Quote:
Originally Posted by venkyhere Exactly. That is single point about which I have a Q.
Why didn't VW do that ? wouldn't have changed existing cost.
That is why, I have a fear that there is some engineering reason (beyond the hot-shutdown-of-turbo reason) that is hiding itself. Not trying to undermine your's or Blackworks' effort or the sheer brilliance of the idea, but trying to dive really deep into the technicality of "why did they design it the way it is in stock form". To me, it seems it couldn't have been for saving costs alone. |
Hi Venky,
I understand your concern.
We looked into all possible reasons as to why they had done this, and we are of the opinion that Volkswagen may have left something on the table for:
(a) enthusiasts to tap into the potential, and
(b) Volkswagen themselves to make a more powerful version of the same 1.2 TSI engine, without altering the capacity - by simply employing the same divorced-circuit hack, adding an additional electric pump for the turbocharger, and tweaking the map further. This alone would have unlocked a healthy amount of horsepower.
But then they decided to ditch this engine altogether and start afresh - with the EA211 - same configuration 1.2 TSI 4-cylinder turbo - albeit with forged internals, dual-overhead camshafts (DOHC) and 4-valves per cylinder - (16 valve unit).
Quote:
Originally Posted by Tassem As a huge fan of the Polo - GT TSI, GT TDI and of course the GTi, I thoroughly enjoyed your recap of everything you've done to your car. After a long time, I found myself having read an entire thread!
You've also given Blackworks a new customer. I'd be reaching out to them for possibly a straight pipe setup for my D'max. Like you, I've pretty much done all that's possible. But like you, I keep discovering new things to do every single time I think I'm done
Would love to catch up with you sometime. I've been on the look out for a GTi, but the added practicality, not to mention much lower cost of entry, makes the GT TSI very appealing to me. |
Thank you, Tassem! Your D-max would benefit greatly from well-thought-out upgrades. Please do not hesitate to drop me a PM. We can schedule a meet-greet. I'm always up to meet fellow enthusiasts.
Quote:
Originally Posted by shoaib3030 This was such a great read! Thank you for posting this. I love the experimental approach. "Maybe this? Maybe that? Let's go try it out on NICE. Hey! It works!" This is in fact what makes great products.
Also, I experienced the same issues with my TSI but now I'm glad that there's a new christened solution for this
I've been making a checklist of things that I want to get done on my car. This will make the list! |
Thank you, Shoaib!
Quote:
Originally Posted by vinay5795 Loved the post truly man. I was pondering about tweaking my Vento TDI but was sacred about the DSG going kaput. And the thing about changing hoses to make the car essentially cooler is pure genius. I didnt know the cheeky VW guys wanted the car to not be mod friendly. I was under the impression that VWs are a modders wet dream. |
Thank you, Vinay! The fear of the DSG going kaput is always in the back of my mind, but I've learned to make my peace with it.
Quote:
Originally Posted by Sankar PS: No need for another expansion tank really even if you want to do this, single tank is more than enough. What is needed is another ECU switchable electric pump on the turbo's coolant line. |
Hi Sankar,
I looked into this suggestion of yours, about not requiring another expansion tank and that a single tank is more than enough, as it seemed to be an interesting idea.
But upon further inspection, I had realised that you are wrong and the suggestion was entirely incorrect! An auxiliary tank is extremely essential for this hack to work.
In fact, without this auxiliary tank, the entire purpose of this hack would be defeated, making this modification a completely pointless exercise!
Allow me to explain:
(1) In stock form, both primary and secondary cooling circuits eventually use ONE coolant reservoir/tank.
(2) If we use the same coolant (from the ONE reservoir) that's pumped and circulated throughout the engine, we are essentially trying to cool the charged air using hot coolant! How pointless is that!?
(3) However, if we use a separate tank to store coolant that is separate from the main circuit, the new tank will circulate coolant through the secondary line that is now dedicated to cool charged air only. Keeping the coolants separate would ensure that the secondary line gets coolant at ambient temperatures circulated through it.
Here is conclusive proof for you:
Coolant temps in the primary coolant reservoir, after a 15 km drive:
Coolant temps in the auxiliary coolant reservoir, after the same 15 km drive, on the same day:
Quote:
Originally Posted by Sankar If VW deemed it necessary to have an electric pump on turbo's coolant, circuit unlike their old 1.8 TPI engines, better to use one if its a daily driver. |
VW deemed it necessary to have an electric pump on the turbo's coolant lines to prevent the turbo from long-term degradation as a result of hot-shut-downs, as I have mentioned repeatedly prior to your posts. It was done to "idiot proof" the car. Again, at the risk of repeating myself, the simple work around to this is to keep the engine running for a couple of minutes after a hot run, in order to allow the turbo to cool down - a practice that i have followed and is also recommended on this Forum here -
https://www.team-bhp.com/tech-stuff/...o-charged-cars
Sankar, from your posts, it appears that you have entirely failed to understand this modification and its purpose? If you are having any difficulty, please don't hesitate to post your clarifications here and I can help explain. (Or you could alternatively PM me, but I would not recommend that as it wouldn't benefit the larger community if your clarifications are addressed privately.)
__________________________________________________ _____
UPDATE:
With some free time over the weekend, Venkat called me over for:
1) Taking measurements of all pipes, hoses and the coolant-plumbing circuit.
2) Studying the auxiliary reservoir with the intention to find a permanent solution.
I had ordered a bunch of parts, including a coolant reservoir, a bunch of clamps and the entire coolant hose-network from Boodmo last week. But with no sign of the the parts being shipped for another two weeks, we were anxious to get the work done with and not leave it in the state that it was in.
Venkat proposed using a thermal flask in lieu of the temporary coolant tank, the only requirements were:
(a) To engineer a bracket and mounting point for the bottle
(b) bore a hole at the bottom of the bottle, weld a nipple to the bottom for the coolant circuit connection.
It did not take long to achieve these targets:
Attachment 2012181
![GT'ing around in my VW Polo TSI | Update: SOLD!-07-bracket-1.jpeg](https://www.team-bhp.com/forum/attachments/long-term-ownership-reviews/2012203d1687336757t-gting-around-my-vw-polo-tsi-update-sold-07-bracket-1.jpeg)
The carpeting on the bulkhead / firewall is secured using a screw and a washer. We repurposed this to install the mounting plate and bracket for the bottle by simply unscrewing it, mounting the bracket and reusing the same washer.
The results:
The time it took to weld the nipple and figure out a mounting solution for the bottle allowed Venkat to further examine the coolant circuits. We discovered that the existing circuits were long enough to be used for the re-routing exercise without the need for additional parts - scraps or otherwise!
Thus, the re-routing exercise commenced, and the bottle was mounted as well, and it took us only an hour or so to complete the job. The results are fantastic, as the circuits now look factory-spec and I'm certain your average VW service advisor would be hard-pressed to find any changes from a glance or even a quick examination:
In fact, I'm sure they would ask me if I am missing a water bottle because I may have lost it in the engine bay!
![Big Grin](https://www.team-bhp.com/forum/images/smilies/biggrin.png)