Every single slip was solo.
It was a thursday afternoon
You can’t see any other cars or people in the videos
I rest my case 
. Employees for sure!
I love that they rented for one car if they did. Commitment. Make sure you get perfect passes and conditions.
I have been to plenty of small private track rentals…maybe 8-15 cars. Most of my slips were solo and any video recorded you never saw spectators or other cars. Very possible there might have been some other folks out there running some american muscle and were unduly surprised when a 4 door Audi fired up and it sounded like the hand of satan reigning down upon them. Or has been said could have been a solo day for the APR crew. Either way, I bet anyone in attendance was thoroughly impressed with what APR was able to achieve with this car!
This is GRD’s previously Stage 3 1320 track car. We also have their S5. GRD is an APR dealer for those who don’t know.
I don’t have boost figures. That said, it’s hard to compare boost. With calibration changes alone, we could see up to a 5 psi difference at the exact same airflow levels. Likewise, summer vs winter (hot thin air vs cold dense air) will represent a big swing.
Max Rev limit cut off is at the factory 8250 limit.
We have 91, 93, 100 and 104 (r+m)/2 calibrations available. 100 and 104 are created with Sunoco GT260 and 260+
Should be ready next month
On street tires, Eric was having trouble getting a good launch. Check out the 60 ft… Not great. We also were running out of time. With more practice, I’m sure we could do better in that area. Btw, race fuel adds a lot of power over pump.
As for the catback, yup, stock. That’s good though. We want to make sure our customers can use the stock catback. We have another car here with an MTM catback on the same calibration.
I believe I posted the 1.4 60 slip. If not I can get it on Monday.
I want to know too, but I don’t think he took it to 130 on every pass as it would require another shift at the end. I have some on 93 and 100, full trim if I’m not mistaken. I at least needed 93, so he did a few to 130 and beyond. I just have the nightmare task of finding it in the box data and then running it through excel to extrapolate the exact time at 130 mph.
The crowd was basically local guys setting up tents for some event, and the people running the track. They were all pretty shocked, but the guys running the track know us by now. The dudes setting up we’re saying a bunch of stuff I couldn’t understand (see previously available apr drag strip tvs1320 video for an example of this… You will know it when you hear it).
I have high hopes. Dual throttle bodies, direct dual intakes, new 4.2 technology and design, better fueling system, and Dsg.
Thank you. I myself love data, so I’m sure all of you do too!
We did, but used the opportunity to continue testing our Dsg software. We also planned to run two different 2.0 tsi mk6’s with all the changes we’ve been making, but engineering wasn’t finished in time.
The PBN software does it for you. Just do acceleration, then 60-130, and graph it
Send me the file so I can geek out on it.
He meh… Wutchall gawd in debt caw meh
(Hey man. What you all got in that car man?)
It doesn’t always work for some reason. I’ll search 30-130 and get strange results. Either super long, or not finding it at all from time to time.
Working with so many points I found exporting the data from 0 to just over 130 works best for locating everything I want (0-60, 0-62 0-100, 60-120, 62-124, 30-130, 60-130, and in kph, 0-100 and 100-200)
I usually export the data, and then extrapolate the start & end points for time and speed. Reason for extrapolating the points is it’s never exactly on the speed. Ie, it will give 129.8 & 130.1, so I’m able to get the exact 130 point. I can then use that use that data to do a linear interpolation to list everything in .xx increments. From there I can calculate difference between runs, lay them all on one graph, etc.
I see your courses in Jfunkey have paid off.
Southern accent FTW! MERICA!
[quote=“Arin,post:30,topic:4920”]
Nice! Can’t wait…
That’s key!
You can highlight a specific area that lines up with the speed you want on the run/speed curve in the pbox tools software. You can then stretch it out to the smallest speed increments to get exact 60.0 and 130.0 times.
[quote=“Arin,post:26,topic:4920”]
I want to know too, but I don’t think he took it to 130 on every pass as it would require another shift at the end. I have some on 93 and 100, full trim if I’m not mistaken. I at least needed 93, so he did a few to 130 and beyond. I just have the nightmare task of finding it in the box data and then running it through excel to extrapolate the exact time at 130 mph.
[/quote
Drop the files in the program on this site and it will sort it all out for you. http://www.vboxtools.com/
Thanks arin. If you can please get us boost numbers. This has been asked several times and the answer people got was from your tuner and it was no less then 10 no more then 20. I think its scary that a calibrator would be tune a car and not know just how much CFM the motor was taking in. let alone the amount of boost. Some of his answers were not good. It will be obviously better for you to clear the air.
Airflow is measurable for sure, but boost is rather meaningless for comparisons. Ambient conditions change it. So does calibration, by a lot on this engine. Likewise, where do you tap for boost? Has anyone unified this measurement location? On supercharged applications people tap both pre and post cooler. Tapping location in both pre/post alter the number too (race teams with ‘rules packages’ I’m sure know this well…)
Point being, engineering knows what it produces relevant to the data they need, but the numbers will not make sense in a form comparable to other applications.