Sam's build thread

[sambb]

Gary my adapter plate (Mocal) goes between the block and the filter. The path the oil takes is from the pump > block mounted OE housing > adapter plate top side > straight to cooler (bypassed if oil cool, all to cooler if oil hot) > back from cooler to other side of adapter plate > into filter > out of filter into engine. The mocal adapter can only go on in one orientation. The only thing you can change is which side of the cooler the pipes go to. Mine pumps to the bottom side of the cooler and comes out the top and then gets filtered.
I think I can get a one step hotter oil T stst for the Mocal plate too (currently 80 degrees think) which should get it up to 100 degrees quicker. It gets up to 80 quick enough but does seem to trail off in getting to 100. I'll call MSCN Sydney about that tomorrow.

[Sydneykid]

Gary my adapter plate (Mocal) goes between the block and the filter. The path the oil takes is from the pump > block mounted OE housing > adapter plate top side > straight to cooler (bypassed if oil cool, all to cooler if oil hot) > back from cooler to other side of adapter plate > into filter > out of filter into engine. The mocal adapter can only go on in one orientation. The only thing you can change is which side of the cooler the pipes go to. Mine pumps to the bottom side of the cooler and comes out the top and then gets filtered.
I think I can get a one step hotter oil T stst for the Mocal plate too (currently 80 degrees think) which should get it up to 100 degrees quicker. It gets up to 80 quick enough but does seem to trail off in getting to 100. I'll call MSCN Sydney about that tomorrow.

That's the normal routing, so should be all good with the oil filter having anti drain back. I wouldn't stress too much over how long it takes to get to 100 degrees, just that it gets there. Plus it doesn't have to stay there, once the humidity is boiled off it doesn't come back until the engine cools down. Over a cold weekend, like the last one at Wakefield, we end up with about half a cup of water in the catch can. Obviously, as we use E85 it's hygroscopic nature attracts a bit more humidity than say Pump98, but water vapour is still a factor.

Cheers
Gary

[metalhead]

Hey Sam, are you going to come up and have a run at Ringwood on Sunday, get some practice in before the state round? It's on the A2 layout...

[sambb]

Hi Andrew. No have kids soccer, ref'ing, family going O/S etc etc. I'll just be turning up mid August for the state round and trying to remember it really - hope we get 5 runs! I could possibly practice and camp but jeez Ringwood isn't the most hospitable place.

[metalhead]

Yeh fair enough. Come August you could come and camp at our place if you wanted?

[sambb]

Thanks for the offer buddy. When it gets closer I'll find out how late we can practice on the Saturday to see if I'd be able to make it for anything meaningful.

[sambb]

Just bought one of these. Golf 6 GTI turbo one step closer to fitment.

CB Auto. K04-064 TFSI to 1.8t Adaptor plate

[Sirocco20348]

Just bought one of these. Golf 6 GTI turbo one step closer to fitment.

CB Auto. K04-064 TFSI to 1.8t Adaptor plate

Did you weigh up the option of getting a hybrid turbo which would be a direct fit to your car?

Hybrid turbochargers and more | Beachbuggyturbo

I must admit I haven't read the latest on your thread, you might explain why you are going to way already with the adapter. Possibly cost.

[sambb]

I did consider a ko3 plug n play but the reality is the good ones are very expensive eg TTE and BBT. At the end of the day they are putting big wheels in tiny housings fed by a really restricted mani that due to the extreme heat burns gaskets , loosens bolts in the turbo to mani connection etc. once boosted up too they come on like light switches , have mountains of torque when you don't want it and I've heard of surge issues too. So it'd be the convenient swap but not really what I'm after.
The golf 5/6 ko3/ihi have better designed exhaust runners, no turbo to mani connection, apparently easy k04-023 performance and more cos they'll allow you to get more timing into your engine, bigger housings. So same power for less heat/egt's whilst not as pushed. Big thing though is with the adapter in place, these turbos' big brother the ko4-064 ( golf 5 Pirelli/ golf 6 R) is then a direct bolt up. Inlet piping is dead easy , boosted piping is almost stock routing. Yes it'll need a dump made up to blend with my existing piping though.
So basically cos you can get these turbos very cheap the cost is really in the adapter and the dump and tune which puts it on par with a ko4-023 build and ahead of a garret conversion as turbo cost is lower. Garret conversions also need custom piping, , custom oil/water lines (my conversion only needs a cut and shut on the oil drain) and most likely a single pass IC too so in general the tfsi conversion came out ahead cost wise compared to a garret conversion for me.
And if I ever get my poop together and get rods into one of my engines i can easily swap over to the ko4-064 (2860 equiv) for some real grunt.

[Sirocco20348]

That's interesting, looking forward to seeing the install.

[sambb]

Well if I can pin my current oil useage on my existing turbo then it'll be on very soon. If the oil usage is something more sinister though then it'll be a fair bit longer.

[metalhead]

So... A3 layout for Ringwood State round. Seems a lot of regulars are unhappy as they can't chase the records for their class.

[sambb]

So what's A3 then - you redo the bottom loop or redo the top half? Got a vid of it?

[sambb]

Had a heart attack the other day and thought my front main seal was leaking. I was getting an oily residue on the radiator cowl and thought that it was leaking oil onto the belts and then the belts throwing it there. Turned out that the A/C was weeping from one of the pipes. So that was the excuse I needed to go all racecar and take out the pump, pipes, heat exchanger etc etc. 5 kg lighter in the front now! and set to bake in western sydney traffic in summer but I feel racey for now!! While I was at it I finished off the oil coolers ducting so that now it sits fully inside an aluminium duct without air able to spill away from the core face at all. The car ran SMSP south circuit and the oil never got above 118 degrees but that should only get better now.

With the A/C heat exchanger removed, the SEAT sport IC sits a good 20-25mm free of the radiator. I've read that that's a bad thing for radiator flow and that if I cant get an A2A IC butted right up against the radiator core then I need to seal the perimeter of the IC against the radiator face as a next best option. I may end up having this IC for a while now given that my future turbo plans lend themselves to this config so want to make it as efficient as possible so any advice on that welcome?

[metalhead]

A3 is a pretty cool layout, basically twice around.

in car video of me running A3



Tracks and Records - MG Car Club Newcastle