Where is the "Sweet Spot"
Where is the "Sweet Spot"
Hi Guys,
I've been doing some additional research here on the forums & I'm starting to wonder. Should I continue to mod my vehicle (06 S-Line 2.0t CVT FWD) or just stop at the APR Stage 1 phase? Are our cars really only to be capable of mid 13's to low 14's 1/4 miles on the stock turbo? Don't get me wrong I'm sure the additional power is going to transform the vehicle into a completely different animal, but where is the "Sweet Spot" going to be? Meaning, it doesnt look like I will be hunting any EVO's or Scooby's from stop light to stop light. But will our cars be more avantageous from a specific MPH against the opposition?
I'm not really looking to build a 1/4 mile killer by any means, but I didnt expect it to be so difficult to get a nice and some what reliable mid to high 12's car out of this beautiful automobile. To be quite honest my 05 S2000 (RIP) would absolutely smash my Audi in a drag race. On the freeway from a 60mph roll might be a different story, but thats what I'm attempting to determine. Should I continue to upgrade or not? Is this vehicle meant to be more Eye Candy or is there some kind of untapped potential as a daily driven performance vehicle that could compete against other vehicles in it's class?
It seems that the reality is high 13's is going to be its climax without going ballistic in the mods department. Please dont think I am in any way knocking Audi. I have always loved the brand & have always been more of a fan of the older Urr Quattro Coupes & 4KQ's, which have unreal drag racing abilities. Has Audi just decided to leave their roots in the past or has the aftermarket just not caught up with the newer technology on these particular versions yet?
I've been doing some additional research here on the forums & I'm starting to wonder. Should I continue to mod my vehicle (06 S-Line 2.0t CVT FWD) or just stop at the APR Stage 1 phase? Are our cars really only to be capable of mid 13's to low 14's 1/4 miles on the stock turbo? Don't get me wrong I'm sure the additional power is going to transform the vehicle into a completely different animal, but where is the "Sweet Spot" going to be? Meaning, it doesnt look like I will be hunting any EVO's or Scooby's from stop light to stop light. But will our cars be more avantageous from a specific MPH against the opposition?
I'm not really looking to build a 1/4 mile killer by any means, but I didnt expect it to be so difficult to get a nice and some what reliable mid to high 12's car out of this beautiful automobile. To be quite honest my 05 S2000 (RIP) would absolutely smash my Audi in a drag race. On the freeway from a 60mph roll might be a different story, but thats what I'm attempting to determine. Should I continue to upgrade or not? Is this vehicle meant to be more Eye Candy or is there some kind of untapped potential as a daily driven performance vehicle that could compete against other vehicles in it's class?
It seems that the reality is high 13's is going to be its climax without going ballistic in the mods department. Please dont think I am in any way knocking Audi. I have always loved the brand & have always been more of a fan of the older Urr Quattro Coupes & 4KQ's, which have unreal drag racing abilities. Has Audi just decided to leave their roots in the past or has the aftermarket just not caught up with the newer technology on these particular versions yet?
2nd Gear
Joined: Jan 2006
Posts: 960
From: Sylvania, OH
Stage 2 or Stage 2 plus and quit. Not worth any more money on a FWD CVT car. I will never be in the 13's with your set up but it will feel like it should have from the factory.
If you had AWD and manual I would suggest a turbo upgrade but ony then.
If you had AWD and manual I would suggest a turbo upgrade but ony then.
Thanks again for the info, I appreciate it very much. Just kinda trying to figure out when to say when. So being a CVT, that would eliminate me from ever wanting to eventually upgrade to a larger turbo? Are the CVT's really that prone to failure? Or is it more of a holding/slipping issue due to the design?
Would additional upgrades beyond stage 2+ be a realistic goal if I was more concerned with building a freeway flyier vs. a drag race vehicle? Would the CVT still give up the ghost if I went that route instead? What exactly makes the CVT a performance no show besides it being a parasitic leech?
And finally I believe I came across a thread here on the forums that went into detail about doing maintenace on the CVT that could help prolong its life. I've tried to locate it again, but when I search CVT it doesnt come up. Maybe if your familiar with the tread i'm talking about you can point me in the right direction.
Thanks again for your insight, much respect!!!
1st Gear
Joined: Apr 2010
Posts: 69
From: Chalfont, PA
I think the biggest drawback of your car is the fact that it has a CVT, which is not meant to be a real powerhouse of a transmission, the way a fixed gear setup is. Here's a write up on what exactly a CVT is, which (somewhat) explains why it isn't meant for raw power.
A regular automatic transmission has a fixed number of gears. The number of gears, or speeds, is what gives a transmission the designation of four-speed automatic, five-speed automatic, etc. In contrast, a continuously variable automatic transmission has an infinite number of gears, made possible by a system of variable pulleys and belts. If it sounds complicated, that’s probably because it is. After viewing a video of how one of these things works, we can best describe its operation as “magic.”
So, what do the variable pulleys and belts mean to you? In a car equipped with a CVT there are no noticeable gear shifts like you would feel with a regular transmission. Anyone who has driven a regular automatic transmission knows that engine speed drops during the shift from first to second, third to fourth, etc. That drop in rpm during shifts can put the engine below the rpm range where it makes power; an engine makes its peak power at a certain rpm — 5,000 rpm, for example. In a CVT-equipped car, the drop in rpm never happens.
When you punch the accelerator on a CVT-equipped car, the rpm will rise to where the engine makes the most power, let’s say 5,000 rpm, and it stays there while the vehicle accelerates. Some people are put off by CVTs because it almost feels as if there’s something wrong with the car — like the transmission is slipping, even though everything is fine. After a couple of runs around the block, that initial feeling disappears.
CVTs can be found in most hybrids, like the Honda Civic, Toyota Camry, Nissan Altima and Ford Escape hybrids, as well as cars like the Nissan Maxima, Altima and Sentra. The CVT started off in small cars only, but advancements in technology have made it strong enough to handle the demands of heavier, more powerful cars.
Cars.com staff, summary of 2007 Audi A4 with CVT:
“Audi's ultra-smooth multitronic CVT works masterfully and subtly. After slight hesitation during takeoff, the car moves ahead with some haste. Passing attempts at low speeds, however, sometimes yield a shortfall of response. You hear a little engine noise while accelerating with the CVT, but not much.”
A regular automatic transmission has a fixed number of gears. The number of gears, or speeds, is what gives a transmission the designation of four-speed automatic, five-speed automatic, etc. In contrast, a continuously variable automatic transmission has an infinite number of gears, made possible by a system of variable pulleys and belts. If it sounds complicated, that’s probably because it is. After viewing a video of how one of these things works, we can best describe its operation as “magic.”
So, what do the variable pulleys and belts mean to you? In a car equipped with a CVT there are no noticeable gear shifts like you would feel with a regular transmission. Anyone who has driven a regular automatic transmission knows that engine speed drops during the shift from first to second, third to fourth, etc. That drop in rpm during shifts can put the engine below the rpm range where it makes power; an engine makes its peak power at a certain rpm — 5,000 rpm, for example. In a CVT-equipped car, the drop in rpm never happens.
When you punch the accelerator on a CVT-equipped car, the rpm will rise to where the engine makes the most power, let’s say 5,000 rpm, and it stays there while the vehicle accelerates. Some people are put off by CVTs because it almost feels as if there’s something wrong with the car — like the transmission is slipping, even though everything is fine. After a couple of runs around the block, that initial feeling disappears.
CVTs can be found in most hybrids, like the Honda Civic, Toyota Camry, Nissan Altima and Ford Escape hybrids, as well as cars like the Nissan Maxima, Altima and Sentra. The CVT started off in small cars only, but advancements in technology have made it strong enough to handle the demands of heavier, more powerful cars.
Cars.com staff, summary of 2007 Audi A4 with CVT:
“Audi's ultra-smooth multitronic CVT works masterfully and subtly. After slight hesitation during takeoff, the car moves ahead with some haste. Passing attempts at low speeds, however, sometimes yield a shortfall of response. You hear a little engine noise while accelerating with the CVT, but not much.”
2nd Gear
Joined: Jan 2006
Posts: 960
From: Sylvania, OH
The CVT will be fine for stage 2 plus ar K04 as a freeway flier. It will be fun i'm sure. It's the lack of traction down low is what you will hate. If you are not drag racing and plan to keep the car enjoy your mods.
I personally would not go bigger turbo without a manual AWD because I like to launch fast and my GTI is sick with no traction at stage 2 Plus. The A4 is so heavy it needs Stage 2 to feel like it should have from the factory.
I personally would not go bigger turbo without a manual AWD because I like to launch fast and my GTI is sick with no traction at stage 2 Plus. The A4 is so heavy it needs Stage 2 to feel like it should have from the factory.
