Marc's 95 S6 Avant (daily driver)

Post by **Marc** » Mon Oct 09, 2006 6:30 am

JShadzi wrote:Just to jump in here, there in no one in the country with more experience installing and supporting customers with these KKK/GT turbos. We've done at least 5 installs here in shop, and have supported and spoken with dozens and dozens of customers here in the states and worldwide during the install of these turbos.

While the physical positioning is slightly different than the original KKK housing, we've had no problems installing OEM, 2Bennett, our own 034 and other custom downpipes onto this turbine housing, the only modification that is required is the removal of the CV heat shield.

Marc expressed difficulty in making the Stromug system fit with this turbine housing, so it could be something specifically different about the Stromug system that causes fitment problems in this particular application.

However we want to be clear, we haven't seen this problem with other, "non-Stromug" downpipe applications as of yet. With that said, astromug specific fit would definitely be interesting.

HTH,

getting back to this thread WRT turbo fitment issues on the GT hot sides. It _is_ possible that I could have gained back some of the flange alignment by losening the turbo nuts and cheating the pipe over and down a mm or two. When I ran into the tie rod issue I gave up trying to fight the positioning problem since I knew I was going to have to reweld the downpipe anyway.

Appologies to Javad/034 Motorsport and Jeff/Stromung.

Post by **Marc** » Tue Oct 10, 2006 7:37 pm

After playing around with boost control settings and talking with Nate, it looks like the stock WGFV basically gets overrun at this boost level hence the inability to regulate properly above 24ish psi.

I found a reasonably priced alternative that I'm going to try. The subaru guys seem to like this one:

http://www.perrinperformance.com/produc ... l/ebcs.htm

for $80, I figured it was worth a shot.

owdlvr · Post by **owdlvr** » Tue Oct 10, 2006 8:02 pm

Marc,

Is this flex under static tension?

If so, it will fail much quicker.

-Dave

Post by **Marc** » Wed Oct 11, 2006 2:49 am

owdlvr wrote:Marc,

Is this flex under static tension?

If so, it will fail much quicker.

-Dave

read the thread dave

it isn't under static tension anymore.

owdlvr · Post by **owdlvr** » Wed Oct 11, 2006 7:19 am

I have been...but I must have missed it. Sorry

-Dave

S4turbo · Post by **S4turbo** » Thu Oct 12, 2006 10:45 am

Hm, what spring are you using, what is the boost with the WGFV disconnected?

I guess there are limits to the standard motronic system also if you don't change to a stiffer spring when looking for high boost.

And one more question, where do you put your IIC ECU, where the motronic box was or in a different location?

Post by **Marc** » Thu Oct 12, 2006 11:01 am

S4turbo wrote:Hm, what spring are you using, what is the boost with the WGFV disconnected?

aftermarket stiff spring, boost is about 10psi with WGFV disconnected.

I guess there are limits to the standard motronic system also if you don't change to a stiffer spring when looking for high boost.

I think the issue is that the stock valve is wide open and cannot smoothly regulate a constant pressure above that level. Hopefully the new valve will cure this.

And one more question, where do you put your IIC ECU, where the motronic box was or in a different location?

close to stock location, I hung it against the HVAC duct but I'm going to re-locate it to the factory motronic location, minus the stock mounting tray as the 034 ecu is a bit bigger.

I also need to update this post with regard to the cam position sensor. More shortly on this.

Post by **Marc** » Thu Oct 12, 2006 11:11 am

A quick note on the factory cam position sensor wiring.

The factory ties the power for the CPS in with the TPS and the baro sensor, which doesn't work well with 034 since it expects a 3.3v supply to the TPS. I ignored the issue since the car runs very well in wasted spark mode.

For ha-ha's I decided to try and get the CPS working and made a few wiring changes to make this happen. I stole a pin from the un-used factory IAT wiring to supply 5v from the hall VCC output on 034 to the CPS. After I did that I was able to read a nice smooth signal from the CPS. At the same time I also connected the wire I had left previously disconnected for the CPS signal wire.

Under normal driving the car runs great but as soon as I reach peak boost of around 24psi the cam position signal goes wacky and the car bucks hard as a result.

Looking at the wiring, the ground for the CPS is also tied in with a bunch of other stuff, so I suspect the only way to cure this problem would be to find yet one more spare pin to run a direct ground from the hall ground on the 034 directly to the CPS.

Frankly I dont think I'm going to bother with the CPS any further at this point. I just wanted to point this out for those looking to follow my path with the harness adapter. I'll also update the wiring diagram to remove the provisions for the CPS and provide a note on how to use it for those not wanting to run wasted spark.

Post by **Marc** » Sun Oct 22, 2006 10:53 am

Another wiring update

I've been chasing a problem where on occasion my coolant would shoot to the maximum value (114C) and my TPS would read 100%. This happened seemingly at random and I was figuring I had a short in my wiring some place.

The culprit? Do not wire pin 41 of the ecu to pin 3. I was attempting to use this as a trigger into the AUX in on the ecu to rig up an idle up as pin 41 on the motronic is a signal from the climate control system of some kind to tell the ecu to raise the idle. Well, the issue is that channel is expecting a resistance value so what was happening is +12v was being supplied by the climate control on this line and playing all sorts of havoc to the sensors running off the common voltage supply.

I cut this line and all is well again. I have updated my wiring diagram accordingly.

Next update, RE: boost control. The perrin boost controller does work better than the factory valve, although I still wasn't able to get 28 psi consistantly with any of the settings available to me. me and my father have been driving up and down 95 trying pretty much every combination of values until we settled on some settings that came close.

Right now the controller comes up to 25 psi and gradually rises into an overboost condition. To solve the overboost condition I rigged a manual controller in parallel with the electronic controller and now I've got it set pretty much perfectly, boost comes on smooth to 28psi and stays there. Good enough for me, and in time for NHIS

3bAudios · Post by **3bAudios** » Sun Oct 22, 2006 12:12 pm

sounds awsome marc, which day are you going to NHIS? im planning on swinging by to say hi to you and Hayden, just dont know which day yet.

Post by **Marc** » Sun Oct 22, 2006 12:17 pm

3bAudios wrote:sounds awsome marc, which day are you going to NHIS? im planning on swinging by to say hi to you and Hayden, just dont know which day yet.

october 25th and 26th (Wednesday and Thursday)

Post by **HT Motorsport** » Sun Oct 22, 2006 5:04 pm

This weekend at NHIS was AWESOME! I placed 3rd in ST3 with a 1:23.7 something, a personal best for me on that config and only .5 off the track record for my class.

Also met a few more Audi people

See you all on Wed.

H

Post by **Marc** » Sun Oct 22, 2006 5:23 pm

timmmy wrote:This weekend at NHIS was AWESOME! I placed 3rd in ST3 with a 1:23.7 something, a personal best for me on that config and only .5 off the track record for my class.

Also met a few more Audi people

See you all on Wed.

H

:woowoo:

Good job Haydn!

If you wind up in my run group, I'll check my mirrors often

Post by **Marc** » Mon Oct 23, 2006 3:17 am

newt wrote:Did you ever experiment with just static duty cycles on that GPO for the boost controller?

No, I didn't. back out for testing today perhaps then?

S4turbo · Post by **S4turbo** » Tue Oct 24, 2006 12:16 pm

So when you are using wasted spark, there is no need for the cranc pully combo?

I have an early AAN, where the hall sensor (?) is in the "dizzy" box or what you call the distributor position used in the 3B. Are there any differences in how the IIc should be connected to this engine compared to the later AAN engines?

Regards, Johan

a4kquattro wrote:
S4turbo wrote:Marc, just wandered what you needed of bits and pieces for the conversion to 034 management. Does this list cover it:

IIC ECU
Crank pully combo (034)
1,8 T temp sensor (034)
VR extension cable
Cables for connecting the IIC to the Motronic harness
JPT55 connector
Epoxy for filling the connector

Did I miss any important sensors or items that would be nice/necessary to have?

034 flying lead harness (which is usally included with the ECU)

Have you lost any features from the original car from the IIC upgrade? I konw knock sensors are not in use, bur what about AC, instrument cluster?

I dont get an 'idle up' when the AC is on so it idles a little rough running the air conditioning but thats about it. instrument cluster still works, etc.

Twin Staged · Post by **Twin Staged** » Tue Oct 24, 2006 1:04 pm

a4kquattro wrote:After playing around with boost control settings and talking with Nate, it looks like the stock WGFV basically gets overrun at this boost level hence the inability to regulate properly above 24ish psi.

I found a reasonably priced alternative that I'm going to try. The subaru guys seem to like this one:

http://www.perrinperformance.com/produc ... l/ebcs.htm

for $80, I figured it was worth a shot.

Just so you know that's just a 3 way valve that grainger sells for like 30 bucks. http://www.grainger.com/Grainger/wwg/it ... 1612667260 I use them all the time. I can prolly find them even cheaper then that as well.

Twin Staged · Post by **Twin Staged** » Tue Oct 24, 2006 1:08 pm

http://www.grainger.com/Grainger/wwg/it ... 1612667346

A little bigger one

JShadzi · Post by **Marc** » Tue Oct 24, 2006 4:25 pm

Twin Staged wrote:[/quote]

http://www.grainger.com/Grainger/wwg/it ... 1612667346

A little bigger one[/quote]

yah, I figured there might be an industrial application.

That one is a 4 port, so I think your first link is probably the closest match.

Marc Swanson
Proprietor, EFI Motorsport