329 replies to this topic

[Duncan VXR]

LOL need less food and beer so I can fit back in the track car

[SteveA]

So does the VAG lump have an LSD?

[Duncan VXR]

So does the VAG lump have an LSD?

Only if you put one in steve but this one will

The S3 setup uses the 4wd but this is out of the edition 30 so fwd and any of the 6speed 2wd boxes fit as I dont need speed signals etc which you do in the canbus / vag stuff

DG

[SteveA]

So are you using the VAG ECU or something stand alone? Does this mean you need to make a new wiring loom and if so how do you deal with the standard imobiliser?

[Duncan VXR]

Morning Steve, using audi ECU, immob and other bits that would cuase pain due to not running canbus reprogrammed. Using VAG loom / vaux hybrid - basically making my own section to plug and play connection the VAG engine / ECU loom connect directly to the VX one Been the n/a the stack dash makes it even easier but retaining full stock vx layout aqnd warnings and even start with button and stock key. If luke wants any extra gauges can do that at a later point Also wiring in the obd2 diag port off the vag ecu for future error code reading and mapping requirements. The current changes were made with the ECU off the car DG

[NickB787]

and I thought the z22se to z20let ecu would be fun great job the Duncan

[SteveA]

So once this is done do you think you might offer a kit with driveshafts, mounts, GB linkage, loom etc? If so how much? Not that I'm interested btw Also do you think DSG would be possible at a sensible price point?

Edited by SteveA, 02 February 2012 - 11:48 AM.

[Winstar]

I do think a lightweight small v8 with a decent power output would make the vx a bit of a supercar (noise content and looks ) but for power the 2.0 tfsi can make the same with ease and lighter and less work to fit

but if you're using that logic then there's no point changing either of the original engines

Edited by Winstar, 02 February 2012 - 12:31 PM.

[Duncan VXR]

Steve, I am cad drawing everything made, had a slight delay due to MAJOR OCD issues and on 3rd set of alloy brackets fo rthe mounts which I have made slight adjustments to ref engine position...again lol ECU work recorded for further conversions so ECU already plug and play now and plan to have plug and play loom Shafts will start as joined by myself for testing and review if they are upto the job or a one piece item but future would be S155 steel drawn made at my local propshaft place, used them before for such needs Mounts are easy, well they retain the stock top mounts just beefed up vibra items using my alloy brackets, bottom mount retains stock pickup point but again custom brack to the vag box (vx vibra insert bottom mount) Linkage not addressed yet but 2 options 1. custom box section and retain vx lever section 2. fit the vag select inside and extend cables if required or use longer ones from other models I have a dsg spare and fits fine - its not as wide as the manual 6 speed but just deeper in depth - test fitted in lukes prior to removing - the dsg fitting is not the issue but the wiring as it relies on the can bus reading and these dont exist on the vx install, needs various speed and abs signals and to date its not really a done conversion even in the older gold / vag stuff and those who have cracked it dont tell you The DSG box is HEAVY! the newer dry cutch 7 speed item would be better Maybe see what I do with theoldians car next year if we go with his plan - very track focused power plant - thats all you get for now though I have been asked by a few ref the kit but these bits are the hard work tbh and not sure at this stage if I would sell a diy kit although will consider it, most of the cost of conversion are bits you need for a stage 4 - 3" exhaust, CC (I/C no good for over 320bhp on track, based on data provided by PA who do a big I/C and C/C for the vag conversions on elise) I have a very possible 2nd conversion in the waiting if you wanted to add to the list Steve happy to help you out As you would guess, all the real hard work getting done now and I like to get it right 1st time - lucky for luke he is not paying for all the many many hours playing to get it spot on - but this is the nature of a conversion for the 1st time Hope that helps your all, give you anymore info you would not need me lol The 3 road/track cars for the summer should impress DG

[Duncan VXR]

I do think a lightweight small v8 with a decent power output would make the vx a bit of a supercar (noise content and looks ) but for power the 2.0 tfsi can make the same with ease and lighter and less work to fit

but if you're using that logic then there's no point changing either of the original engines

I have not in the standalone garrett conversion

May have an option of buying the new RS3 engine which if I can get at teh right price and steal the money off sarah be my own future conversion - prob drop it in the skoda for now lol

DG

[SteveA]

The DSG box is HEAVY! the newer dry cutch 7 speed item would be better

Just thnking that sequential gears or even paddle shift would be ace on a track car. I like the idea of shifting in tenths of seconds.

Edited by SteveA, 02 February 2012 - 12:51 PM.

[techieboy]

I like the idea of not having to persist with trying to H&T in this fecking car.

[Duncan VXR]

Ok thought I would share a small update / well a picture lol



Well as per previous update this is version 3 top engine side mount bracket after my OCD took over and made 2 revisions to the engine location lol

Will get a pic of it fitted but seems the extra few hrs of triple checking and measuring means it fits like a glove......never doubted my drawing for a second lol

Hoping the weather eases off this weekend to do more and hopefully drop zacs car off to the RR

DG

Not this is done I can triple check the box mount which it a bit less wrok and finish the bottom bracket which needs to have the others finished 1st

[Duncan VXR]

Some more pictures

Drivers side top mount had further work to counter sink the bolt not shown in picture and the gearbox adaptor plate has been drilled, tapped and the spacers redone with added 5mm as required to make the spirit level happy

Will get some of the finished pics up this week as it was late when fitted last night and too clold to get camera out lol

So finish bottom mount this week and can get started with driveshafts

DG

[Duncan VXR]

Oh and machined a section of the plate off to clear the gearshift mech

[JG]

DG

The sheer on those two bolts looks pretty unkind? I think i'd want some form of triangulation, or at least some form of mounting in the horizontal plane rather than the vertical.

Great project though.

[Duncan VXR]

I had been reviewing this myself JG when I made it from billet alloy over the steel option - the billet alloy is 20mm thick and have ran it past a good friend (engineering bod) who stated as it was not solid mounted it should be fine but would not be a great pain to beef it up if required so will get him round to actually have a proper look for me DG

Edited by Duncan VXR, 13 February 2012 - 10:08 AM.

[fezzasus]

The stresses on the bolts in that mounting arrangement shouldn't be much different to the original mounting approach. DG: I still want a set of those mounts

[Duncan VXR]

The span of distance between the location points is a bit wider than the oe vag mount but the same M12 bolt used and good inch of thread travel under the plate. Fezzasus still not 100% sure if I am going to offer the mount / shafts / conversion kit seperate or not and just trying to get Luke car done in good time for some testing before ND. Maybe have a chat about it in the near future DG

[JG]

The stresses on the bolts in that mounting arrangement shouldn't be much different to the original mounting approach.

Yes it is, its completely different.

On the standard engine,. the mounting is bolted on the engine on the horizontal plane. so the bolts are stressed along their length (which is what they are designed to do). on the above configuration there is now a sheer stress across the bolt, which they don't like at all. On the standard arrangement you also benifit from having a greater surface contact area which helps.
I can work out the stresses and strains if i had a few measurements, the rough weight of the engine, and the relative locations of the mounts to COG. Big enough bolts may take it, its just not very good practice imo. This might illustrate it better.