Tuning / performance update

[Pullstarter]

has anyone seen any specs for tiguan speed in gears or klm/1000 rpm for the Manual TSIs?

Having taken her for a blast last night, I am wondering now whether the gearing is even lower than I thought, especially in first and 2nd. I've searched the web a bit and called APR and cant find any such data. Best were some US specs for ratios, but without calculating tyre circumference etc still doesn't give you the figs and US spec may be slightly different anyway.

Secondly anyone tested/have any views on whether its worth taking the engine beyond 6000rpm, have wound it out a number of times, but not quite convinced the last 500 or so rpm are worth it (ie that upchanging at 6000rpm may give a better result than taking all the way to the redline).

SHARKIE - you do any acceleration fig testing yet?

I tend to agree Jimbo, not a lot above 6000rpm, even when going hard I tend to change around 5000rpm, seems to stay in the power band better that way.

[Guy_H]

Can someone send me a gearbox code for the 125kw (3 letters) - I will look up the differential ratio for you

[clip]

I tend to agree Jimbo, not a lot above 6000rpm, even when going hard I tend to change around 5000rpm, seems to stay in the power band better that way.

just a bunch of bloody rev heads you lot!

It was interesting having tried the Oettinger map first. It was quite different to the APR - very good for high speed cruising in Germany I suspect, but next to usless out here. Off the mark, the APR would have it for breakfast, but up top, I'm not so sure.

[Pullstarter]

just a bunch of bloody rev heads you lot!

That's a bad thing?

[Pullstarter]

Seems someone in the US has taken on building a DP for the Tig! Have a look at this;

http://forums.vwvortex.com/zeropost?cmd=tshow&id=4729307

[team_v]

Seems someone in the US has taken on building a DP for the Tig! Have a look at this;

http://forums.vwvortex.com/zeropost?...how&id=4729307

Just saw that.
Finally a downpipe solution.

Sharkie and Clip are going to be stoked.
Can't wait to see how many kw it unlocks.

[Pullstarter]

Just saw that.
Finally a downpipe solution.

Sharkie and Clip are going to be stoked.
Can't wait to see how many kw it unlocks.

Me stoked also, LARGE PORTION!

[team_v]

Me stoked also, LARGE PORTION!

It does look very restrictive from the shots taken of the OEM kit.
The 125/147 could be getting close to 250 with APR 1, downpipe and intake.

[Pullstarter]

It does look very restrictive from the shots taken of the OEM kit.
The 125/147 could be getting close to 250 with APR 1, downpipe and intake.

I doubt you'd get that much, maybe 210-215 with the above mentioned mods. Just as well I'm getting dynoed next week, will have a benchmark

[Sharkie]

ECU, DP & Intake will only get you to around 210kw .... 215kw if you add some magic to the fuel

Not convinced to that DP as posted, as that was a hatchet job on the OEM DP. I would like to keep the OEM DP to be able to return it to stock at some point, so would need a new DP.

He also only removes the top small CAT so not so sure of the benefits (and legality) of it all.

I'm still waiting on someone to do a proper DP (split) ..... come on Guy ....

[jimbomort]

sounds like this

I tend to agree Jimbo, not a lot above 6000rpm, even when going hard I tend to change around 5000rpm, seems to stay in the power band better that way.

thanks, interested in your impression that changing at 5000rpm is better, I looked up the figs from APRs site to see how our impressions compared with the figures and to provide bit of a further record of the improvements for those considering. Looking at the power and Torque graph for APR stage 1:

TORQUE - there looks to be about 340Nm from 2000 rpm (assuming graph slope doesn't change much b/w 2500 and 2000 - graph doesn't go below 2500). This reflects to me the impression that from about 2000 it feels significantly stronger than stock and again unless there is a big fall off b/w 2500 and 1500 rpm, I expect that even down to 1500 rpm, Torque is at least at the old peak of 280Nm. This also reflects the impression that it feels pretty tractable right from 1500rpm. Torque climbs steadily from 2500 up 3300rpm at its peak of 402nm and then stays pretty flat until about 4800 (at peak power) where it starts to drop away more steeply, noting that it stays above pre upgrade peak of 280nm right thru to 6000rpm.

POWER climbs steeply all the way from 2500 to 4800rpm where it is at its peak of 189kW and then stays pretty flat thru to 6000rpm, only losing about 5-7% in that range.

From 6000 to 6500rpm though, power drops of more sharply losing a further 10% in 500revs down to 160kW and Torque drops off a further 20% to below 240Nm. So the drop off in both power and torque is significant from 6000rpm onwards and you also hit the rev limiter much beyond that - gut impression that there is limited value in taking it beyond 6000rpm appears correct. Likewise with power peaking just before 5000 can see why 5000 feels right. Nonetheless there does seem a reasonable basis to take it through to 6000, or 5500 at least.

With all this torque in this thread about exhaust systems, wish we could get one that would make our Tigs sound like this

http://www.youtube.com/watch?v=vOYkjK_SIEs&feature=related

In all seriousness, apart from some better gearing, 300 or so KW and ........... the Tig needs a nice note to go with all this go.

I wonder if we could hook up some speakers underneath the body, link it to a program that tracks the revs and plays the appropriate exhaust soundtrack Mind you dont laugh, car makers are working on sound tracks for electric cars - they're too quiet.

[Sharkie]

2 things .....

1. The APR figures & graphs are with the stock airbox. It is VERY restrictive and have a really convoluted airfeed. This is not good by any means for power at high revs when the turbo is sucking in huge volumes of air.

Changing the intake will allow the engine to breathe better throughout the range and ESPECIALLY at high revs.

I have very little drop off in power above 6000rmin with the Carbonio compared to the stock intake. There is an easy 5-10kw in there and it revs cleanly and powerfullly to the limiter ..... which I seem to bump into quite frequently .... .... its expensive but worth every $$$ IMO.

2. The exhaust is way too quiet ..... the intake helps a bit with a really nice sound under load, but still too quiet as a whole. This actually has a fairly easy solution as a freer flowing rear muffler would liberate some decent noise .... but not add any power .... .... in stainless you'd be looking at less than $300 at any decent exhaust shop to "fix" this.

A DP would also improve the sound and is the 1 I'd go for as soon as I see/find a viable solution.

[jimbomort]

I have very little drop off in power above 6000rmin with the Carbonio compared to the stock intake. There is an easy 5-10kw in there and it revs cleanly and powerfullly to the limiter ..... which I seem to bump into quite frequently .... .... its expensive but worth every $$$ IMO.

Sharkie expensive? - bumping up against the rev limiter often or the intake? Probably both.

You do any acceleration figs yet with your new toy?

[Sharkie]

Sharkie expensive? - bumping up against the rev limiter often or the intake? Probably both.

Actually no harm in hitting the limiter, its just a software limit. Only expensive when it comes to fuel comsumption ....

Intake is expensive, buts its a real carbonfibre ram feed with no turns from the grill to the MAF.

You do any acceleration figs yet with your new toy?

Scheduled for this weekend ....

EDIT: some info I've picked up over the years

revlimits are typically set a few THOUSAND revs short of what the engine can reliably withstand. I've had a BMW M3 that I chipped and it raised the limit from 7300 to 8200 with no adverse effects over more than 50000 hard kms. Some Honda VTec engines have limits at 9000 and can reliably rev to 11000!!!! once chipped. Opel (Holden in Oz) built a 2.0 16V in 1990 that had a limit of 7700 and was known to run without failure on their (Opel factory) test benches at around 14000rmin!!!!

This engine especially was ahead of its time, 128kw/230NM from a NA engine in 1990 !!!!! No competitor had anything that could touch it at the time. VW's 2.0 16V struggled with 110kw/190NM ......

[Pullstarter]

Good info guys keep it coming Will post up my dyno results after monday's run

I've been thinking about getting rid of the home made intake for the carbonio but not sure if there'd really be much difference?