Yes, I have access to K04 (or pretty much any other, certainly lots of KKK) wheels. Is the shaft diameter the same? How easy can the turbine wheel be remove/reinstalled from the shaft?

What is involved in replacing the current K03 setup with a K04 setup (exhaust, air, lube, cooling, mechanical connections)? If not much (ideally, TRUE one-on-one replacement without ANY mods), this would be a better way (possibly even modifying the wheels/housing for better characteristics, similar to what was done to the K03)?

If a lot: can a K04 exhaust housing be bolted to the K03 (again: manifold flange and test pipe connection fit)?

 

just think as a ko4 as a ko3 same thing you dont haft to change anything but i would recommend retunning the car

 

Can you get:

• turbine housing from K04-015
• Turbine rotor from K04-015 (or) K04-020

 

Slappy, I use a K04-015 (since it is 'fully interchange' for installation on the 1.8T) as a base.
What is the difference (in characterisitic) between the 015 and 020 turbine rotor?

Still looking for injector and file.

 

Slappy,
coming back to this older post.
Finally managed to a) get my hand on son's car and b) learned to log with VAGcom.

Naturally, I didn't get all the data I should have. But below is what I logged. Max. Boost was 16.5 psi (likely because it was 40 deg. Normally is 18.5 psi) at 4000 rpm (dropping to 10 psi at 7000 rpm).

Surprises:
a) MAF shows a max of 165 g/s. What is the practical limit for the MAF?
b) Injector timing seems to max out at 16.32 ms? But already at 2500 RPM???
c) N75 is starting to 'pull back' boost (?) at 2900 rpm. Because 'running out of fuel'?
d) not sure what to make of the ignition timing.

Obviously, the small K03 hot side (stock wheel, slight clip, only 'massaged' housing) is very limiting (will be fixed going to a K04 based setup).

Comments and interpretations, please!

With the larger hot side of a K04 based turbo, I also hope to fit a slightly larger compressor wheel into the K04 compressor side.
Not sure if it helps, but I am currently opening up a stock AEB exhaust manifold to improve flow/reduce back pressure (3" down pipe + Miltek, no cat already on; other: Carbonio intake, FMIC, APR F1; AFPR standing by).

Is 200 g/s with the stock MAF realistic?

Tune and injectors: everyone is still pointing at the GIAC PC16. But is 31 lb at 2.8 bar (good for 60 hp at best) sufficient?

Not sure what the last word is on the Unitronics file for the Frankenturbo (chart shows 222 g/s at 32 psi for the FH4, K04-15: 185 g/s); last I read was the 'crash and burn' posted by Unitronics somewhere. What is current status?

Since money for the tune is a big factor, going for a custom tune (and dyno) is not an option.

 

A. Stock max reading for the ndbw MAF is 189 g/s, higher if the tuner has changed the scale for the maf 0-5 volt signal.

B. On the ndbw cars the max injector reading is what your seeing, after that the ecu just dumps fuel.


Did you log block 022 which is the timing correction readings?


Why do you say the K03 is limited? I made 250chp with my stock K03 and was pushing up to 215 g/s with it. I have also seen the K04-15 on the 2000 GIAC J31 file hit 215 g/s pushing 25-28psi.

 

==> My assumption (pointed out by forum posts) is that my current K03's limit is on the hot side (almost stock) while the cold side with the K04 wheel is probably not (boost drops from 18.5 at 4000 to 10 at 7000).
But with the data, I know suspect that running out of fuel so early, and at the same time wastegate duty cycle jumping up, that the ECU is cutting in (to prevent lean condition), probably long before the turbo is at its limit?

I contacted Unitronics today what/if they offer for AEB K04, since I saw posts for 'stage 2+' (for example on Frankenturbos) files using 380cc (36 lb at 3 bar) and larger MAF. As opposed to GIAC PC16 using 31lb (325cc at 3 bar). I would like to get the tune and injectors and run it on the current setup (before the K04 based turbo is going in).

 

Timing readings on block 003 are the actual timing readings, you want to log block 022 to see how much timing the ecu is pulling in each cylinder.

How can the ECU cut boost because the car is running lean? It isn't like your ndbw ECu is even using the 02 sensor reading during WOT, it only uses it during Idle/PT. This is why it is so much harder for the tuners to make good tunes for the ndbw cars and why you see so many running either rich or lean at WOT. The narrow band ECU's dont have a target(spec) AFR to look at during WOT like the wide band cars.

The WG duty cycle is a set value based on throttle position, rpm and engine load. So if it is dropping it is because one of them is not what it should be.

As for injector on time, yes it can seeing that the ECU can leave them on as long as it wants. Hell I saw injector readings on my K03 setup that were well into the 30's.

BTW what does 7k have to do with a K03 or K04? Anyone running that size turbo to 7k is out of their mind seeing that both the K03/K04 are pretty much out of breath by 5500-6k rpm when pushing high boost. On my K03 setup I was shifting gears way before 6k.

 

==> Thanks. Will look for that blog for the next logging session.

==> Good to know. But the ECU effectively is cutting boost by controlling the N75. Just as you point out (above and below) not by using O2 sensor values.

==> If not based on O2 values, how is the ECU (if at all) preventing 'lean'? I would have expected lean codes (with stock injectors maxed out, MAF of 165 g/s and higher boost). Surprisingly: no codes.

==> Need to look at the 3 values you mention then to understand why the N75 valve is opening the wastegate, with engine load being the only parameter influenced by the turbo setup. ECU must be seeing engine loads that are too high (for the throttle pos/rpm).

==> Is maxing out (16.32 ms) an indicator for 'fuel limitation'?

==> Mike: Logging, not driving/shifting. 2 different things!

 

ECU does not throw lean/rich codes during WOT, only for too rich or too lean of a Fuel trim correction at idle and part throttle. So if the car is going lean/rich during WOT you will not get a code at all.




It could mean a few different things. The injectors are to small, MAF readings are causing the ecu to spray way too much fuel for the actual amount of air coming in or the tune is just all screwed up. Did you check block 032 readings with the key on and the engine off?

Yes I understand that, but I pretty sure you are driving while your logging. lol
No point in logging something that is pretty much pointless doing just to drive the car. Well unless people like driving the car well outside its power band and where it is making way less power seeing that the power is taking a nose dive.