All Things Mk5 > Performance Modifications
Quite induction
AJP:
Oh and get a better pump Bodyboarder. TFSIs love fuel.
pudding:
--- Quote from: Bodyboarder81 on December 14, 2017, 08:20:07 pm ---It’s just it does a pulse/surge type thing like you’ve explained .... didn’t hear it as much with the standard air box but with the revo induction on you can hear it . No don’t have the Loba .... wasn’t planning on fitting one to be honest but just curious if this helps with the surging
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I think some VCDS logging is in order here, to see what the sensor values are during this surge. I suspect your pump is weak. If log the lambda regulator channel and see +25% in boost, you need a pump.
Cheers @AJP I'm happy with it. Very docile until provoked. It feels like VW themselves mapped it. None of the tyre shredding drama from before, which I still can't get my head around as I always heard feedback from people that Stage 2+ Revo was savage :smiley:
So here's a ponderingment for a Friday morning. If you can adjust the boost, fuel and timing yourself, why are there hardware requirements you MUST have before getting the flash? Surely you can just turn the boost etc down to suit your hardware? There must be more to it that I don't realise, or the adjustments are tiny.....but it seems you can dial things back all the way to stock levels with the SPS! Handy :smiley:
Good shout on anti-surge cores. I've read the TTE420 doesn't have the surge problem either and spools like a standard KO4.
I'm also wondering if a more generalized mapping / turbo talk thread is needed seeing as this is all mixed in with quiet intake discussions!
pudding:
--- Quote from: Dan_FR on December 13, 2017, 10:19:25 am ---
--- Quote from: Pudding on December 13, 2017, 09:56:46 am ---Ah OK, cool. Integrated make some good stuff :happy2:
The Revo scaling is off as well. You don't need to log it to know it. You can feel it in the idle quality and it's sluggishness to pull away from a standstill (in a manual at least). It's the slower air speeds which are affected by it the most. Quite amusing really as Revo bang on about MAF scaling being 'an art' on their website :grin:
Yes, same issue with my VWR too. It idled like crap. Stick the factory air box back on and voila, problem solved.
Again.....they've simply ignored what the OEM did because they couldn't match the flow characteristics of an elliptical MAF housing with a laminar grid. You don't need a Masters degree in automotive engineering to see that mounting a MAF that close to a turbulent compressor wheel is going to cause problems. Think of emptying a sink. The water drops down the plug hole just fine with big volumes of water, but when the water is almost gone, you get a very visible whirlpool. Same happens inside an intake tube with turbos and that is why that laminar grid is there - to straighten the air flow at idle and other slow gas speed situations. Oval tubes help reduce that as well. Rocket science it isn't!
I have a plan, but it won't be elegant looking but it will involve chopping out the MAF housing from the OEM cover :grin:
Revo and VWR are lucky only 1 in 10000 customers are like me :grin:
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What Revo don't tell you is that the MAF scaling of their intake is matched in their software. Run an OEM housing with an aftermarket intake on their software (2+ based on my experience) and you end up with a lower reading, sluggish car and high LTFT (12-15%) - Been there and tried it, even with the OEM MAF screen and various size/shape home made alternatives (they genuinely make very little difference with an aftermarket intake pipe from my experience).
If your software uses the standard MAF maps then I'm sure a standard MAF housing will be an improvement.
Not sure which other tuners, if any, spend time correcting the MAF tables
I have also tried MAF pipes from other aftermarket intakes and saw a LTFT of around +10% and a distinctly sluggish performance off boost as you've described.
I must have been lucky with the MAF pipe I currently have, sourced from a CTS intake if I remember rightly but the dimensions and MAF location (including depth/positioning inside the pipe) are identical to the Revo...... LTFT is literally + or - 2% - depending on driving style and how much the WMI has been used. The mounting depth of the MAF inside the circular pipe is crucial to airflow readings on these intakes and seems to be overlooked by many companies.
End result - very spritely and eager even though I have no runner flaps which will only hinder low air speed scenarios.
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Just to follow up on this, Revo's intake MAF scaling is way off. They mention on their website the MAF scaling is stock.
To cut a long story of me doing back to back testing of stock vs VWR vs Revo, Stock and VWR are fairly close. Revo LTFTs climb to +15% over 100 miles. Stock is 3%, VWR around 5% over the same distance.
Effective cross sectional diameter of the stock oval MAF housing using ellipsoid/oval math calcs = 63mm ID.
VWR MAF ID = 64mm.
Revo MAF ID = 66mm.
VWR shove an insert inside their 66mm intake tube to drop the diameter down to as close to stock as possible.
Revo don't bother, but I will drop a 63mm ID insert into it to correct the trims. Paying customers are the beta testers as always. Amateur hour products at premium prices :congrats:
Dan_FR:
What software are you running when conducting the tests? Revo software or flashed back to standard?
Be interesting if these tests were conducted on 100% stock software
Shoduchi:
--- Quote from: Dan_FR on December 31, 2017, 07:31:11 am ---What software are you running when conducting the tests? Revo software or flashed back to standard?
Be interesting if these tests were conducted on 100% stock software
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I get 4.7% correction on the LTFT with my VWR intake. The MAF scaling is stock.
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