Man I hate that guy. At least everyone over there doesn’t ride his dick like Jared. He got called out pretty good for the babied description. I like his “JHM pressure plate failure” comment. He still try’s to slander as much as he can… Considering the PP is fucking OEM!
But at least the car didn’t have any real issues…like the speakers going out or anything…hahahaha just new heads, tranny, hood smashed, rear ended… Lol no big deal
I’d hate to see how the guy treats babies
I’d hate to see how the guy treats babies
Wow, he’s still at it:
http://www.audizine.com/forum/showthread.php/566715-Unitronics-stage-2-prog
[QUOTE=lamontp28;9203024]I have a B7 RS4 that had a Unitronics stage 2 programmation when I bought it. According to Unitronics, this programmation is optimized for 94 octane fuel. Since I only use 91 octane fuel, should I revert the ECU to stock, or the ECU will adjust the timing automatically to prevent knocking ?
[/quote]
[QUOTE=Flying Tomatoes;9203117]I would get that gone ASAP. Switch to APR or go back to stock.
[/quote]
Wow, he’s still at it:
http://www.audizine.com/forum/showthread.php/566715-Unitronics-stage-2-prog
[QUOTE=lamontp28;9203024]I have a B7 RS4 that had a Unitronics stage 2 programmation when I bought it. According to Unitronics, this programmation is optimized for 94 octane fuel. Since I only use 91 octane fuel, should I revert the ECU to stock, or the ECU will adjust the timing automatically to prevent knocking ?
[/quote]
[QUOTE=Flying Tomatoes;9203117]I would get that gone ASAP. Switch to APR or go back to stock.
[/quote]
Is Flying Tomatoes beta testing for APR or something?
I don’t think so. He is just in a weird spot
he has created this persona as a JHM hater for himself over on quattroworld. He would carry that persona over to audizine for little day trips once in a while, and then return to the safe, empty headed idiots at quattroworld like mick, rs4powerless and elevens et al who know fuck all about performance and love to hate JHM for sport ‘because JHM customers are jerks’. Now, if you don’t like JHM in a 4.2 Audi, you’re fucked. You have virtually no other option for performance for your car other than maybe saying APR because it’s ‘safe’ (lol). So that’s what he did.
So he really painted himself into this corner, got APR tuned, and then says APR can do no wrong. Only we know that they haven’t had much success with the 4.2 other than the supercharger…and we also know that SC was a fucking disaster before they had JHM tune it/teach them how to tune it (ironically eh FlyingTomato?)
Anyway, being a JHM hater is fine on quattroworld, but quattroworld is basically dead, so he is finding himself on Audizine more and more…and as a result he has to nutswing APR, since hating on JHM gets you kicked in the face from people who know what they’re talking about…(since they know that you don’t).
It’s quite fun to watch. I can’t wait to see him get completely fucking owned in a thread he shot his mouth off in a while back. It’s not ready yet, but it’s in the mail. BUMP!
^haha, that just made my day. I have no clue what thread that is, but I’m really going to enjoy seeing that day come.
Is Flying Tomatoes beta testing for APR or something?
I don’t think so. He is just in a weird spot
he has created this persona as a JHM hater for himself over on quattroworld. He would carry that persona over to audizine for little day trips once in a while, and then return to the safe, empty headed idiots at quattroworld like mick, rs4powerless and elevens et al who know fuck all about performance and love to hate JHM for sport ‘because JHM customers are jerks’. Now, if you don’t like JHM in a 4.2 Audi, you’re fucked. You have virtually no other option for performance for your car other than maybe saying APR because it’s ‘safe’ (lol). So that’s what he did.
So he really painted himself into this corner, got APR tuned, and then says APR can do no wrong. Only we know that they haven’t had much success with the 4.2 other than the supercharger…and we also know that SC was a fucking disaster before they had JHM tune it/teach them how to tune it (ironically eh FlyingTomato?)
Anyway, being a JHM hater is fine on quattroworld, but quattroworld is basically dead, so he is finding himself on Audizine more and more…and as a result he has to nutswing APR, since hating on JHM gets you kicked in the face from people who know what they’re talking about…(since they know that you don’t).
It’s quite fun to watch. I can’t wait to see him get completely fucking owned in a thread he shot his mouth off in a while back. It’s not ready yet, but it’s in the mail. BUMP!
^haha, that just made my day. I have no clue what thread that is, but I’m really going to enjoy seeing that day come.
[quote]So a few weeks back when I suggested turbocharging this engine, people quickly pointed out the loss of the low end grunt. It didn’t even hit me that a twin-charged setup could be done. This could lead to some crazy power numbers once people start to replace internals. Stock supercharger for down low power, and then a nicely sized turbo to aid the upper half of the RPM range.
[/quote]
https://scontent-b-lga.xx.fbcdn.net/hphotos-prn2/1391886_176196675918041_743951000_n.jpg
^ correct me if I’m wrong, but even in the most basic principals of twin charging, wouldn’t the supercharger be providing more of the top end power and the turbocharger for down low?
As it sits now, the stock supercharger is at a point where it can’t effectively flow any/much more. Whether you spin it faster or push more air through it.
It’s seems that adding a big turbocharger “for the top end” is like hooking up a garden hose to a fire hydrant. You’ve got all the pressure/flow in the world, but you’re not getting much more out of the garden hose than you would if you kept it hooked up to the house.
All the evidence we’ve seen says the stock blower is just too small to be spun more / push more air. Doesn’t matter about cooling or anything else. You could probably add a vortech blower to it easier, cheaper, and get the same results (i.e. Minimal at best).
I was always under the impression that in twin charge setups, the supercharger provides the power and boost while the turbo spools up (so low rpms) and the turbo took over at mid to high rpms once it was fully spooled up.
I could be wrong though.
with compound boosting (ie one blowing into the other), you have the big pressure ratio compressor followed by the small ratio compressor… so for the b8 s4, bug turbo blowing into small blower
it works on pressure ratios, so at 2k rpm the 1st stage may only make a 1.25:1 PR whereas the 2nd stage may make 2:1… total PR would be 1.25*2:1 or 2.5:1, hence the compund part.
at 6k rpm, now you may be at 3:1 on the 1st stage and 1.5:1 on the 2nd, compounded to 4.5:1 exceedly the reasonable limit of single stage compression.
the drawbacks are that the efficiencies also compound, and they are always less than 1. so if stage 1 at 6k rpm is 75% adiabatic eff and stage 2 is 70% eff, then your effective adiabatic eff is 52.5%, so thats a lot more heat. The nice thing is, you can intercool between stages to keep the air temperture reasonable (we have a 5000psi air compressor at my plant that outputs at 200*F)
you also will hurt reponse from low load to high load due to the extra piping, drawing through the compressor and pushing through the turbine
its typically best suited for where you have a motor that can handle more air than can reasonable be generated by 1 compressor. I have a few friends with 12v cummins with 2 & 3 turbos since they can handle 150psig of boost
main point of my rambling; if you feed the stock blower air at a high pressure its going to do the same thing it does to air at atmospheric pressure and bump it up in pressure by some ratio determined by the air the motor is consuming and the speed the rotors are spinning. the trouble may be that that air is much hotter than atmospheric
Looking at the people involved in this twin charged endeavor I can say it will likely be a huge FAIL…or never actually come to completetion.
I think it would make more sense to twin turbo the motor…and remove the blower. If that is what you want I guess…but why not just buy the fucking upgraded blower?
I like people thinking outside of boxes, but when your just trying to reinvent the wheel you’ll usually get laughed at.
These guys are going to try and sucker a few people for $20k and then disappear… Or just continue to sell knock off turbos and stolen tunes from a basement or storage unit.
[quote]So a few weeks back when I suggested turbocharging this engine, people quickly pointed out the loss of the low end grunt. It didn’t even hit me that a twin-charged setup could be done. This could lead to some crazy power numbers once people start to replace internals. Stock supercharger for down low power, and then a nicely sized turbo to aid the upper half of the RPM range.
[/quote]
https://scontent-b-lga.xx.fbcdn.net/hphotos-prn2/1391886_176196675918041_743951000_n.jpg
^ correct me if I’m wrong, but even in the most basic principals of twin charging, wouldn’t the supercharger be providing more of the top end power and the turbocharger for down low?
As it sits now, the stock supercharger is at a point where it can’t effectively flow any/much more. Whether you spin it faster or push more air through it.
It’s seems that adding a big turbocharger “for the top end” is like hooking up a garden hose to a fire hydrant. You’ve got all the pressure/flow in the world, but you’re not getting much more out of the garden hose than you would if you kept it hooked up to the house.
All the evidence we’ve seen says the stock blower is just too small to be spun more / push more air. Doesn’t matter about cooling or anything else. You could probably add a vortech blower to it easier, cheaper, and get the same results (i.e. Minimal at best).
I was always under the impression that in twin charge setups, the supercharger provides the power and boost while the turbo spools up (so low rpms) and the turbo took over at mid to high rpms once it was fully spooled up.
I could be wrong though.
with compound boosting (ie one blowing into the other), you have the big pressure ratio compressor followed by the small ratio compressor… so for the b8 s4, bug turbo blowing into small blower
it works on pressure ratios, so at 2k rpm the 1st stage may only make a 1.25:1 PR whereas the 2nd stage may make 2:1… total PR would be 1.25*2:1 or 2.5:1, hence the compund part.
at 6k rpm, now you may be at 3:1 on the 1st stage and 1.5:1 on the 2nd, compounded to 4.5:1 exceedly the reasonable limit of single stage compression.
the drawbacks are that the efficiencies also compound, and they are always less than 1. so if stage 1 at 6k rpm is 75% adiabatic eff and stage 2 is 70% eff, then your effective adiabatic eff is 52.5%, so thats a lot more heat. The nice thing is, you can intercool between stages to keep the air temperture reasonable (we have a 5000psi air compressor at my plant that outputs at 200*F)
you also will hurt reponse from low load to high load due to the extra piping, drawing through the compressor and pushing through the turbine
its typically best suited for where you have a motor that can handle more air than can reasonable be generated by 1 compressor. I have a few friends with 12v cummins with 2 & 3 turbos since they can handle 150psig of boost
main point of my rambling; if you feed the stock blower air at a high pressure its going to do the same thing it does to air at atmospheric pressure and bump it up in pressure by some ratio determined by the air the motor is consuming and the speed the rotors are spinning. the trouble may be that that air is much hotter than atmospheric