thought so, shame i never got to see your polo run

My car was always wank at york anyway. I took it when I had just got it all together with the 1.3 AAV and 6 or 7 psi of boost and it ran mid 15's which I was well chuffed with at the time, infact the RS turbo that you can see in the back of that pic was trying his hardest to beat me but couldnt, and it had loads of ebay tat 'tuning' accessorys on it. Then I took it when it was full power with the ABD etc, but I gave it my mate to drive because I couldnt be arsed. Anyway he was not very familiar with the car or its snatchy clutch, and to top it off it was spitting on and off all day. So the best it did was about 14.3 I think, and that was the run where the actuator pipe blew off at the 1/8th mile marker and it did the rest of the track with the head gasket blown!

Infact there is a video of that exact run on facebook, I'm not sure if anyone will be able to see it...

http://www.facebook.com/thomasingrey?v=app...150163869815532

That uber bog at the start was my mate not getting the hang of the paddle clutch!

I was planning on gearing it towards drag racing a little more, with some traction bars etc. I would have got a 12 out of it with some effort, but things changed as I ended up involved in drag racing on a more serious level, and quickly a polo seemed totally pointless no matter how much power it had.

Epic. Love your work tommo.

Just thinking, but does anyone want to put this thread in FAQ or whatever? For a change its a thread filled with a range of descent info and ideas, and its all relating the the gray area of FI.

Had bee thinking this myself. Really would like to have a go at this, bit if won't be for a while. Dont fancy trawling through all the pages again!

My car was always wank at york anyway. I took it when I had just got it all together with the 1.3 AAV and 6 or 7 psi of boost and it ran mid 15's which I was well chuffed with at the time, infact the RS turbo that you can see in the back of that pic was trying his hardest to beat me but couldnt, and it had loads of ebay tat 'tuning' accessorys on it. Then I took it when it was full power with the ABD etc, but I gave it my mate to drive because I couldnt be arsed. Anyway he was not very familiar with the car or its snatchy clutch, and to top it off it was spitting on and off all day. So the best it did was about 14.3 I think, and that was the run where the actuator pipe blew off at the 1/8th mile marker and it did the rest of the track with the head gasket blown!

Infact there is a video of that exact run on facebook, I'm not sure if anyone will be able to see it...

http://www.facebook.com/thomasingrey?v=app...150163869815532

That uber bog at the start was my mate not getting the hang of the paddle clutch!

I was planning on gearing it towards drag racing a little more, with some traction bars etc. I would have got a 12 out of it with some effort, but things changed as I ended up involved in drag racing on a more serious level, and quickly a polo seemed totally pointless no matter how much power it had.

fair enough, still gutted i never saw it run though. do you reckon youll be running anything at york next year? currently helping a mate to get his twin turbo rover V8'd vauxhall omega ready, lol

Yeah, I'm there every meeting. Watch out for the pink ford pop and the V12 cobra.

Look forward to seeing the omega.

might see you there next year then, ye I've seen the pop and the cobra before,i know the pops had some good runs but everytime I'm there something goes wrong, either just cuts out on the line or something else. Quick question tommo, could i have some more details on the turbo you used on the polo? it was essentially a T25 wasnt it?

The pop has run fairly faultlessly all season really, but I think the first two meetings we ended up running the battery flat on the second day of racing, causing it to die on the line and not re start several times.

Oh, turbo talk.

Yeah, although 'T25' doesnt really mean anything as there are so many differnt wheels/housings its rediculous. T25 is just the frame size.

My turbo was a bit of a mongrel. I did a lot of research to find what would work best and built my turbo out of parts from a few turbos. But its a strange science. Personally I would reccomend the GT17 that comes on non aero saab 9-3's, we fitted one to my mates mini and it worked sweet. Probably not enough flow to match the power I made though, its sort of half way inbetween a K03 and my turbo.

There's a lad on Club G40 that's going to try a GT1752 from a Saab. Will be interesting to see how that compares to the GT2554R we're sticking on Yoof's car when I map them both.

I remember looking up the turbo yoof is fitting, IIRC its a ball bearing equivilant of what mine was. I think the comp wheel was 1mm bigger on the inducer. I'm not sure if he has stuck with the .64 t/housing, I will be interested to see what its like if he has done. I guess his car is a lot better equiped to cope with the revs than mine was. I can't wait to see it run at aldon, I reckon it should make silly figures.

any info on charging or turbo a 6n2 ARC gti engine? I've heard that the VVT could be a problem ?

Prankstar: thats the dumpvalve, from what I've worked out it needs to be in the plenum to quickly disperse waste boost (so a huge free flowing dump valve is better but with my possible extra fuelling solution the last thing i need is fuel laden air flying around the engine bay so mine will be in as close as possible to it) or it starts blowing pipes off on sudden deceleration, pressure regulation should be controlled by the waste gate on the Turbo, example is a saab 9000 LTP is "fixed" at 6psi so thats what it will generate.

I'm slightly confused at what that ally thing is myself. I've got an ally plate about the same idea but that was so the bike rubbers would fit to the engine but his looks as if its got water running through it. possibly as a secondary charge cooling system.

Tommo: Its a Suzuki 4x4 engine in a competition Off roader.

Extra on boost fuelling is giving me a headache at the moment only thing i can think of is having a 5th carb with suitably jetted and sprung but without a butterfly which would then be mounted directly in front of the plenum to pre-enrich the mixture, I know that the bike lads fit a 5th injector system to help with the on boost fuelling so I'm hoping this will be an answer to it

Edited 12 December, 201015 yr by Cymro

any info on charging or turbo a 6n2 ARC gti engine? I've heard that the VVT could be a problem ?

16v Turbo

valves

16V pistons

pistons and rods

oilcooling piston

crankshaft

random picture

motor

engine + intake

number

g-laderseite

pretty impressing

[this is whitout the VVT i think!}

Prankstar: thats the dumpvalve, from what I've worked out it needs to be in the plenum to quickly disperse waste boost (so a huge free flowing dump valve is better but with my possible extra fuelling solution the last thing i need is fuel laden air flying around the engine bay so mine will be in as close as possible to it) or it starts blowing pipes off on sudden deceleration, pressure regulation should be controlled by the waste gate on the Turbo, example is a saab 9000 LTP is "fixed" at 6psi so thats what it will generate.

I'm slightly confused at what that ally thing is myself. I've got an ally plate about the same idea but that was so the bike rubbers would fit to the engine but his looks as if its got water running through it. possibly as a secondary charge cooling system.

Tommo: Its a Suzuki 4x4 engine in a competition Off roader.

Extra on boost fuelling is giving me a headache at the moment only thing i can think of is having a 5th carb with suitably jetted and sprung but without a butterfly which would then be mounted directly in front of the plenum to pre-enrich the mixture, I know that the bike lads fit a 5th injector system to help with the on boost fuelling so I'm hoping this will be an answer to it

Run a recirc valve if you want to dump excess boost but dont want a fuel/air mixture being let loose, you dont have to listen to the gash ass noise of a normal dump valve that way either. Plus you can get recirc valves off standard cars for peanuts and they are good quality.

Suzuki 4x4 thing sounds totally awesome. I thought it was your car when you posted it, hence my question.

As for the 5th carb, that sounds like a bit of a strange way to tackle the problem. I have never looked into it but I know that there are fully mappable 5th injector kits out there, which should be pretty awesome really. As long as you can deliver consistent fuel pressure to the injector. What fuel pressure regulator are you using out of curiosity?

How much boost are you planning on running? If its not a lot then I'm sure you could just up the main jets slightly and keep on top of it with a compromise like that.

not a bad idea with the recirc valve.

planning on heading up to about a bar in the end.

this is a cool thread.

i missed this when searching about what upgrades to consider to do to my 1.3AAV in my mk3CL.

i have a 1968 beetle that i used to run megasquirt and turbo on. its a 1955cc engine and was fast. i had to sell the turbo/megasquirt stuff because i was super skint.

if i was to megasquirt my polo to control fuel and spark, that wouldnt be too hard, and neither would adding the turbo, making the exhaust etc. what did you guys do about the compression ratio? leave it? what about the cam? a G40 cam would prob be a good idea, and maybe the G40 head? what about fuel? did you keep the standard fuel pump or have to add a bigger one? what about the return to the tank after the pressure regulator?

from your experiance what would be a safe amount of boost to run on a standard AAV with maybe a G40 cam? 10psi about the max?

If you've got an AAV the standard head is okay to use - I'd go for a Polo GT cam, or something a bit lairier depending on the size of the turbo you're using. G40 cams aren't great for turbo'd Polos.

Swap the inline fuel pump for a GT or G40 one, and that's the fuelling okay for ~200bhp.

http://www.polog40.co.uk/forum/index.php/topic,5819.0.html

Standard compression ratio good for 10psi easy.

Bosch re-circ valves don't last very long at all at over 20psi

Regarding megasquirt on a Polo with a Turbo, I'd just buy Digifant, G40 Loom and a chip off the shelf. You'll have everything you need for less than the price of megasquirt, a probably have some cash left over to put towards a wideband.

What do people think of the emerald 3 management system btw?

Standard compression ratio good for 10psi easy.

I should add a disclaimer to that statement really. 10 psi will be fine, assuming that its not 10psi of steam, and that the fuelling and ignition are correctly set for it all.

Yoofs probably right about buying the G40 stuff, but personally I don't see any fun in it if you can't mess with it yourself.

Your polo should already have a return fuel line to the tank.

Yoofs probably right about buying the G40 stuff, but personally I don't see any fun in it if you can't mess with it yourself.

the thing is that you can actually mess with digifant, its a fully mapable ecu, a little bit of searching the web will find you the hardware and software to fully recalibrate digifant for a few hundred quid

Yoofs probably right about buying the G40 stuff, but personally I don't see any fun in it if you can't mess with it yourself.

the thing is that you can actually mess with digifant, its a fully mapable ecu, a little bit of searching the web will find you the hardware and software to fully recalibrate digifant for a few hundred quid

Links would be appreciated.