What HP numbers are safe on the 8v 2.0 motor?

[Arrested_Decay]

So we know the s3 has a stronger motor...but is there a general rule of what is a "safe" number for these A3 motors?

Obviously every situation is different...but from my experience motors usually have a breaking point, that you can take it up to...

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[Baggio]

In all honesty, I think the either the DSG or the Haldex is more likely to break before you hit the HP breaking point of the engine.

[Arrested_Decay]

In all honesty, I think the either the DSG or the Haldex is more likely to break before you hit the HP breaking point of the engine.

What do you believe the limits of those are? I would get a tune for the DSG to adjust clamping pressure to handle the bigger power.

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[Baggio]

What do you believe the limits of those are? I would get a tune for the DSG to adjust clamping pressure to handle the bigger power.

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Even with a DSG tune, the stock clutch packs can go. But, in all honesty, I really don't where the breaking point is on these cars. I feel confident that a stage 2 with DSG tune is fairly safe. Though there have been some blown turbo issues and some that have had slipping clutch packs.

[Arrested_Decay]

Even with a DSG tune, the stock clutch packs can go. But, in all honesty, I really don't where the breaking point is on these cars. I feel confident that a stage 2 with DSG tune is fairly safe. Though there have been some blown turbo issues and some that have had slipping clutch packs.

I was thinking of going with a ko4 or bog werner upgraded turbo.

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[Baggio]

I was thinking of going with a ko4 or bog werner upgraded turbo.

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I'd say a lot depends on the stage 3 tuning you plan on using for the upgrade. Are you doing this to an S3 or A3?

[Arrested_Decay]

I'd say a lot depends on the stage 3 tuning you plan on using for the upgrade. Are you doing this to an S3 or A3?

A3...sorry, i thought i put it in the title.

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[Baggio]

A3...i thought i put it in the title.

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Sorry, missed that. Do you what tuner you going to use for upgraded turbo? I think Lusky on here is running APR's Stage 3 turbo and tune without any issues on an A3.

[Lusky]

I run apr stage 3+ on my 16 A3. The car has been on apr tune since it had 250 miles on it. I have over 4K miles on Stage 3+ and the car has just over 9K total. I daily drive the car and daily drove the car for 3 weeks on 100 Octane Tune. The current power levels are not high enough to need internals nor clutchpacks. As soon as I can get e85 8,500 high rev 600+hp I will do internals and clutchpacks.


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[Arrested_Decay]

I run apr stage 3+ on my 16 A3. The car has been on apr tune since it had 250 miles on it. I have over 4K miles on Stage 3+ and the car has just over 9K total. I daily drive the car and daily drove the car for 3 weeks on 100 Octane Tune. The current power levels are not high enough to need internals nor clutchpacks. As soon as I can get e85 8,500 high rev 600+hp I will do internals and clutchpacks.


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So are you normally running the 93 oct tune? So the "550" number they talk about is fairly safe?

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[AnthonyA3]

So are you normally running the 93 oct tune? So the "550" number they talk about is fairly safe?

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Keep in mind nobody knows what's going to happen with that much power long term.

[Arrested_Decay]

Keep in mind nobody knows what's going to happen with that much power long term.

Nobody ever knows that what will happen ever. However with my 20 years of modifing cars...there always seems to be that threshold for a car...that is what I wondering.

For example i came from a mustang and that threshold was about 650whp. Up to that, cars seemed to handle the power for the duration. Once that threshold was exceeded, people ran into trouble.

I am trying to see what that threshold might be is all.

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[Lusky]

So are you normally running the 93 oct tune? So the "550" number they talk about is fairly safe?

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There is no 93 in Vegas so I run 91 mostly. Built the car this way with plans to run e85 full time the tune is just not available yet. E85 is easily available in Vegas.


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[Lusky]

The stock internal differences on S3 will also need to be changed at the same levels the A3 will so at a build that high there is no advantage for the S3.


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[Arrested_Decay]

There is no 93 in Vegas so I run 91 mostly. Built the car this way with plans to run e85 full time the tune is just not available yet. E85 is easily available in Vegas.


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There is no 93, where i am as well...we have 92.

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[Arrested_Decay]

The stock internal differences on S3 will also need to be changed at the same levels the A3 will so at a build that high there is no advantage for the S3.


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There really isn't that much difference from the s3 to a3? From my understanding they were pretty drastic.

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[Lusky]

There really isn't that much difference from the s3 to a3? From my understanding they were pretty drastic.

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This was discussed in depth on vw vortex I will look for the thread to linn you. The exact differences are listed somewhere here too but those differences become moot once we hit high enough levels.


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[Baggio]

There really isn't that much difference from the s3 to a3? From my understanding they were pretty drastic.

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He has being saying that on the boards, but most will disagree that the internals are stronger than the A3. Supposedly, the S3 has the following improvements.

• Different Pistons with new bolts and rings
• Reinforced connecting rods
• New mounts transfer the power to the crankshaft
• Gray cast iron crankcase reinforced at the main bearing seats and the main bearing cover
• New cylinder head
• New exhaust valves, valve seats and springs
• New high-pressure injection valves
• New turbocharger

[Arrested_Decay]

This was discussed in depth on vw vortex I will look for the thread to linn you. The exact differences are listed somewhere here too but those differences become moot once we hit high enough levels.


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If you can find that, I'd be interested.

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[Arrested_Decay]

He has being saying that on the boards, but most will disagree that the internals are stronger than the A3. Supposedly, the S3 has the following improvements.

• Different Pistons with new bolts and rings
• Reinforced connecting rods
• New mounts transfer the power to the crankshaft
• Gray cast iron crankcase reinforced at the main bearing seats and the main bearing cover
• New cylinder head
• New exhaust valves, valve seats and springs
• New high-pressure injection valves
• New turbocharger

I guess it is confusing that the interals are different and "reinforced" that they are not any "stronger" than the a3 or can't handle any additional power. Not questioning anyone's knowledge, just making an observation.

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[Lusky]

I guess it is confusing that the interals are different and "reinforced" that they are not any "stronger" than the a3 or can't handle any additional power. Not questioning anyone's knowledge, just making an observation.

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This info I am providing is coming from the developers that are using the R, S, A, GTI who have all these as test mules. Someone on one of the FB pages recently did internals and I asked what hp level are they trying to achieve and the answer was not about hp but about being able to rev to 8,500


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[Arrested_Decay]

This info I am providing is coming from the developers that are using the R, S, A, GTI who have all these as test mules. Someone on one of the FB pages recently did internals and I asked what hp level are they trying to achieve and the answer was not about hp but about being able to rev to 8,500


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That is good to know. The higher redline makes sense as well. The redline is really low in these cars. My american v8 redlined at 6900.

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[Blaine]

Nobody ever knows that what will happen ever. However with my 20 years of modifing cars...there always seems to be that threshold for a car...that is what I wondering.

For example i came from a mustang and that threshold was about 650whp. Up to that, cars seemed to handle the power for the duration. Once that threshold was exceeded, people ran into trouble.

I am trying to see what that threshold might be is all.

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Its all relative. My old Mustang Cobra threw a FORGED piston STOCK. There is ALWAYS ALWAYS a chance to break at ANY POWER level. You PAY to play. S3 #1 may handle 400 awhp fine for 100k miles and then S3 #2 throws a piston with 400 awhp in only 100 miles.

BUT any engine or DSG failures are not many even with all the STage 3's running around now. A "breaking point" on the motor really hasn't been found. DSG on the other hand is a different story, but only "clutch packs" seem to slip/give way at Stage 2/3. What is the DSG internal limit? Not sure. Only time will tell. Lucky for us Audi likes to over engineer their cars.

[S3Danny]

This info I am providing is coming from the developers that are using the R, S, A, GTI who have all these as test mules. Someone on one of the FB pages recently did internals and I asked what hp level are they trying to achieve and the answer was not about hp but about being able to rev to 8,500


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Spinning a rotating assembly designed for 6,500 RPM to 8,500 RPM (Much less making usable power at that speed) is much harder on things than adding 50% more power over stock is. So many more factors come into play when you spin things fast than when you just ask them to hold more power. Short of tuning issues, hardware issues, and fuel issues... cylinder pressure is what makes power and cylinder pressure is what breaks pistons or bends rods. Parts designed for X amount of forces will only tolerate Y amount of force for so long.