I’m trying to help out a customer right now. What are we seeing the B8.5’s running stock in the quartermile?
So far I found 13.58 @ 103.52. I also remember someone at waterfest this weekend doing 104 MPH, stock.
From the looks of it, the DSG shifts around 6200 which is really robbing performance on this platform, especially once chipped, as power keeps climbing to redline.
13.151 @ 103.56 w/ 274ft DA and 1.89 60.
13.284 @ 104.11 MPH
13.682 @ 101.58
13.500 @ 101.56
As soon as I saw the post I went looking but soon found you’ve found some of the same times I’ve found. The average seems to be 13.4@103~ between dsg shift hang ups and great DA conditions with possible tail winds helping or hurting people move from average.
Not that it holds any weight, but Motor Trend tested
13.0 sec @ 105.6 mph
http://www.motortrend.com/roadtests/sedans/1307_2013_audi_s4_first_test/
Pretty normal. Low 13s.
Our list doesn’t differentiate between B8 and facelift. We have a few facelifted cars, and they’re all low 13s.
As for that rev limit thing, thought that would be well known at APR. We have discussed it here a bunch.
p.s. quarter mile, not fourth mile! 
BTW, if anyone is interested, here’s the customer I’m trying to help.
I honestly don’t think I’m missing anything. What do you all think of my assessment?
Let’s keep any personal comments about people out of it, please. Again, I’m just looking to help my customers, and likewise trying to identify any problem we may or may not have. IF we have a problem, I’m here to make sure it’s understood and fixed, but that doesn’t seem to be the case.
Your doing it the right way. Audizine is too combative and allow too much empty bickering. You’ve created an intelligent discussion here. The data supports the following- most B8 S4 dsg cars are 13.4@103
I read your post to Ed. I’ll be a happy impartial I individual that will ask questions that should help both sides.
What would you identify as Ed’s major complaint and issue?
What did ed run in the 1/4 mile with the APR tune?
He’s under the impression:
The part throwing this all out of whack is that he was under the impression he may have been stock, so there was no change when going back to the dealer. But, I believe this is an error for numerous reasons I’ve explained on the other forum.
He also believes he should be running faster. I believe this is because:
12.6@107
12.6@106
12.5@108 <— This was just shared to me by a dealer who held the slip. This was a recent time. I have not seen the slip.
doesn’t skywagon live down south? DA really has to be a factor for him, especially since it appears he is running his car during the summer months.
Here’sme being completely impartial and fair.
I can’t accept the 12.5 unless he himself offered it up or acknowledges its his. Regardless of this 12.6@106+ is at the least 1/2 a second faster then stock and 3+ mph more then the average.
For more background how many older dsg S4s have broken this solid into the 12s?
From available data it’s hard to believe he would be on the stock file.
I’d like to play the other side of the fence.
How fast on pump gas would you expect to see the .5 stage 2 dsg?
Is it possible that this customer had stage 2 parts but was flashed with a stage 1 tune?
These results seem more inline with the expectations of a pump .5 stage 1 no?
Arin,
Figured this might be of use given all the BS. I was planning to make a new thread to discuss my times, along with AZ member mrmomo313 who ran his b8 APR stg 2 (intake) right next to me. I took logs on one of the passes and can confirm that the bypass valve was closed, so the tune is functional.
DA was 1410 Milan Michigan, best run occurred at around 830 pm. You can see my mods on AZ, but basically intake/exhaust/lw rotors/front BBK/stg 2 apr/19" flow-formed PSS setup.
My time is on the right (12.75@107.9), other guy was a tesla :o
https://farm6.staticflickr.com/5572/14543596189_5c9d13d720_b.jpg
Mrmomo313 was trapping higher but slightly slower. I’ll let him post his slips and we can discuss our trip in another thread.
I’d definitely start another thread to help make sure each is assessed in its own thread. Still your results bring me back to my original question of what’s the expectations of the stage 2?
Do you have his logs? Can you share? I’d curious to know the usual. Actual boost, total timing, knock/timing pulled, IAT, Air Mass… What were the actual DA’s too? I have to guess some combination of the above factors and shift points would point to why it is running those times. I would also separate out you research between 2013 and 2014+ models. We’ve yet to see consistently good times from the 2014, but we have on the 2013.
I think it’s pretty simple. First off his other mods are virtually worthless. Catbacks on this car do almost nothing. Headers do literally nothing on a tuned car. So it all comes down to his tune and pulley for performance.
The APR tune (or any of them) isn’t adding a TON of power below 6000 RPM, right? The big delta is above 5000 or 5500 (can’t remember where the boost bleedoff starts to happen stock.
OK.
So, if you’re a 2014 car, and a DSG car, getting a tune is going to accomplish keeping the boost bypass valve open from 5500 to 6200 RPM…where your new lame-ass 2014 redline kicks in and ruins the fun.
He has stage 2 so he SHOULD have delta of what…20 whp/wtq or so from 0-5500 RPM, right? Well 20 whp or wtq isn’t going to be obvious, performance wise unless you’re a race car driver with amazing feel, so there’s that.
Sure your AFR is a little leaner, and maybe you run a hair more timing but what are we looking at if you leave the boost bypass alone and are basically making a tune for parameters you’d tune on an NA car…10 whp over at APR? So he’s likely looking at total delta of around 30 whp from 0-5500 RPM, and a good bit more above that, but is forced to change gear at 6200 RPM.
Further, he ran his car at the strip with your stage 2 pulley and tune in worse DA than when he went stock. To the tune of around 1000 feet I believe. AKA about 3% of his power. AKA 3% of around 375 whp. AKA about 10-12 whp. SO the DA pretty much wiped out a good bit of the modest delta from the pulley, and the early onset of the new redline means he isn’t be n 3 fitting much from the tuning.
Bottom line? Get that damn TCU tune working because the facelift guys really need it. GIAC is eating your lunch, results wise, on the facelifted cars.