Who's running a dual pulley with Chipwerke Pro stacked on Stg2? (3.0T)

[PKmode]

I'm trying to see how many A6/A7 guys have done it and what kind of gains they've achieved. Also interested to see who else is mixing E85 and premium. I'm already APR stg2 but would love a little extra out of the stock blower. I see the S4 guys are going from 14psi (stg2), to as high as 21psi. I question the effects heat will have at those pressures as that is not what the blower and cooler are designed for. Obviously AWE cold front would be a good option in conjunction to combat that issue.

So...who's been experimenting in the C7 world?

[yeuchau]

maybe first step would be who is running dual pulley on 3.0T.
I recall only seeing one member from C7 has this setup, would be intesting to see more feedback as well.

[Chris@EPL]

We have been selling a lot of dual pulley and dual pulley with E85 tunes as of late and I think a few C7s.

[PKmode]

maybe first step would be who is running dual pulley on 3.0T.
I recall only seeing one member from C7 has this setup, would be intesting to see more feedback as well.

Yeah, I looked at the B8 threads on the topic and there are a number of people doing just what I'm mentioning. I'm asking specifically on the C7 application as the transmissions are different so we don't get as long of a power band. I'm curious to see what type of boost C7 guys are seeing, performance under the curve compared to stg2, etc.

EPL, thanks. The B8(.5)S4 guys mentioned your tunes and I've known Tony to write some good custom tunes from our B5S4 days. Had you all had closer local supprt, I'd probably would have gone with you all from the start this time.

[DoughBoyFreshLV]

I'm trying to see how many A6/A7 guys have done it and what kind of gains they've achieved. Also interested to see who else is mixing E85 and premium. I'm already APR stg2 but would love a little extra out of the stock blower. I see the S4 guys are going from 14psi (stg2), to as high as 21psi. I question the effects heat will have at those pressures as that is not what the blower and cooler are designed for. Obviously AWE cold front would be a good option in conjunction to combat that issue.

So...who's been experimenting in the C7 world?

My apr dealer in town has a s4 b8 stage 3, he tampered with the duel pulley set up and after logging data he noticed that he was gaining power off the line but then the car would lose a significant amount of power off the top end. I hope this info is useful, IMO stick with a tune and sc pulley upgrade that's the best gain you'll see. If you want more add CAI, exhaust, headers and downpipes. This motor tops out around 500hp, if that's not enough go buy a sports car. 😄

Sent from my SAMSUNG-SM-N910A using Tapatalk

[SPONGE]

Thanks for starting this thread. I'm looking into the dual pulley myself. However I am concerned with the heat exchanger. If the stock heat exchanger can handle the additional heat. I can't bring myself to spend 2k on an AMS cooling system.

[ntsantos]

maybe first step would be who is running dual pulley on 3.0T.
I recall only seeing one member from C7 has this setup, would be intesting to see more feedback as well.

I am! I haven't posted any updates lately as I've been working on dialing in my setup. Currently working with Tony @ EPL on the tune.

So far...dual pulley (ATI crank pulley + AWE SC pulley), custom EPL e85 dual pulley tune, Autotech HPFP, custom magnaflow exhaust, AWE downpipes, Injen intake.

No logs or times yet with the e85 setup as I just flashed yesterday. I will say that after running the tune for less than 2 days now, it blows away my previous setups. I started with Chipwerke only, then move to Giac stage 1, 3 weeks later Giac stage 2. I messed around with mixed e85 cocktails using the GIAC race file, then finally EPL.

If I can get some track time in I'll definitely share the results.

[PKmode]

My apr dealer in town has a s4 b8 stage 3, he tampered with the duel pulley set up and after logging data he noticed that he was gaining power off the line but then the car would lose a significant amount of power off the top end. I hope this info is useful, IMO stick with a tune and sc pulley upgrade that's the best gain you'll see. If you want more add CAI, exhaust, headers and downpipes. This motor tops out around 500hp, if that's not enough go buy a sports car. 😄

Sent from my SAMSUNG-SM-N910A using Tapatalk

No offense man but that doesn't sound like good info. For one, unless you're talking about a TVS1740 set up from APR, you must not have meant stg3, right? If that were the case, that is a whole other animal. Two, it sounds like he ran into a tuning issue with the dual pulley alone. Just like stg1 with a pulley, there are likely zero gains unless the ECU is mapped not to bleed off the new, extra boost. This is why I bring up "stacking" files since I'm already APR otherwise EPL would be an obvious choice. Additionally, we might see heat soak as in the upper RPMs, the SC is out of its efficiency range. Again, in the case of your APR dealer, he was using an S4 which gets additional RPMs we don't get to take advantage of due to our ZF. This may work to our advantage in that respect.

As far as I know, the B8(.5) S4/S5 1/4 mile record is currently held by a guy with GIAC STG2 with a dual pulley set up, with Stacked software via Chipwerke Pro STG2. He is also running a mix of 93oct/E85. He did need to upgrade the cooler ultimately but did not do so immediately.

If I can buy a pulley and software, for less than it cost to go Stg1 and still see additional gains, that seems worth looking into before going out and buying a sports car as you suggest. I happen to like my car but a little added power is always welcome. And before any S6 guys state the obvious, again we are talking somewhere between $10K-20K on top of where I'm already at.

[PKmode]

I am!

Excellent. Just what I was looking to hear. Please update us!!!

[colby7]

Loe is his username, 11.24 1/4 mile.

[DoughBoyFreshLV]

I'm trying to see how many A6/A7 guys have done it and what kind of gains they've achieved. Also interested to see who else is mixing E85 and premium. I'm already APR stg2 but would love a little extra out of the stock blower. I see the S4 guys are going from 14psi (stg2), to as high as 21psi. I question the effects heat will have at those pressures as that is not what the blower and cooler are designed for. Obviously AWE cold front would be a good option in conjunction to combat that issue.

So...who's been experimenting in the C7 world?

My dealer worked along side with apr on his b8 3.0t with the stage 3 supercharger upgrade. He was the first any only one I know that got one, he knows what he's talking when it comes to this platform and I'm just repeating information I heard from him. So feel free to call and pick his brain about the lower pulley, Eurotek Tuning of Las Vegas nv... I have a stage 2 a7 intake and downpipes, love the car! I love extra power too but at what cost? Do I want reliability and power? Yes I do! Do I want to try stacking a piggy back on top of a tune? No I do not, I'll watch from the side lines. Like I said in my opinion if 500hp doesn't satisfy that urge you have you might want to upgrade to that v8tt or maybe a sport car like I said. If cost is an issue what are going to do if you blow that motor ? Just saying... it's a possibility. Good luck, lmk how it works out.

cheers

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[PKmode]

Thanks for the input, Yoshi. I'll take my chances if I decide to go this route but for now, I'm trying to have a discussion with people who are a little more open minded in regards to development. Clearly it is not only being done, but with notable gains. I've yet to hear someone say they "blew that motor" with such a set up. I'm curious what you even think the weak point is in the longblock? That statement is awfully ambiguous. To answer your question, should the worst happen as you suggest, you can buy full longblock assemblies used for between $2-3K and I would have no problem with R&R on my own. I've pulled and installed several Audi engines in the past and the 3.0T is nothing special.

[bhvrdr]

Thanks for the input, Yoshi. I'll take my chances if I decide to go this route but for now, I'm trying to have a discussion with people who are a little more open minded in regards to development. Clearly it is not only being done, but with notable gains. I've yet to hear someone say they "blew that motor" with such a set up. I'm curious what you even think the weak point is in the longblock? That statement is awfully ambiguous. To answer your question, should the worst happen as you suggest, you can buy full longblock assemblies used for between $2-3K and I would have no problem with R&R on my own. I've pulled and installed several Audi engines in the past and the 3.0T is nothing special.

It sounds like a case of miscommunication/misinterpretation with respect to Yoshi and the APR tuner. APR tunes their requested boost right on top of what the car can reasonably make so when you add the dual pulley you will get boost bleed up top...much more so than GIAC who requests completely unattainable boost and then lets the engine try and make whatever boost it can. When you dual pulley the GIAC car you get much less boost bleed. That may be what his APR guy was talking about when he said they "lost power" up top. You wont lose it compared to a stage 2 car, but compared to what you could be making, just an APR stage 2 tune with dual pulleys will bleed the extra boost beyond that of stage 2.

There do seem to be plenty of people running dual pulleys now but not a ton posting results. I know right now another person who has manufactured basically a "triple pulley" type setup in which the crank pulley is large enough to produce dual pulley psi by itself and then on top of it if you run a SC pulley you'd be at basically 1/3 more psi than a dual pulley (roughly equal increases going from single pulley to dual to BIG CP dual). No idea how those results are panning out. At some case we are going to be blowing hot air and damaging superchargers.


I am still waiting for my custom crank pulley so nothing to report. Bummer.

Mike

[Loe]

FWIW, my recent compression test showed a 5% variation between its respective cylinders; bank 1 cylinders within 5% of each other, same for bank 2).

Leak down test showed zero leakage. I would recommend upgrading the cooling system if you plan to push the car hard like I did, but for an occasional WOT run, the stock may be fine as long as you allow proper cooling in between.

If you are currently tuned by a company without a dedicated file, stacking isnt a bad option so long as you log it like I did. However if you are starting out fresh, I would steer in the direction of a dedicated file for that extra cushion of safety. As is, I only had one hiccup but unrelated to the tune stacking and more towards not upgrading my cooling.

I am currently assisting a local A6 member with tune stacking on an APR dual-pulley, perhaps he will chime in soon but I fully expect him to run solid mid 11's this fall when DA's are better.

[PKmode]

Thanks, Loe. I look forward to hearing more.

[Loe]

I'm trying to see how many A6/A7 guys have done it and what kind of gains they've achieved. Also interested to see who else is mixing E85 and premium. I'm already APR stg2 but would love a little extra out of the stock blower. I see the S4 guys are going from 14psi (stg2), to as high as 21psi. I question the effects heat will have at those pressures as that is not what the blower and cooler are designed for. Obviously AWE cold front would be a good option in conjunction to combat that issue.

So...who's been experimenting in the C7 world?

After some logging on a 2012 A6 3.0t (stage II APR 93 octane, JHM overdrive crank pulley), we have found that the APR file requests approx 2300hPa between 3000-6300 where the car upshifts, the boost was not bled on the standard APR Stage II 93 octane file on a MY2012 as the actual boost hovers near that. This was testing in 2000-2500ft D/A's however, so results may be different in colder weather. IIRC, I peaked at 2375hPa in 900ft D/A's, so there may be a possibility of bleeding in cooler weather with denser air, but I peaked at 2375hPa at 6,900rpm, a range where the ZF8 speed will never reach.

The CW is now uninstalled from the car, but may need to be re-installed once it gets colder, but I'm leaning towards not needing a CW at all on the A6 3.0t platform because of the lower shift points. This may also apply to the Q5 3.0t/SQ5 models as well.

[soccerking93]

What was the cooling issue you were having?

Have you ran your car at the strip yet with the AWE Coldfront? Any data logged 1/4 mile runs from either the strip or street to see if you can now maintain the higher timing through the higher gears?

FWIW, my recent compression test showed a 5% variation between its respective cylinders; bank 1 cylinders within 5% of each other, same for bank 2).

Leak down test showed zero leakage. I would recommend upgrading the cooling system if you plan to push the car hard like I did, but for an occasional WOT run, the stock may be fine as long as you allow proper cooling in between.

If you are currently tuned by a company without a dedicated file, stacking isnt a bad option so long as you log it like I did. However if you are starting out fresh, I would steer in the direction of a dedicated file for that extra cushion of safety. As is, I only had one hiccup but unrelated to the tune stacking and more towards not upgrading my cooling.

I am currently assisting a local A6 member with tune stacking on an APR dual-pulley, perhaps he will chime in soon but I fully expect him to run solid mid 11's this fall when DA's are better.

[Loe]

What was the cooling issue you were having?

Have you ran your car at the strip yet with the AWE Coldfront? Any data logged 1/4 mile runs from either the strip or street to see if you can now maintain the higher timing through the higher gears?

I have not ran my car yet at the strips because the D/A's have not been favorable to when I ran my 11.240 time.

However, my IAT's on a gear 1-4 pull barely touch 65C now after one run, back-to-back runs will see it increase more and more, however if you allow it to cool by driving normally for 5-10 minutes, its ready for action with IAT's similar to run #1, IAT's drop back down to 39-41C in normal cruising; this is in 89-91 degree weather. I have my car currently running the 93 pump file to be on the safe side, I rarely get any ignition corrections and can top consistently 22-23 degrees of ignition advance in all gears (E30 mix).

Previously in colder 70-75 degree times, I would see IAT's exceed 75C on one single run, and my IAT's in normal driving hovered at 48-51C, so the car feels noticeably more positive in daily driving despite it being hotter and more humid outside. Not an apples-to-apples comparison, however it does give you an idea of what a difference the AWE coldfront w/ upgraded pump does in warmer weather.

[MikeDwerks]

I have not ran my car yet at the strips because the D/A's have not been favorable to when I ran my 11.240 time.

However, my IAT's on a gear 1-4 pull barely touch 65C now after one run, back-to-back runs will see it increase more and more, however if you allow it to cool by driving normally for 5-10 minutes, its ready for action with IAT's similar to run #1, IAT's drop back down to 39-41C in normal cruising; this is in 89-91 degree weather. I have my car currently running the 93 pump file to be on the safe side, I rarely get any ignition corrections and can top consistently 22-23 degrees of ignition advance in all gears (E30 mix).

Previously in colder 70-75 degree times, I would see IAT's exceed 75C on one single run, and my IAT's in normal driving hovered at 48-51C, so the car feels noticeably more positive in daily driving despite it being hotter and more humid outside. Not an apples-to-apples comparison, however it does give you an idea of what a difference the AWE coldfront w/ upgraded pump does in warmer weather.

Appreciate the info you are sharing

Can you clarify something?

You posted about the c7 a6 not bleeding boost with the crank pulley and apr stg 2. Part of the theory being the lower shift points. But does that also correlate to heat, as in you don't think the IAT's on an a6 will be as high either?

I am sure a bunch of a6 3.0t guys with apr stg 2 are in the same boat as me. More than willing to add the crank pulley but not that high on stacking tunes, changing tunes, or adding cooling. Just gets to be enough to say F it and go to an s6

[bhvrdr]

Appreciate the info you are sharing

Can you clarify something?

You posted about the c7 a6 not bleeding boost with the crank pulley and apr stg 2. Part of the theory being the lower shift points. But does that also correlate to heat, as in you don't think the IAT's on an a6 will be as high either?

I am sure a bunch of a6 3.0t guys with apr stg 2 are in the same boat as me. More than willing to add the crank pulley but not that high on stacking tunes, changing tunes, or adding cooling. Just gets to be enough to say F it and go to an s6

I dont want to speak for Loe but having had a b8.5 S4 that shifts around 6300rpm and now an A6 3.0T I wouldnt guess that the lower shift points are going to offer much of a difference in IAT. You'll still want to monitor the IATs and use at least 93 octane to get decent results.

Mike

[Loe]

I concur with mike. It's not just rpm that will generate heat, it's the load on the S/C during WOT that will generate it with or without the crank pulley on a stage II. Its best to have an upgraded cooling system if you want consistent and sustained performance over each gear, but it's definitely not required if you don't push your car much.

[MikeDwerks]

Thanks for your follow up's!

[Andrew149]

With the chipwerke do you just need to install the pulley to run stage 2 and that's it or do you need to modify the chipwerke also to get the full effects of stage 2 on the chipwerke.

Sent from my Moto X Pure.

[Loe]

If you are purchasing a CW, its best to just purchase the CW stage II right off the bat as you can run it without a pulley.

[Andrew149]

If you are purchasing a CW, its best to just purchase the CW stage II right off the bat as you can run it without a pulley.

On there website they only show stage 2 for the 333hp B8 S4 motor. Can I use that chip? On my A6 C7 3.0t 310hp

Sent from my Moto X Pure.