VW/Audi 07K (2.5L 20V I5) Swap Thread
08-22-2019, 11:25 PM
#1456
600-700whp? For that kind of power $20k is probably in the rear view mirror... I’m targeting 450whp and, granted I’m probably going a bit overkill on the OEM plus mentality, I’ll pass $20k before too long. Could probably cut that back some if you are building a racer and can skip comfort and drivability.
I’ve got $400 in a turbo, $100 in an intercooler, I’ll have roughly $400 in wastegate, blow off valve and piping. Add another $100 for misc. crap and I should be under $10k for a turbo build that maxes out the factory fuel system at whatever we find that to be.
A nicer turbo would be more like $1800, a fully built engine probably $6k, a built transaxle likely $3k, fuel system another $1500, and giant exhaust another $1k. Obviously I’m missing things, but you quickly add another $10k.
At the same time, a lot of that goes for the LS as well. You can make more power on the stock internals, but the fuel system costs more, the exhaust costs more, the base engine costs more etc. 6 of one, half dozen of the other.
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4Lo (08-23-2019)
08-22-2019, 11:42 PM
#1457
Three Wheelin'
What's the plan for a turbo with the Gallardo manifold? I imagine there are tubing housings out there with a V-band inlet that will bolt up. The SPA cast-iron manifold looks to be such a simple and cost-effective solution and my existing Tial F38 waste gate would even bolt onto it, but now that I have seen the Gallardo manifold it would be hard to resist doing that!
08-23-2019, 12:09 AM
#1458
What's the plan for a turbo with the Gallardo manifold? I imagine there are tubing housings out there with a V-band inlet that will bolt up. The SPA cast-iron manifold looks to be such a simple and cost-effective solution and my existing Tial F38 waste gate would even bolt onto it, but now that I have seen the Gallardo manifold it would be hard to resist doing that!
I am using a Holset HX35 turbo, which is roughly equivalent to the Garrett GT3582. I purchased a .82 T3 turbine housing to run with it, so I will just fabricate a section of exhaust to go from my V-Band on the Gallardo manifold to a standard T3 flange. It will sit in between the engine and radiator, with the exhaust being fender exit. Definitely not for the faint of heart, but should be really cool!
FYI, the Garrett G25-660 that Alan is using has a V-Band inlet and outlet on the turbine housing, which makes mounting a snap. He is using a T3 flange to V-Band Adapter to go between the turbo and spa manifold.
08-23-2019, 02:00 AM
#1459
Rennlist Member
Thread Starter
The guy I’m talking to worked for Iroz, and on his next build is bumping it to 10:1, whatever that is worth. Different strokes for different folks. If I go the RS3 route it’s strictly because I find a silly deal on them and it fits my budget theme. Regardless, I don’t think I’ll be looking for more than 400whp anytime soon, as that’s what my widebody build is for.
The pistons were machined to get it down to a safer 9:1 for a non-DI engine.
08-23-2019, 04:02 AM
#1460
The spa manifold is great for packaging and is certainly more cost effective / less fab work. But like you said, the Gallardo manifold is just a thing of beauty!
I am using a Holset HX35 turbo, which is roughly equivalent to the Garrett GT3582. I purchased a .82 T3 turbine housing to run with it, so I will just fabricate a section of exhaust to go from my V-Band on the Gallardo manifold to a standard T3 flange. It will sit in between the engine and radiator, with the exhaust being fender exit. Definitely not for the faint of heart, but should be really cool!
FYI, the Garrett G25-660 that Alan is using has a V-Band inlet and outlet on the turbine housing, which makes mounting a snap. He is using a T3 flange to V-Band Adapter to go between the turbo and spa manifold.
I am using a Holset HX35 turbo, which is roughly equivalent to the Garrett GT3582. I purchased a .82 T3 turbine housing to run with it, so I will just fabricate a section of exhaust to go from my V-Band on the Gallardo manifold to a standard T3 flange. It will sit in between the engine and radiator, with the exhaust being fender exit. Definitely not for the faint of heart, but should be really cool!
FYI, the Garrett G25-660 that Alan is using has a V-Band inlet and outlet on the turbine housing, which makes mounting a snap. He is using a T3 flange to V-Band Adapter to go between the turbo and spa manifold.
Or the new GT30-770 from Garret.
08-23-2019, 06:03 AM
#1462
Cost... I’ve got $400 in my Holset and new exhaust housing. They are surprisingly good performers, albeit antiquated technology compared to the G Series and GTX Gen 2. I plan on doing a dyno comparison between me and Alan’s car. G25-660 vs HX35.
08-23-2019, 06:07 AM
#1463
when / if my turbo engine goes out, im goinh the 07k.
Keep up the good work
08-23-2019, 10:31 AM
#1464
Rainman
Rennlist Member
Rennlist Member
smaller chamber (bore) = less time for the flame front to spread to the walls, needs less advance.
larger chamber (bore) = more time to hit the walls, allows for the pressure spike of knock/det on the other side, requires less advance to not knock.
08-27-2019, 02:00 PM
#1468
What's the part number on the slave we need to use as well?
Finding things in this thread is getting harder and harder as it grows. Is there a spot we could put a spreadsheet or something, maybe the Boost Bros site or a shared google doc, that lists the additional parts needed for the swap?
Finding things in this thread is getting harder and harder as it grows. Is there a spot we could put a spreadsheet or something, maybe the Boost Bros site or a shared google doc, that lists the additional parts needed for the swap?
08-27-2019, 03:49 PM
#1470
Rennlist Member
- Solstice GXP hydraulic TOB (24234308)
- Kappadapt Stainless Clutch Fitting adapter to -4AN with 2 o-rings (CHK101-2)
- Jegs 635158, 24” stainless braided Teflon lined hydraulic hose with -4AN ends (one straight, one 90)
- Earl’s AT9919BFEERL, Adapter M12 x 1.0 to -4AN
- Stock Porsche 944 master cylinder