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LCR Owners ????? Question
- Thread starter RickC
- Start date
Im so far scared to go beyond 6.5k on me LCR.
Im just shy.
Needle will One day bounce off that 7k mark
Im just shy.
Needle will One day bounce off that 7k mark
I think it runs out of puff nearly 1000rpm short of the redline mine is totally standard). Its one of the things I don't like about the LCR compared to my BMW, which just revs harder and harder until it headbuts the rev limiter at 8000rpm.
A gas flowed head would do wonders for the LCR in my opinion, something I will get around to doing at some point.
A gas flowed head would do wonders for the LCR in my opinion, something I will get around to doing at some point.
Its an issue with the map rather than the mechanics of the car. My revoed cupra runs out of puff at 5K, i've been in a customcode cupra that pulls to the red.
I think the common consensus is that it's the turbo that's the restriction. If it is, then there would be no point in gas flowing the head. What works on a BMW engine might not necessarily work on a VAG engine.
A lot of the big turbo guys are only just starting to run the large port head off one of the earlier engines (standard VAG part, but it has larger ports on it, I think Bill said 30% bigger) but LCR blokes would struggle with finding an inlet manifold to match up (jabba do one). So, if they're only starting to worrying at 340~380 bhp, with a large arsed turbo, you should be fine.
The K04 starts to run out of puff at around 5500 rpm, there's stuff you can do to stop it from tailing off, but this just flatlines the graph rather than lets it keep breathing.
A lot of the big turbo guys are only just starting to run the large port head off one of the earlier engines (standard VAG part, but it has larger ports on it, I think Bill said 30% bigger) but LCR blokes would struggle with finding an inlet manifold to match up (jabba do one). So, if they're only starting to worrying at 340~380 bhp, with a large arsed turbo, you should be fine.
The K04 starts to run out of puff at around 5500 rpm, there's stuff you can do to stop it from tailing off, but this just flatlines the graph rather than lets it keep breathing.
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mine feels around 6k i never bother goin to th limiter as it just feels dead wen u hit it an cuts the power
i think its the turbo that runs outta puff i had a up-rated turbo on my rst and that went from 2.5k all they way to red line (raised to 7k) and that thing still pulled like stink
i think the gas flowed head will help as it should breathe alot better but i reakon gas flowed an ported heads work better on n/a cars
i think its the turbo that runs outta puff i had a up-rated turbo on my rst and that went from 2.5k all they way to red line (raised to 7k) and that thing still pulled like stink
i think the gas flowed head will help as it should breathe alot better but i reakon gas flowed an ported heads work better on n/a cars
Reg said:
Agree 100% with what Feel said above it's the concensus Turbo that is maxed out.....changing to something like IHI, Garret GT28RS (or similar) etc is what a lot of the guys have done....the charactoristics of the IHI means the car revs out at above 7,500rpm with power all the way from 3,000rpm
Gas flowing is as Jamie says, more important on n/a engines where gas velocity is everything. But saying that, the standard 1.8T engine would benefit from a clean up (as would any mass produced engine), performance gains would be had, and then any further mods would just make the very best use of it.
Big turbo=Big money tho.
Will prob just make do with what I have and poss mods to improve.
Would love a BT but cant validate the money.
(prob cus never been in one done tho, so prob chnge my mind if I had)
Will prob just make do with what I have and poss mods to improve.
Would love a BT but cant validate the money.
(prob cus never been in one done tho, so prob chnge my mind if I had)
If you remove the charge pipe silencer you'll find it pulls for longer ay Phil?Feel said:
On the flowing topic, I have to agree with Phil and Reg, it's not worth it! Especially for the amount of money and time involved the gains will be very small on a pressure charged engine! Even on a n/a engine the gains are fairly small but as everyone knows n/a engines are harder and more costly to tune for significant gains!
I think it is worth it!
But maybe I am looking at it from a different point of view, because most of my experience is with n/a engines. Big gains are had instantly with remaps and bigger turbo's, but my personal preference (and I will say it ends up being a very expensive option) is to make the best of what you have first. I'd love to have the time and money to put my car on a dyno, get some base figures, then strip it down and blueprint it, gas flow the head (not necessarily big port, because that can knock torque figures back down), put it back together on the same standard map and dyno it again. I think the results would be quite noticeable (although certainly not value for money), and reliabilty would also be improved. This would then give you a fantastic base lump to work from, and make the most out of improved maps/induction & exhaust/cams/turbo, etc.
But maybe I am looking at it from a different point of view, because most of my experience is with n/a engines. Big gains are had instantly with remaps and bigger turbo's, but my personal preference (and I will say it ends up being a very expensive option) is to make the best of what you have first. I'd love to have the time and money to put my car on a dyno, get some base figures, then strip it down and blueprint it, gas flow the head (not necessarily big port, because that can knock torque figures back down), put it back together on the same standard map and dyno it again. I think the results would be quite noticeable (although certainly not value for money), and reliabilty would also be improved. This would then give you a fantastic base lump to work from, and make the most out of improved maps/induction & exhaust/cams/turbo, etc.
YerMother said:If you remove the charge pipe silencer you'll find it pulls for longer ay Phil?
On the flowing topic, I have to agree with Phil and Reg, it's not worth it! Especially for the amount of money and time involved the gains will be very small on a pressure charged engine! Even on a n/a engine the gains are fairly small but as everyone knows n/a engines are harder and more costly to tune for significant gains!
Now you mention it, it is one of the things on the list
Reg said:
We started off talking about gas flowed heads, now you're talking about blueprinting
I don't actually know how much that would be - however manufacturing tolerances aren't what they used to be... There might be something in port matching, as it's significantly cheaper than full gas flowing. There might be something in flowing the inlet manifold, but no-one has any real experience (have a search on "extrude honed" on a few of the Audi TT/S3 forums), possibly something in the exhaust manifold. But the real limitation is the turbo.
Why spend money doing something complicated, time consuming and something that takes real skill (and is therefore prone to risk of something going wrong) when you could spend the same amount on a ported/clipped turbo, or some kind of K04 hybrid - the gains would be higher than blueprinting? Those in the know will tell you outright, that there is no point in even thinking of "fettling" a K04-2X, for the money that is, might as well go big turbo, or an ATP eliminator and get significantly higher gains.
I think you'd be looking at pub figures rather than any significant improvement.
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