Impressive build, thankyou for sharing Why did you go for Electronic throttle control (I can think of a few reasons like traction control and flat shift but you can do these other ways), looks to work well but more complex You can make synchro box live at 9000, but must be very careful and painfully slow with the shifts! Maybe your computer can be programed for delay (rev drop) on shift? Surprised a wet sump, but if the internal pump can do 80+psi with out cavitation there is no need for dry
Hey MasterMike, I just tidied up your posts to remove the '' tags and gave that brilliant video with the 9 krpm engine a preview ! You must know Wilco if you know Michal! Skywalker38's thread is [URL="http://www.clubgti.com/showthread.php?230797-Golf-Mk2-TFSI-racer"][B]>>here<<[/B][/URL] I got more questions and will be back
Electronic throttle control gives you a lot of additional functions. Automatic throttle blip on downshift Launch control without full throttle Traction control better to control then just take the sparks away Stable idle On warm up higher rpm or even a rpm cycle Adjustable curve on pedal stroke And some more options. And for the shifting @9k, I want the engine to drop fast in rpm, no delay in rpm drop.. Makes shifting only more difficult. I know wet sump is on the limit, so maybe some alterations later.
Just some random pictures of my engine during the build. So you can have an idee from all the work been done
Thanks for sharing the pictures. As you mentioned NG-Motorsports, who many of us know are the same company used by 16Vampir and Boba Kettler in their 1100+ bhp EA827 16vT builds, did NG motorsports give you the option for the Golf ball type porting in the intake? Or was that idea not entertained as you wished to keep the build spec close to the kit car engine? Pic from NG-Motorsports FB I like the custom air box being created as well. It is the amount of work put into on your car can sometimes go amiss by many, who may not appreciate the details just by viewing the pictures The challenges with creating a custom cam belt and the run it had to take is another interesting task that you have shown in the pictures.
The head as been at NG-motorsports for about 3 years ago, then the golf ball porting was not a big thing. What we wanted to do was keep the specs near to the specs of the kitcar and see what power numbers it was going to make compared to the previous big port engines that were build by KMS. The original kitcar head was not brilliant ported either!! At the end this head flowed better than the bigport heads, and with an higher airspeed for the lower engine speeds the kitcar (rally) needs compared to the STW and other track related engines. At first I wanted to build an closed airbox, but you loose too much sound from the itb's. So I will try this trumpettray with an ITG airfilter and build an airscoop over the radiator till under the itb's. And later when needed build an airbox
For this reason to make the airscoop I lowered the radiator about 7cm. (3") Sorry for my big hand in the last picture, it was the only picture I had.
I don't know for sure. But I thought it was 285hp. But I've heard anything between 260 and 290. Depending on age and development stage. Maybe HPR on this forum can shed some light on this question.
Kitcar Mk4 20V....ive seen / heard figures going from 260 in early spec to close to 300 ? Under strict Kitcar spec, reckon ca 280 - 285 Ps
That does make sense as it was only 2 years ago NG started to advertise the 'Golf ball' effect. My reason for asking was, such intake porting has caused a buzz of debate from engine builders here, regarding it's effectiveness on turbo cars, as there is a general view it is more beneficial on NASP cars as yours. Maybe not as good as now, as companies such as NG-motorsports are able to perfect airflow and cylinder tumble/swirl motion, thanks to CNC machining. Back in the day that head did the job as show in the clip! https://youtu.be/xIC1rO1uU8A [video=youtube_share;xIC1rO1uU8A]http://youtu.be/xIC1rO1uU8A[/video] as seen in this thread What you describe re air speed, has also been observed when small port heads, ported or unported, are used on turbo applications as well. I am of the opinion this was one of the reasons VW/Audi reduced the size of the ports on 20v and 30v engines. Customer low down response is taken pretty serious by OEMs. Sounds like you have achieved the best of both worlds in real life drive feel. Your idea for a custom airbox looks to end up looking something like this
It is known that it is best not to polish the intake port but to keep a certain grain in the surface. The air tumbles over the surface creating rollerbearings of air, creating low drag of the aircolum. In the clip you see the mk4 kitcar, but I don't like the sound of this car. Maybe due to soundregulations on that track. The 20v kitcar engine is one of the best sounding engine I have ever heard, better than the MK3 kitcar and S2000 engines (in my opinion). This is the reason I like the open airfilters [video=youtube_share;vccXsnc4v30]http://youtu.be/vccXsnc4v30[/video] The 20v has more rpm and power than this 16v, So I cant wait to drive it. I just need the right gearbox (maybe soon)
I hope the first test drive will be in a few weeks. And the looks is not everyone's taste!! I did get a few comments on the roof spoiler. But I don't like lift off oversteer at almost 100 miles an hour and it is a original mk3 kit car item. Function over form. So!! Beauty is in the eye of the beholder. I tried to make it my car, and it is a balance between show and performance. I like it a lot.
With a Port Injected engine the intake ports are made coarse to avoid wall wetting, as this goes at the cost of airflow
