KraftwerkTurbo

KraftwerkTurbo KraftwerkTurbo fills a void in the turbocharger upgrades available for Audi and Volkswagen. Our turbos combine peak power with a strong low-midrange torque

03/14/2023

Volkswagen just announced that it will spend 180 billion Euros ($193 billion at current exchange rates) in its business between now and 2027, with the vast majority of that earmarked for "electrification and digitization." If that sounds like a lot, it is. The figure is significantly greater than what other automakers have thrown into EVs.

That means the company will have a roughly $120 billion war chest to spend on converting its lineup to a highly digital, all-electric fleet. That's a staggering number, and more than double what Ford has set aside for its EV plans. The Blue Oval has committed $50 billion to its electrification plans. Toyota's spending $70 billion on electrified vehicles over the better part of the next decade, with $35 billion set aside for all-electric cars. GM's committed $35 billion through 2025.

The Volkswagen number is outsized, and comes from a company that's already spent considerably to take an early lead in the EV space. Few companies have gone so all-in on electric vehicles, in large part because few companies have needed an environmental pivot as badly as post-Dieselgate Volkswagen. At that time, the company was being forced by regulators to invest in EV charging infrastructure at education. Remember that what other companies might spend on EVs, VW has paid in Dieselgate penalties alone. VW claims it has shelled out well over $20 billion, per the New York Times, in fines and legal settlements, and VW itself claims to have lost some $34 billion overall.

Even in that context, the over-the-top investments VW has made since prove the company is serious about being an EV tech and sales leader.

If it MUST be a SUV: Audi RSQ3 Credit insta: Atarius Concept
04/22/2022

If it MUST be a SUV: Audi RSQ3
Credit insta: Atarius Concept

01/21/2022

I am planing Treadstone T3 manifold with GTX3076 (.63AR) on 1.8T longi in B6 A4. Any photos showing 'fit' (with external WG) and plumbing (incl MAF, inlet, filter)?

Also would like to see som logs to see spool up if available.

12/08/2021

Discount Tire buys Tire Rack

Discount Tire, a leading independent retailer of tires and wheels, is acquiring Tire Rack, a leading independent tire tester and consumer-direct source for tires, wheels and performance accessories. The acquisition is a significant investment in Discount Tire's commitment to provide the most Inviting, Easy, and Safe omnichannel, B2B, and fleet customer experiences in the world. The transaction is expected to close December 31, 2021.

Discount Tire chief executive officer Dean Muglia, a 32-year veteran of the business, will continue as CEO of Discount Tire. Mike Joines, with 42 years leading Tire Rack, will join the combined organization as CEO of Tire Rack along with Matt Edmonds and Mark Veldman of Tire Rack's executive team. The Tire Rack executive team and management team will continue in their roles to advance the company's digital sales and online customer experience and partner with Discount Tire on integration efforts. The Veldman family, founders of Tire Rack, will have representation on the Board of Directors of Discount Tire.

Discount Tire, which was founded by Bruce T. Halle in 1960 and remains privately held, intends to continue to use the Tire Rack brand name as TIRERACK.COM online, TR Wholesale Solutions in car dealer and wholesale channels, and TIRE RACK MOBILE INSTALLATION in the mobile installation arena. The company, which is legally named The Reinalt-Thomas Corporation, currently does business as Discount Tire in most of the U.S., America's Tire in parts of California, and Discount Tire Direct online.

Tire Rack was founded by Peter and Wilma Veldman along with Mike Joines in 1979 in Indianapolis, Indiana, and grew rapidly as one of the most trusted and respected sources of information for online buyers of tires, wheels and accessories. As of October 31, 2021, privately held, family-owned Tire Rack employed more than 950 Team Members. It will become wholly owned by Discount Tire, also a privately held family-owned business, at closing. Tire Rack Team Members will be integrated into Discount Tire with the Tire Rack headquarters being maintained in South Bend, Indiana.

"We have for many years admired one another from afar, each pushing the industry forward to meet customers where they are most confident shopping for tires and wheels," said Dean Muglia, CEO at Discount Tire. "We could not be more excited about adding Tire Rack's operations and its excellent team led by Mike Joines, who I've come to know well. This accelerates our omnichannel strategy, provides a broader distribution network and a platform to enhance our B2B and fleet capabilities. Quite simply, we are better together."

"The acquisition of Tire Rack is a natural pairing of two storied, family-owned brands that built thriving businesses by treating people how they want to be treated, and focusing on delivering the best possible experiences for our people and our customers," said Michael Zuieback, Executive Chairman of the Board of Directors at Discount Tire. "We were attracted to Tire Rack for the vision they share with Discount Tire in transforming the omnichannel, B2B and fleet customer experiences. We are excited to collaborate on enhancing the tools and technologies that will advance an entire industry. Together, we will make more dreams come true for all our wonderful people."

"We believe we can provide a greater impact through better service to Customers that have chosen Tire Rack for their tire and wheel needs and provide better opportunities for our Team Members through this partnership," said Mike Joines, Tire Rack CEO. "Joining the Discount Tire family is an incredible milestone for our business, an opportunity for our Team Members and a testament to the hard work and legacy of Pete and Wilma Veldman. We're thrilled to become a part of Discount Tire, a company that serves customers through an Inviting, Easy, and Safe experience while also taking care of and valuing their Team Members."

05/29/2021

Myth: big FMIC creates lots of extra turbo lag

Assumptions:
Volume small IC = ΒΌ of BIG FMIC
Big FMIC (600x300x60mm): 0.01 m3 or 10 liter
Small SMIC: 2.5 liter or 0.0025 m3
Extra volume to compress under boost: 7.5 liter or 0.0075 m3

Boost: infinitely high, so the extra air volume needs to be compressed to zero volume (yeah, I know)

Turbo flow (GT3076R; theoretically): 55 lbs/min or 0.37 m3/s

How much lag is created when GT3076 compresses the extra volume of air from BIG FMIC to gazillion PSI boost?

High school math applied:
0.0075 m3/s divided by 0.37 m3/s = 0.02 s.

Answer: the extra lag for going from tiny SMIC to BIG FMIC is 2/100 of a second.

Reality: certainly much less than that.

==> BUSTED

Need more Torque?A thing of beauty!"It would go on to make 493 HP and 738 ft/lbs of torque, a ridiculous figure for any ...
04/29/2021

Need more Torque?

A thing of beauty!

"It would go on to make 493 HP and 738 ft/lbs of torque, a ridiculous figure for any vehicle in this class regardless of price or brand, even today. It truly was unique. Not to mention, it could make hundreds of ft/lbs of torque over the advertised figure, but was limited by the sloppy 6-speed automatic gearbox."

No, its not found on Craigslist: "It sold terribly, only about 50 units over the full course of production of 4 years. Audi expected 40 units a year at the starting price of $132,000."

03/08/2021

Regarding "Race N75" boost control solenoids:

All these solenoids are duty cycle control by the ECU. Same duty cycle for all versions of the solenoids. Ratio of valve open to valve close determines how much air (boost) is going to the wastegate actuator. That amount (against the spring pressure of the wastegate) determines how much the wastegate opens.

The LESS air that goes to the wastegate, the more boost.

A LEAKING solenoid for example results in higher boost.

A "RACE" solenoid often has a leak on purpose. The wastegate stays closed longer, opens later.

A leaking/race solenoid often results in a brief overboost (actual boost higher than requested boost (from tune)).

Using a leaking solenoid is comparable to adding a spring to the wastegate, or increasing the pretention of the wastegate spring. In both cases, it takes more air from the solenoid to the wastegate before it opens.
Both resulting in an initial boost 'hump' (overboost) in a boost log; the ECU will eventually bring the boost to the correct (as specified in the tune) boost.

01/11/2021

2.7T blocks - APB vs BEL - 'stronger'?: here is some useful information regarding the assumption that BEL engine code blocks (later A6 and Allroad models) are (somewhat) stronger (taken from Audizine user britishturbo):

Block versions:

Version 1:
APB - Early, 2001 and before :
Part Number # # # # # # # # # A*
No identification marking between banks
Producstion Year 1999
Plastic bolt in crank lock pin plug
Outer Main Bolts go through Main Web into "window"
Outer and Inner Main Bolts the same length
Window ~ 50mm wide
Window to Main Journal ~ 13mm

Version 2:
APB - ???? :
Part Number # # # # # # # # # BF
No identification marking between banks
Producstion Year 1999
Plastic bolt in crank lock pin plug
Outer Main Bolts do NOT go through Main Web into "window", stronger
Outer Main Bolts shorter than Inner Main Bolts.
Window ~ 40mm wide
Window to Main Journal ~ 16mm

Version 3:
APB - Late, 2001.5 and after :
Part Number # # # # # # # # # BF
"BF" identification marking between banks
Producstion Year 2000
Plastic bolt in crank lock pin plug
Outer Main Bolts do NOT go through Main Web into "window", stronger
Outer Main Bolts shorter than Inner Main Bolts.
Window ~ 40mm wide
Window to Main Journal ~ 16mm

Version 4:
BEL - 2003+??? :
"BF" identification marking between banks
Production Year 2001+
Screw in metal crank lock pin plug
Outer Main Bolts do NOT go through Main Web into "window", stronger
Outer Main Bolts shorter than Inner Main Bolts.
Window ~ 40mm wide
Window to Main Journal ~ 16mm

Here is one reason why you:- need quality turbo (no ebay china junk)- run good full synthetic oil- be thankful for your ...
07/25/2020

Here is one reason why you:
- need quality turbo (no ebay china junk)
- run good full synthetic oil
- be thankful for your after run coolant pump (Audi TT225, 2.7T, etc)
- keep stuff away from your turbo
- should not think your cone filter sitting right above is making more power and qualifies as a cold air intake or doing anything but make noise

06/07/2020

When tuning with pump gas (note: with E85 knock is not anymore a relevant factor, and finding the sweet spot of tuning has to be done differently), the ECU puts an end to any unsafe settings we might be trying to squeeze a bit more out of the set up. One of the 'hard' ECU overrides is what we call 'timing pull', the ECU taking timing advance out based on the signal from the knock sensors.

This post is worth reposting to understand why it is not wise to mess with the values/thresholds (author: silentbob):

Acceptable limits for knock voltage

OK first of all I strongly advise you to leave all the maps I will mention alone because you can cause serious damage to your engine if you change something and you don t know what you are doing !!!!
What I have read so far on Audi forums implies that hardly anyone knows how knock control works in a modern ECU so I will start with some basics first and then describe it based on a calibration workflow.
For a better understanding I will do some simplifications but if anyone has some deeper questions feel free to ask.
What is knock: When talking about knocking combustion you refer to the phenomenon that parts of the fuel/air mixture, that has not been reached by the flame front that was initialized by the spark plug, self-ignites due to the rising pressure/temperature in the combustion chamber. This causes pressure vibrations in the combustion chamber which leads to the characteristic pinging noise. The shockwaves (as well as normal engine noise) induce structure-borne acoustic oscillations that can be measured with a knock sensor.
How does knock detection work:
Main problem is to distinguish normal engine noise from knocking noise.
To do that the signal from the knock sensor is amplified, filtered and then integrated over a certain range after tdc (knock window) for each cylinder on each combustion cycle.
For calibration the engine is equipped with cylinder pressure sensors and an indication system to monitor knock while operated on an engine dyno.

As a first step you usually determine the knock windows which are KFMAKR and KEMLN in ME7 by letting the engine knock and log the cylinder pressures and Knock sensor signal.

The next step is to find a proper frequency for filtering the knock sensor signal that is least impacted by general engine noise. You identify this by a frequency analysis of knocking combustion cycles with 3D graphs that have the knock intensity and frequency as x and y and the knock sensor voltage as z (sorry can t upload an example for that). You can calibrate 4 frequencies (FMFKRBx) depending on rpm (NKRFMx) on ME7. On S4/RS4 files only one is used (12kHz).

When you have your knock windows and frequencies you can calibrate the noise levels that define the threshold between normal noise and knock. The values are calibrated for each cylinder separately in KFKEx depending on RPM and LOAD. They represent the quotient of the current integrator value to the reference level (ikr(x)/rkrmx).

The reference level for each cylinder is limited to the values in RKRMX1N and RKRMX2N. This two maps group the cylinders in quiet and noisy cylinders by a bitmask. The limit is used to ensure a good recognition under noisy engine conditions.

What is also taken into consideration is rate of change in load (KFELDY) and rpms (KFENDY) which is multiplied with the values out of KFKEx.

When Knock is detected the ECU retards the ignition angle with every knock even by the values in KRFKN/KRFKLN on the affected cylinder. When knock isn t present any more the ignition angle is phased back to normal with KRVFN/KRVFSN.

As you can see there is no easy way to link the knock voltage to how close you are to the knock limit as first of all it is dependent on the general noise level of every individual engine and second highly relative to the engine operation point and transient condition.

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