Leon Cupra R25
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HPFP upgrade
Autotech HPFP internals upgrade completed, to secure proper fueling when requested by the map.
In some occasions the oem HPFP internals have been sufficient but lately most mappers are listing the HPFP upgrade as mandatory to reach the full potential of the TTE500.
The process of upgrading the internals is quite simple and straight forward. APR and LOBA both have fully build HPFP units but the pricing is not justified in my opinion for such a unit.
Autotech HPFP internals upgrade completed, to secure proper fueling when requested by the map.
In some occasions the oem HPFP internals have been sufficient but lately most mappers are listing the HPFP upgrade as mandatory to reach the full potential of the TTE500.
The process of upgrading the internals is quite simple and straight forward. APR and LOBA both have fully build HPFP units but the pricing is not justified in my opinion for such a unit.
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Engine mounts
To avoid excessive engine movement the engine mounts where filled with black soft Polyurethane. Polyurethane is in general used in aftermarket upgrade bushes such as PowerFlex.
The increased stiffness of the engine mounts will transfer more engine vibration into the cabin but can be minimized by raising the idle RPM threshold.
To avoid excessive engine movement the engine mounts where filled with black soft Polyurethane. Polyurethane is in general used in aftermarket upgrade bushes such as PowerFlex.
The increased stiffness of the engine mounts will transfer more engine vibration into the cabin but can be minimized by raising the idle RPM threshold.
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Gearbox
The 2.5 TFSI engine equipped models come with either a s-tronic (DSG) or a manual gearbox, the gearbox model goes by the name 0A6 (DQ500/MQ500). The 0A6 gearbox springs originally from the VW T5 van,
VW Tiguan and Audi Q3. Naturally the gearbox ratios have been altered to suite the 2.5 TFSI engines but it seems as the general design of the internals where not upgraded as synchros are failing constantly.
Unfortunately there are no upgrade synchros available that will resolve the failing synchros issue, there will be later on but question is when. I'm sure that further on the 0A6 gearbox will be a great option for high
power builds but at the moment it's not. Fortunately the 02Q gearbox fits the 2.5 TFSI engine block with no need for modifications besides some minor grinding of the gearbox case. The 02Q gearbox has been
around for quite some time now and the weakness points have been figured out, it's been proven to handle high power output.
Another advantage of using the 02Q gearbox is it's weight, 02Q weights 49Kg but the 0A6 weights 85Kg.
To prolong the lifetime and strengthen my 02Q gearbox below modifications are performed.
Pictures are borrowed as my gearbox is in the shop
Early versions of the 02Q gearboxes contain brass metal 1st-2nd and 3rd-4th gear shift forks, they can split during aggressive shifting. To be replaced with steel version gear shift forks found in later 02Q versions.
Oem steel gear shift forks part numbers are, 02M311559P and 02M311549Q
By extending the main shaft the vibrations are lowered and thereby the stress of the gearbox internals and clutch are minimized. The main shaft is machined to accept a metal cylinder that goes into
the crank and is being supported by a spigot bearing. Additionally this modification improves shifting, resulting in smother gearshifts. Spigot bearing oem part number is: 056105313C
During high torque the shafts push away from each other, the solution is to support the shaft from separating before damage is done. If not the 4th gear no longer engages correctly,
this can result in the 4th gear breaking off or stripping the teeth.
The main shaft is a tube that has a slim wall thickness, this tube will start to bend at 10 tones, filling it will make it a lot stronger so instead it will start to bend at 30 tones of pressure.
Mainshaft axial play issues will cause a variety of different issues that can be resolved by a shim. Attached video link shows the play and shim concept on a 02M gearbox, very similar to the 02Q gearbox.
https://www.youtube.com/watch?v=E75I24cGxQY
The 2.5 TFSI engine equipped models come with either a s-tronic (DSG) or a manual gearbox, the gearbox model goes by the name 0A6 (DQ500/MQ500). The 0A6 gearbox springs originally from the VW T5 van,
VW Tiguan and Audi Q3. Naturally the gearbox ratios have been altered to suite the 2.5 TFSI engines but it seems as the general design of the internals where not upgraded as synchros are failing constantly.
Unfortunately there are no upgrade synchros available that will resolve the failing synchros issue, there will be later on but question is when. I'm sure that further on the 0A6 gearbox will be a great option for high
power builds but at the moment it's not. Fortunately the 02Q gearbox fits the 2.5 TFSI engine block with no need for modifications besides some minor grinding of the gearbox case. The 02Q gearbox has been
around for quite some time now and the weakness points have been figured out, it's been proven to handle high power output.
Another advantage of using the 02Q gearbox is it's weight, 02Q weights 49Kg but the 0A6 weights 85Kg.
To prolong the lifetime and strengthen my 02Q gearbox below modifications are performed.
Pictures are borrowed as my gearbox is in the shop
Early versions of the 02Q gearboxes contain brass metal 1st-2nd and 3rd-4th gear shift forks, they can split during aggressive shifting. To be replaced with steel version gear shift forks found in later 02Q versions.
Oem steel gear shift forks part numbers are, 02M311559P and 02M311549Q
By extending the main shaft the vibrations are lowered and thereby the stress of the gearbox internals and clutch are minimized. The main shaft is machined to accept a metal cylinder that goes into
the crank and is being supported by a spigot bearing. Additionally this modification improves shifting, resulting in smother gearshifts. Spigot bearing oem part number is: 056105313C
During high torque the shafts push away from each other, the solution is to support the shaft from separating before damage is done. If not the 4th gear no longer engages correctly,
this can result in the 4th gear breaking off or stripping the teeth.
The main shaft is a tube that has a slim wall thickness, this tube will start to bend at 10 tones, filling it will make it a lot stronger so instead it will start to bend at 30 tones of pressure.
Mainshaft axial play issues will cause a variety of different issues that can be resolved by a shim. Attached video link shows the play and shim concept on a 02M gearbox, very similar to the 02Q gearbox.
https://www.youtube.com/watch?v=E75I24cGxQY
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Clutch
The clutch kitt components had to be picked carefully as the combination of a 8 bolt crank pattern and the 02Q gearbox input shaft spline count are not commonly seen in clutch kits.
This time I sourced the clutch kit items locally from DLI Teknik. Very professional, service minded and pricing is comfortable.
Sachs (02Q) clutch cover is good for 880Nm. In reality this is an upgraded Sachs TTRS clutch cover as any other aftermarket 02Q clutch cover on the market.
I like the "Race" marking on it =).
Sachs (02Q) sinter 4 paddle sprung disc, max torque rating of 550Nm. That might seem low but Sachs are known to rate the torque limit lower then actual.
I've run a organic disc prior at 600Nm+ with no slipping issues, sinter paddle discs will generally cope with higher torques.
I could have selected a un-sprung sinter paddle disc as it would cope with even more torque but as I'm running a SMF I rather be safe then sorry.
The sprung discs will absorb some of the vibrations that otherwise a DMF would deal with. Vibrations will wear out your gearbox internals, bearings, engine internals and so on.
DLI Teknik 6Kg SMF (Single mass flywheel) with no torque limit.
It's intentionally made for the Golf 2.0 TSI but it will match up perfectly with the 8 bolt crank pattern and my 02Q starter.
The clutch kitt components had to be picked carefully as the combination of a 8 bolt crank pattern and the 02Q gearbox input shaft spline count are not commonly seen in clutch kits.
This time I sourced the clutch kit items locally from DLI Teknik. Very professional, service minded and pricing is comfortable.
Sachs (02Q) clutch cover is good for 880Nm. In reality this is an upgraded Sachs TTRS clutch cover as any other aftermarket 02Q clutch cover on the market.
I like the "Race" marking on it =).
Sachs (02Q) sinter 4 paddle sprung disc, max torque rating of 550Nm. That might seem low but Sachs are known to rate the torque limit lower then actual.
I've run a organic disc prior at 600Nm+ with no slipping issues, sinter paddle discs will generally cope with higher torques.
I could have selected a un-sprung sinter paddle disc as it would cope with even more torque but as I'm running a SMF I rather be safe then sorry.
The sprung discs will absorb some of the vibrations that otherwise a DMF would deal with. Vibrations will wear out your gearbox internals, bearings, engine internals and so on.
DLI Teknik 6Kg SMF (Single mass flywheel) with no torque limit.
It's intentionally made for the Golf 2.0 TSI but it will match up perfectly with the 8 bolt crank pattern and my 02Q starter.
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ABS module
Finally, got hold of a TTRS ABS pump, a new ABS unit from Germany is whopping 1800€.
My old ABS module wasn't AWD compliant and would not communicate with the TTRS ECU.
The unit was packed beyond anyone's expectations. Plastic, carton box, paper, bubble-plastic, plastic, carton box, scotchtape and finally carton.
People say that you've done a bad deal if the seller carefully packs your item when you purchase something from the Bazzar (flea market) .
Finally, got hold of a TTRS ABS pump, a new ABS unit from Germany is whopping 1800€.
My old ABS module wasn't AWD compliant and would not communicate with the TTRS ECU.
The unit was packed beyond anyone's expectations. Plastic, carton box, paper, bubble-plastic, plastic, carton box, scotchtape and finally carton.
People say that you've done a bad deal if the seller carefully packs your item when you purchase something from the Bazzar (flea market) .
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Great thread, following with interest. Would be good if you could put up part numbers for the parts you've been sourcing. What friction disc did you order? I had a quick look online and kept seeing unsprung friction discs offered for 02Q gearbox cars, not the "torsion-dampered" one that you have?
On the ABS pump I guess VCDS could communicate with your old ABS pump but the ECU couldn't? Was it displaying errors? Do you have to change any wiring to swap to the TTRS ABS pump?
On the ABS pump I guess VCDS could communicate with your old ABS pump but the ECU couldn't? Was it displaying errors? Do you have to change any wiring to swap to the TTRS ABS pump?
Happy you enjoy it =)
Following are the clutch kit parts I sourced from DLI teknik.
http://www.dli-teknik.se/index.php?section=products&subsection=7&cat=32&s1cat=283&s2cat=0&showprod=14736&lang=sv
http://www.dli-teknik.se/index.php?section=products&subsection=7&cat=30&s1cat=349&s2cat=1738&showprod=9309&lang=sv
http://www.dli-teknik.se/index.php?section=products&subsection=7&cat=30&s1cat=678&s2cat=1585&showprod=18074&lang=sv
As I'm running the TTRS wiring loom I can't say if you would need to change your wiring or not.
The ECU won't accept a ABS module with a part number that is not intended for the vehicle model intentionally. I'm sure they are technically all the same, only difference is the software.
This ABS module being a MK60E1 type makes things difficult as nobody yet has manged to alter it to accept another ECU type.
At the moment I have VCDS error codes all over the place as all is not completely connected...
Following are the clutch kit parts I sourced from DLI teknik.
http://www.dli-teknik.se/index.php?section=products&subsection=7&cat=32&s1cat=283&s2cat=0&showprod=14736&lang=sv
http://www.dli-teknik.se/index.php?section=products&subsection=7&cat=30&s1cat=349&s2cat=1738&showprod=9309&lang=sv
http://www.dli-teknik.se/index.php?section=products&subsection=7&cat=30&s1cat=678&s2cat=1585&showprod=18074&lang=sv
As I'm running the TTRS wiring loom I can't say if you would need to change your wiring or not.
The ECU won't accept a ABS module with a part number that is not intended for the vehicle model intentionally. I'm sure they are technically all the same, only difference is the software.
This ABS module being a MK60E1 type makes things difficult as nobody yet has manged to alter it to accept another ECU type.
At the moment I have VCDS error codes all over the place as all is not completely connected...
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