I’ve decided to continue the topic on my car, a CX 25 Gti Turbo 2, which has been modified with a VEMS engine management system including a boost controller, WBO2 sensor and EGT and various other bits and bobs, like a 900nm racing clutch, high pressure hydraulic clutch actuator, K&N Apollo air filter, GSM gear shift setup. It also has a 2400ie inlet manifold for the slightly bigger throttle body.

When it was last on the dyno it had 220hp @4600rpm and .(JavaScript must be enabled to view this email address). Hope to be on the dyno again soon after a few small modifications, where we should have a bit more horsepower, and lots more torque.

The last section of the dutch topic can be found here.

The three dutch sections before that are:
Part I
Part II
Part III

By continuing this topic on the .com version of the site, it will be alot easier for me to communicate with all the profesionals I sometimes need to question on various issues I run into.

As I said in Robin’s topic, it’s possible to try the translating option in Google Chrome to read the previous dutch topics. And as with Robin’s, it’s well worth the read!

Today I finally had some time to deal with some knock issues I’ve been having around 3500rpm and 150kpa. A couple of runs around out test lap, and that was sorted out by advancing the ignition, so I then took the oppurtunity to further increase mid-range boost, which can be gotten up to almost 170kpa now. Not sure what that does to max torque, but I expect that we should be better than 400nm now. Unfortunately, no DP engineering dynapack available so more performance figures only when we get back to Nijmegen.

Is that gonna be somewhere soon or when can we except new results?

I’ve been meaning to ask this for a long time (in the previous Dutch topics) but I’ll stop lurking and just ask.

Any chance on some detailed photographs? A lot has been posted, but not a lot of images.

Well, 98% of the bits for the new Primary Trigger are lying around waiting. If I would have had the remaining 2%, I would possibly have made a start today. But, it certainly won’t be long before the new PT is placed. Hopefully it will actually work. We did a bit of work on a primary trigger for a DS today, and that once again showed just how difficult it is to get a neat signal from a VR sensor. Hopefully the 40+1 PT will be much less sensitive.

I’m also waiting on DP engineering for pricing on the new intercooler and intake manifold. I’ve also bought a new kick ass welding machine, so I may try my hand at a (bi-turbo?) exhaust manifold. We’ll see when I get around to it, and when and if I switch over to the NY20HP.

Technoloog schreef:

I’ve been meaning to ask this for a long time (in the previous Dutch topics) but I’ll stop lurking and just ask.

Any chance on some detailed photographs? A lot has been posted, but not a lot of images.

I don’t mind making a few photo’s but like many things, it’s got alot to do with (lack of) time. The hassle of taking pictures with grubby fingers is just a little too much for me. I will make an effort to shoot a series of photographs of the current setup… though there’s not that much to see, externally the engine looks almost standard other than the lack of the air meter (where the K&N apollo air-filter now sits), the 2400ie intake manifold, and some blue silicone hoses. The VEMS lives at the front seat passenger’s feet, invisible. I’ll be adding an in-dash LCD with some VEMS readouts when the new PT setup goes in.

Ofcourse, people are welcome to come by and save me the trouble of making photo’s.

Remind me please, where would that be again? I faintly recall you live in Leiden.

The NY20HP?

A black Gti Turbo 1 we have in storage… with a entry date of january 1986.

And oh yes, I do live in leiden, though I am to be found in Abbenes on weekdays…

Another small update on the SV. It once again survived the 4200km holiday in france with no real problems other than a flat tyre. Seeing as I don’t generally bother with a spare, this caused a 2.5 hour delay to find two new tyres, which aren’t even Michelins, amazingly enough, they couldn’t find two of those without a three day lead time. So, I’m going to have to get myself two Michelins at some stage in the near future.

The tyre lost pressure at about 140-150km/h on the autoroute. Amazingly enough even without the radio on and the windows closed, the only indication I got that there was something wrong was when we started smelling burnt rubber. I didn’t feel it in either the car’s response or steering untill after it had essentially been ripped to shreds. Right front tyre. I was impressed by the effects of diravi and hydraulics once again.

For the rest, the focus is going to be on the SM for a while. I’ll just keep the SV running untill that is ready, though I may carry out a few VEMS tests on it in the meantime in order to finally arrive at a viable, a commercially saleable setup for CX’s, but I’m holding off on any modifications that are for my personal amusement untill the SM is available as a daily driver on LPG.

sans-pareil schreef:

the only indication I got that there was something wrong was when we started smelling burnt rubber. I didn’t feel it in either the car’s response or steering untill after it had essentially been ripped to shreds. Right front tyre. I was impressed by the effects of diravi and hydraulics once again.

I think Diravi hasn’t got that much to do with that: it’s al hydropneumatics: I blew two fronttyres on my Xantia (one instantaniously, the other one slowly)  and didn’t notice it in the car’s behaviour.

The blown one I heard, so I stopped and found out there was a hole in the tyre’s wall.

The slow one I didn’t notice until a BMW-driver (BMW-club-Nederland on the rear screen) told me I had a flat tyre….

While not going into the course stability merits of Diravi, I feel it’s time for a little international update on the SV.

Since last posting in english, I’ve been fiddling with some things, and we’ve installed the new turbo, and also put on a ford RS200 cosworth intercooler. Don’t much like the look of it though, so I’m changing that around to something just as big, that doesn’t stick out all over.

Performance has obviously changed alot, with the power coming in a little later, though I don’t feel the car has gotten any slower at lower revs, when the turbo comes in the anemia that was apparent with the previous turbo is completely gone. I’m going to make some more modifications soon, namely a very much bigger exhaust pipe and finally do something about that primary trigger.

Not sure anyone actually reads our international version, but I still believe it has merit, so here goes. Been a while since my last .com posting. I’m at what I call a “stable level” again, meaning that the current setup is stable, and doesn’t have pipes coming off every day and what not. Everything is working very well.

The car went on the Dyno on the 29th of may at dp-engineering. The result was 271hp at about 4800rpm and 486Nm of torque at 3800rpm. It goes, and we’re getting there. All that was done was a gt30r turbo, bigger intercooler, some new piping to connect it all up, upgrade the VEMS to 1.1 firmware, and put it on the dyno for a few hours. The 30th of may was spent dealing with some unpleasantness that showed up on the dyno, like a failing alternator.

On the 1st, I went on a 2000km classics rally, le Citron Presse, and the car accelerated around the Elzas hills completely problem free, didn’t even consume any oil, not a drop, and it was more economical than ever before on the way there and back over the highway. I made a short video of the 80-120 sprint in 3rd gear, it’s what I use to measure the real world effects of the modifications. 4.8 seconds was with the wastegate fully bottomed out in the OEM setup. 4.0 seconds was after the first round on the dyno with the VEMS programmable engine management system, and in this most recent video I make it around 3.3 seconds.

All in all, I’m more than satisfied with the results, and actually so little was done, that there’s lots of growth potential yet.

Nice man, sounds really good system you have.