thank you very much! Pag Parts will have available Eurodyne base files for both of these turbo choices with the purchase of the tune. As for the FWD option, I've had this car since Oct 2010 and it's spiraled out of control and I can't give it up. I'm about to take the FWD platform to the end to see what useable power I can get to the ground with my Greddy Profec, built transmission and built suspension.

[HYDE16]

Quick test hit after the Greddy Profec was installed. I've been running on a 1 bar WG spring for a while, just got the boost controller in and left Set/Duty Cycle and Gain at 0 for now.

[HYDE16]

Been busy at work running through a punchlist of random items to get the car setup for the season while I start the Torqbyte installation before dyno tuning.

Punchlist:
-AEM Uego AFR gauge installed
-Greddy Profec boost controller solenoid installed on the compressor housing
-Greddy Profec boost controller connected and mounted
-Swapped out my previous catch can for the new ECS Tuning TSI Catch Can Kit
-Added a Porsche 911 engine oil cap to compliment my Porsche 991 coolant cap
-Completely rebuilt my Aquamist direct port water methanol distribution layout for the lowest pressure drop by mounting the FAV (fast acting valve) directly to the distribution manifold.
-Rennline Fire Extinguisher Quick Release installed (fire extinguisher back in the car finally)
-Break-in just about complete, oil change at KMD Tuning with Liqui Moly Leichtlauf 5w40
-Spark plug check after 6,000 miles on the 8-series NGK iridiums, 4,000 miles to go for new plugs
-Car fully polished and sealed (since summer 2015)

Next Up:
-TRC Front Splitter installation and OEM front lip vinyl wrapped
-Greddy Profect duty cycle / boost level testing with OE fuel system
-Torqbyte CM5-LT and PM3 installation
-5th injector and dyno tuning

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I've been posting updates daily for 15 weeks straight now on Instagram @becauseryanjacobs then realized I haven't shared anything here. The easiest thing to do is share the screenshots from my most important IG updates. Over the next few weeks I will be finalizing the Torqbyte CM5-LT / PM3 / Audi TT-RS LPFP installation and will take a base dyno tune after I've been testing increasing boost levels with the Greddy Profec EBC. Right now I'm at about 23psi on the stock fueling with Aquamist direct port water methanol, time to record a base dyno along with boost curve and data to compare to the full 5th port injector and dyno tune.

[HYDE16]

Been quiet here on my end because winter, been slowly collecting parts for fun (INA metal coolant flange, new intake clamps, AEM meth gauge, new Aquamist parts) while longer term projects take time (powder coating, body shop). After locating and fixing my EVAP code, a spot opened up at my local body shop but it’s been there for 3 weeks for front bumper work, new front splitter lip, rear spoiler extension rear diffuser (current OEM silver front lip for sale now). As soon as I get it back I have to try and pass inspection then the real fun starts after it’s street legal again… interior race conversion (seats, rally shift knob, steering wheel done already), rear suspension (400lb linear swift springs with powder coated rear lower control arms), port fuel / meth updates, 18” x 8" ET45 TD Pro Race 1.2 wheels with RE-11 tires currently for sale so I can move over to a wider 17” setup, dyno tune results come May-June and killing super cars the rest of the season.