Remapping - MK4 R32

Quote:

---

Originally Posted by Bug_racer

After all the figures and formulae I posted up it dissapoints me that you as a tuner still dont understand about correction factors and dynos . A car should be able to be dynoed at any time , any temperature at any altitude and still have readings within 1% of each other . That is what correction factors are for .




You'll need race fuel and a re-tune



You cant compare an M3 engine to the VR6 engine

R32 head does not flow

The piston speed on the R32 is greater than the M3

Bore × stroke

M3 91.0mm (3.58 in) 87.0mm (3.43 in)

R32 85.5 mm × 92.8 mm

Not to mention the head probably flows a lot more , M3 has better exhaust manifold and you paid some $50k more for the m3 !

---

thanks seb...Iam on 98 anyways...will just a retune make that much difference?:driver:

Quote:

---

Originally Posted by Bug_racer

You cant compare an M3 engine to the VR6 engine

R32 head does not flow

The piston speed on the R32 is greater than the M3

Bore × stroke

M3 91.0mm (3.58 in) 87.0mm (3.43 in)

R32 85.5 mm × 92.8 mm

Not to mention the head probably flows a lot more , M3 has better exhaust manifold and you paid some $50k more for the m3 !

---

Exactly!

The VW VR6 cyl. head is one is the worse design's in history along with the 16V head.

If 100hp per litre is easy, every engine out there would have it.

The internal's in a M3 engine (even the E36!) is beyond what you would call normal. The E36 had a 2 section cyl. head design & was the first engine developed with infinately variable cam timing in the intake only for the 3L & then intake & exhaust on the 3.2L

The E46 cyl. head is fully CNC ported with razor sharp port divider's & very high flow properties, ultra light weight bottom end rotating & cam gear like rocker's etc. to allow it to rev.

That & along with 6 individual throttle body's perfectly sized & matched to the power requirement's, then add in infinately variable cam timing & state of he art engine management system's & it doesn't sound so easy anymore.

I know the old Lotus cortina's & such made the same 100hp per litre, but how reliable were these car's & how many have you all seen still going extremely strong after 250+K?

Quote:

---

Originally Posted by golfworx

Exactly!

The VW VR6 cyl. head is one is the worse design's in history along with the 16V head.

If 100hp per litre is easy, every engine out there would have it.

The internal's in a M3 engine (even the E36!) is beyond what you would call normal. The E36 had a 2 stage cyl. hea design & was the first engine developed with infinately variable cam timing in the intake only for the 3L & then intake & exhaust on the 3.2L

The E46 cyl. head is fully CNC ported with razor sharp port divider's & very high flow properties, ultra light weight bottom end rotating & cam gear like rocker's etc. to allow it to rev.

That & along with 6 individual throttle body's perfectly sized & matched to the power requirement's, then add in infinately variable cam timing, it doesn't sound so easy anymore.

I know the old Lotus cortina's & such made the same 100hp per litre, but how reliable were these car's & how many have you all seen still going extremely strong after 250+K?

---

interesting you blokes say the r32 head doesnt flow..iam not saying it does, lots of blokes said to me a Rs Liberty head was also a **** head that doesnt flow iva.A Bloke name Roy Goodman Engines got a rs liberty head to flow 350hps and all the lib blokes said bull****....(This was my engine)

I no its not a R32 head but are we looking in the right spots to be able to flow these heads proper? ......The right cams etc got to make a difference

Quote:

---

Originally Posted by JVLR32

interesting you blokes say the r32 head doesnt flow..iam not saying it does, lots of blokes said to me a Rs Liberty head was also a **** head that doesnt flow iva.A Bloke name Roy Goodman Engines got a rs liberty head to flow 350hps and all the lib blokes said bull****....(This was my engine)

I no its not a R32 head but are we looking in the right spots to be able to flow these heads proper? ......The right cams etc got to make a difference

---

It will flow, but not in the right area's.

Well if with technology you should see progress but as an eg.

With the right guy on the job you can get a ton more out of a dirty old early cast iron holden 2V 6cyl head with less port sizing & less overall valve sizing of a VR6 24V!

Both the VR6 12V & 24V is more ideal for forced induction than NA hand's down. some Cyl. head design's & firing order's cater for it alot better.

Eg. A VR6 is just like a early Holden V8. They both like FI but they both perform a ton better with turbo's than superchargers

Just out of interest. What is the valve sizing of both the 12V & 24V VR6?

Quote:

---

Originally Posted by JVLR32

Yeah this sounds goodly!...I have the APR as well...Does anybody know wat time period do you need to re-tune these chips?:driver:

---

If you already have APR - the 104 race gas program is probably already installed - and it will take ~ 15 seconds to switch from Stock or 98 ron programs to the race gas program.

Difference? yes - quite big - one of our hard track junkie customers here in QLD is more than 1.5 seconds a lap quicker at QR on race gas. You just have to justify the cost of the fuel!

If you have your original APR handbook, the program order & how to switch is listed inside - if you don't have this, you need to visit your APR dealer.

Quote:

---

Originally Posted by Guy_H

If you already have APR - the 104 race gas program is probably already installed - and it will take ~ 15 seconds to switch from Stock or 98 ron programs to the race gas program.

Difference? yes - quite big - one of our hard track junkie customers here in QLD is more than 1.5 seconds a lap quicker at QR on race gas. You just have to justify the cost of the fuel!

If you have your original APR handbook, the program order & how to switch is listed inside - if you don't have this, you need to visit your APR dealer.

---

ohw ok yes i have the handbook...thanks guy h:driver:

Quote:

---

Originally Posted by JVLR32

ohw ok yes i have the handbook...thanks guy h:driver:

---

Cool - don't forget to use Elf WRF or Martini 102 fuel - I think you will like the difference :)

Quote:

---

Originally Posted by Guy_H

Cool - don't forget to use Elf WRF or Martini 102 fuel - I think you will like the difference :)

---

is there anymore that i can do the chip for tuning away from the fuel sticking with 98 octane?:driver:

No, she's pretty much maxed out safely there - add a couple of turbo's - that would help!

Quote:

---

Originally Posted by Guy_H

No, she's pretty much maxed out safely there - add a couple of turbo's - that would help!

---

Or supercharger (I know a lot of people don't like it but...) :)
Guy, with the APR chip are you able to retune it for cams and forced induction setups etc?
Or is basically having to go some kind of Motec, Haltech piggy back or other replacement ecu the best option here?
Thought I'd ask these kind of questions now whilst the topic comes up.
Cheers,
Trent