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About Daemon

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    Ford Fiesta ST

    That's not the only place there can be problems with that line. It runs from the back of the intake manifold past the throttle body around the side to the fuel pressure regulator and then on down to the combi valve (emissions stuff) actuators. It's a semi-rigid line and is plugged into various rubber fittings connecting it to hard T's and such. The hose or T's can crack or more commonly the hose is simply pulled loose from one of the rubber fittings causing both a manifold vacuum leak, and improper operation of the FPR. This'll almost always throw some sort of emissions fault causing the CEL to light so most people don't need to worry about this if they don't see the light. BTW, during the installation of a supercharger (with radiator clip off), it's not hard at all to catch one of those vacuum lines while working on the front of the car. I'd be surprised if the original problem linked above, didn't have something to do with the supercharger install. Not to mention that people often tap in there right next to the T for their boost gauge. ian
  2. EVO this month...

    Regardless of software updates, I don't know how they figure the MkV has better power to weight ratio. MkIV 3250-3300 lbs. rated 240 hp. 13.5-13.75 lb/hp MkV 3513 lbs. rated 250hp. 14 lbs/hp. The MkV makes up for its portly nature in the 0-60 with DSG's quick shifting. That's about it. Sport Auto complained that it was slower at high speeds when they tested it on the Nurburgring. That extra 300 lbs will also eventually catch up to you with early brake fade and greasy tires when pushed hard on the track for more than a couple laps. ian
  3. VAG-COM and HPP?

    [ QUOTE ] What about leaving the handbrake on 1 click. That'll disable the Haldex. [/ QUOTE ] Only if you're rolling. From a stop, pulling the handbrake will not disable Haldex. Here's a launch in the snow with handbrake pulled. http://www.thud.us/videos/car-av/r32-launch-snow-ebrake.avi ian
  4. VAG-COM and HPP?

    Actually, any time you just scan the ABS controller, it has the side effect of disabling ABS/EDL/ESP and Haldex. Wouldn't trust it to do a 2 wheel dyno pull or anything, but for general diagnostics it works fine. ian
  5. HPA turbo, or money towards RS4 fund ??????

    The turbo sounds good, but I'd trade it for the stock exhaust note (while keeping the turbo's power) in a heartbeat. I've always listed the exhaust note of the R32 as one of it's top 3 best features. Example.. http://www.thud.us/videos/car-av/r32-snow-teaser2.avi ian
  6. HPA turbo, or money towards RS4 fund ??????

    [ QUOTE ] I personally would go for a stage 2 VF supercharger that puts out in excess of 350bhp. [/ QUOTE ] Rated at 350hp, and makes that, but no more. The VF Stage 3 is rated at 450hp. Here's the thing. I spent some time on the track in my FT360 running with a guy with a VF Stage 3, and he couldn't pull on me at all on the half mile long front straight. Not an inch. Later on the highway, we did some in gear pulls.. 4th gear at 80mph, hit the gas, I pulled about a length and a half on him, by 120mph. 5th gear at 80mph, hit the gas, I pulled about 5 lengths on him by 120mph. 6th gear at 80mph, hit the gas.. wasn't even close. Basically for the VF Stage 3 to hang with even the lowly FT360 he's gotta be a gear lower and shifting all the time. He consoled himself with the thought that maybe it was just because we're at high altitude and the turbo isn't affected as much as the supercharger. Then I talked to a couple folks from Southern California, who are good friends with each other. One had a VF Stage 3, the other FT360. They said the results were exactly the same at sea level. The VF car felt faster because of the top end rush, but head to head, the FT360 pulled on the VF car every time in gear, same rpms. Each in their optimal rev range, about even. Basically HPA pretty much makes sure that they make their rated power even on the lowest octane premium fuel available, and otherwise are generally considered to be under-rated. FT360 makes more like 400.. FT400 makes closer to 425-450.. and so on. The only thing I don't like about the FT kits (and true of any of the really efficient turbo kits) is they just kill the R32's beautiful exhaust note. They use all that wonderful sound and pressure to spin the turbine and you just get a big whooshing sound from the exhaust. http://thud.us/videos/car-av/r32-hpa-exhaust.wmv (Anyone who's videoed a stock R32 knows, you'd still be hearing it from a half mile away). I'm still working on options to get some of the noise back. ian
  7. How far is have you gone at 0 miles !

    I've done about 35 miles with it reading 0 miles till empty (on a road trip with no gas stations closer), rolled into the gas station on fumes, and I put 16.7 USG into the 16.4 gallon tank. The needle moves really quickly once it gets down into the red, probably because the bottom of the tank is curved or something, so the futher it drops, the faster it drops. ian
  8. Correct order for bleeding brakes??

    The information posted above is incorrect. The MkIV R32 has the ITT Mark 60 IE ABS system and Bentley says that the bleed order for that is Left front Right front Left rear Right rear. Basically nearest to farthest. The bleed order posted earlier is for the ITT Mark 20 IE System. ian
  9. Evo magazine - Mk4 & Mk5 0-60 times

    [ QUOTE ] Especially now you have that new pre-cat muffler - right Ian? [/ QUOTE ] True, but not what I was implying. N/A MkIV R32 versus N/A MkV, I'll still take the one that's 300lbs lighter. ian
  10. Evo magazine - Mk4 & Mk5 0-60 times

    6.4 is also VW's MkIV factory time. Coincidence? or laziness on EVO's part? That said, the stock US-spec R32 ran 0-60 in 5.8 seconds as tested by Road and Track, and 5.9 seconds as tested by Motortrend and that's with two shifts to get to 60mph, each costing about 0.4 seconds. DSG drops the shift time close to zero, but you also can't launch a DSG car as hard, so who knows. In the real world you don't race from 0 to 60mph and quit. Would if I worry if I saw a MkV R32 next to me at the light? Not one bit. ian
  11. R32 on the track.

    [ QUOTE ] I was advised to keep the tyre pressures above normal for that very reason on a track day - you wouldn't want a soft tyre coming off the rim on a fast corner, would you? [/ QUOTE ] The point is, if you hit the track at stock street cold pressures, the hot pressures will rise way too high to maintain good grip and if the tire is sliding around it'll overheat and melt. For instance, if I started at my usual 38-42psi that I run on street, the pressures would be over 50psi hot, after a session on the track. That's why he suggested lowering the pressures a bit instead. Ideally you should just bring a tire pressure gauge and monitor your pressures. Run it one session and then let some air out to bring the pressures down to say.. 45psi and then keep em there. You'll find there's a pressure that gives the optimal balance of grip and sidewall rollover. Go above that, and grip goes away. Go below that, and your sidewalls will suffer. I've done a lot of track days in my MkIV R32 and the usual routine is about 1/2 to 3/4 of a lap to warm up the tires then 4-6 hot laps and 1 *full* cooldown lap without using the brakes, running at about 45mph. You can actually learn quite a lot on the cooldown lap so don't blow it off. I try to see how fast I can drive without touching the brakes by just following perfect lines. I always bring a tire stop (block of wood) that I put in the pits to park against. I park without using the hand brake for the reasons already given, and open the hood and let the engine idle to circulate coolant and oil, until the radiator fan shuts off. A hard track session can drive the oil temps over 280F, so just parking the car and shutting it off is not a great idea. Be sure to bring water to drink, and some munchies. If you get dehydrated or low blood sugar, you won't be thinking straight on the track, and trust me when I say that you need 100% of your mental facilities to be safe, and have fun. Some of my track vids here. http://www.houseofthud.com/car-av/ Anything with "PMI" or "Second Creek" is a track video. ian
  12. Launch Control

    Ya, it shouldn't strain against the brakes. If it did,then you wouldn't have experienced the "nothing happens" part when you took your foot off the brake pedal. It would have moved right away. My guess as to what the delay is all about is that DSG does the equivalent of putting the clutch pedal all the way to the floor (pretend it had one), and the delay is the time it takes for the pedal to get from the floor to the engagement point if you let it up at a slow/constant speed. In a regular manual, you learn to eliminate that delay by letting the clutch pedal quickly up to *just* before the engagement point before launching. BTW, my HPA FT360 software came with the same RPM hold "feature" that the DSG software uses. If the car is not moving, and I mash the gas to the floor, the revs rise to 4100 rpms and hold there and then we're supposed to let off the clutch at a steady pace for optimal launch. I don't like it *one bit* and most folks have found that faster way to launch the R32, ironically with less stress to the clutch, is to rev it up to about 5500 and drop the clutch pedal. The clutch hooks up immediately instead of slipping, and the tires spin for fraction of a second and the car launches very hard. When I've got a free week, I'm going to send my ECU back to HPA and have them remove the launch control rpm hold feature. ian
  13. Back from a Dyno day!

    Why are you guys all so obsessed with crank hp? Whether you run in 4 wheel or 2 wheel mode, no dyno operator can accurately determine the drivetrain loss, so any number they gave you is at best, a guess. The only number that is reasonably accurate is the power to the wheels. BTW, if you'd run in 4 wheel mode, you could have compared your awhp numbers to about 30 other R32s that have run on the same type of 4 wheel dynojet model in the US, which would have answered a few interesting questions. I didn't even realize you guys had any Dynojets over there. If it makes you feel any better, most folks around here figure 15% drivetrain loss for a FWD pull on a Dynojet which means your 217 at the wheels would be good for about 255 at the crank, but as I said it's pretty much meaningless. ian
  14. FT 400 HGP turbo kit for MKV R32

    Check out the videos in this thread, of an FT360 tearing it up on the track http://forums.vwvortex.com/zerothread?id=3085881 ian
  15. Launch Control

    That "lapse" as you call it, makes it pretty much impossible to launch *when* you want though. Be it a drag strip, street race, or just getting the jump at a traffic signal. Unless you can anticipate the launch by that second of lag, then you've generally lost the race before it's even started. I haven't driven the MkV R32 yet, but I have driven DSG equipped GTIs (both German and US spec) and the launch control just drove me nuts. ian