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About dengolf

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    george g

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  1. Update as I can't seem to edit my post: Turns out the item above is their "all-out luxury version" and one can easily see it is a full system, not compatible with any section of the OEM piping. However, they also offer a traditional "single pipe" DP upgrade which looks like it could connect to the OEM mid section in either 200-cell, 100-cell or cat-less implementations. I wonder why the two designs (single pipe vs twin pipe) and whether it has to do with providing a plug-n-play CEL free option in the twin version... https://www.supersprint.com/ww-en/sport-exhaust-supersprint-audi-s3-8va-sportback-quattro.aspx
  2. So there we go. The first complete TBE system I see for GPF cars from Supersprint. At around 20% of a UK car's price, to simply call it "expensive" would be an under-statement but that includes a fancy valved rear muffler and I hope you could exchange only the critical parts before that: The downpipe and the catalysts. It's interesting that they didn't go with a visual GPF delete like HGP on their Cupra Ateca. Instead they deleted the original catalyst and GPF's but they integrated two small catalysts in the location where the GPF's originally existed. This visually looks much closer to the stock setup and (I am assuming) allows the O2 sensors to be re-plugged in there without giving errors? Even though they now read catalysts and not GPFs? (no idea how those two are different TBH). Otherwise I don't see how the setup would have worked without errors on a non tuned car as Superprint claim. Also, according to Supersprint, the S3 went from just 295bhp on their MAHA dyno to 321bhp with only hardware upgrade, no tune 😲 I think that confirms that if there's one car that would really benefit from DP/GPF upgrade is now the new WLTP cars. But my question is whether there is compatibility with their downpipe and front section to a stock mid section because a) I am not interested in "valving" the exhaust or in resonators delete for more noise and b) the price of the cat-back (GPF-back in this case) is doubling when you add the rear section and there is no way on earth I'd be spending over 7K EUR on an exhaust... Food for thought/discussion surely: https://www.supersprint.com/ww-en/audi-s3-8va-sportback-quattro-20-tfsi-300-hp-models-with-gpf-2019-twin-pipe-system-with-valve.aspx
  3. Thanks for checking this out! I can see the issues with chopping the GPF's but what I had in mind was whether the whole thing, from the DP till right after the GPF's merging into a single pipe could be taken out and replaced with an aftermarket DP, (what I have circled in red), would the old DP's fit in that space straight away? Ofcourse something would need to be done about the sensors but at this point I'm just wondering about dimensions.
  4. @blower I can't PM you (guess not enough posts here yet) so I wanted to ask, any idea as to whether the new downpipes with GPF's are identical in length and connections (minus the pressure sensors) to the old ones? So would the aftermarket DP's be possible to install (physically) on WLTP cars (Talking only from a hardware point of view) Is this something you could verify via ETKA? Like checking whether the mid pipe where the DP section connects to is the same as before?
  5. Can't comment on whether the indirect injection has been moved "to the back of the engine" (where exactly?) but by a quick look at that link I read: "The VW Golf GTI TCR is a collectible run-out version of the Golf VII GTI, based on the Golf TCR race car with 290HP, 380Nm and the DQ500 7-speed wet clutch VAG DSG." There's certainly no DQ500 on any 7.5 Golf, the 7-speed DSG on those cars is the DQ380/381 (FWD/AWD) 🙄
  6. Exactly. For a daily, upgrade the rear arb and call it a day. Huge improvement right where you want it: In removing the stock under-steer tendency and making the car almost 100% neutral with the possibility to push the back-end out a bit easier than before. As a bonus, ride remains mostly unaffected except for special occasions like going up pavements at an angle or hitting a massive pothole. In my first VAG car that I upgraded the rear arb it was a proper shock. Couldn't believe how much of an improvement it made - I call it the "stage 1" equivalent of suspension tuning. I then upgraded springs and of-course the response of the car became quicker overall (but at the expense of ride comfort) but nowhere near the difference the arb offered. That been said the two complement each other nicely but I still stand by: Rear ARB purely for better cornering / Springs for ride height improvement (50%) and overall dynamics.
  7. At least that's my interpretation taking into account those numbers and what you experienced. If SP is that much stiffer than even the aftermarket options (like the 034) then it most definitely would need an upgraded front arb to match it. Now the question for me and my arb search is how Eibach and H&R compare to those too! I know for sure Eibach is 25mm hollow, but this doesn't really tell me much. After all 034 is 22mm solid, almost identical to the Superpro but clearly it's in the rest of the geometry that the extra stiffness is created (arms length etc.) One thing which is clear is that the 034 offers a more daily-friendly improvement. Noticeable but nothing extreme, or nothing that would require other suspensions items upgraded to match it.
  8. I see. Well I'm no suspension expert either but from what you describe and by my limited dynamics knowledge I get the impression that it was the other way round: the SP even on its soft setting was too stiff for this setup. This would be in line with the tendency to push the rear end out more easily as well as the "more neutral" feeling you get now with the 034. If the 034 was stiffer than the SP you should have been noticing even more tail-happy behaviour and I understand it's quite the opposite after the upgrade. Furthermore, I got this chart (although no source but it looks to be from the SuperPro page) where their arb even on its soft setting is 150% (200 vs 500) stiffer than the stock ARB. That's for a GTI but probably the numbers are not far off for the R too. The numbers from 034 though state a much milder upgrade of either 37% or 52% depending on the setting. Those figures are in line with my assumption, indicating too much stiffness difference between front/rear, resulting in situations like yours. Seems like the SP one really needs to be done as a kit so as not to upset the balance so much, probably a great setup for the track though.
  9. Hi Rob, I was reading upon the rear arb upgrades as I'm after one myself but you have got me a bit confused! So you said you suspected the Superpro 22mm led to that brown trousers incident and so you changed to the 034 which you like more and that you feel/assume it's closer to the 24mm Superpro. But if the 22mm SP was already too stiff and leading to the back-end stepping out so much, why would it feel any better moving to something stiffer? You also said you didn't try the 22mm SP in the stiffer setting (hoping to improve things I take it) but this would have only made matters worse regarding front/rear differential rigidity. That is, if the arb was the culprit of the above incident. All in all, by switching to the 034 did you aim for a softer arb or the other way round? And if I may ask, in what other ways you weren't too happy with the Superpro?
  10. Regardless of tune, you'll also need the stickiest tire you can get with the stage 2 torque on a CS. Expect partial wheel-spin even up to 4th when flooring it below 80km/h.
  11. The issue I see is with people wanting to go the "old-school" stage 2 purely for performance but not noise, they will now need to upgrade the DP plus get rid of the GPF's. However, on cars where the GPF's are employed to do the pre-WLTP resonator's job also this will mean that they'll have to put up with un-necessary noise and drone (I was never a fan of res-delete btw). OR, they will need to only upgrade the DP and hope the GPFs don't rob a lot of power. However, for that the piping up to the GPF's has to have a physical separation/connection in order to remove only the DP before it and I doubt it has? Meaning it's not as simple a DIY job as before and you need to either do some chopping or wait for systems that replace the whole DP+GPFs system as a whole - and pair them to an ECU remaps that deals with the GPF delete. Bit of a mess really, will probably just throw a JB4 on and forget about all-together...
  12. That's an interesting question actually, what is considered a cat-back anymore in these cars? 😛 The way I see it a cat-back will now be a "GPF-back" meaning it only deals with the mufflers. Res-delete would be GPF-delete, and turbo back same as before, ie. the whole system from DP to GPFs and mufflers.
  13. Just went through this thread awaiting a car with a post-WLTP 2.0 TSI. Even though I wasn't exactly happy with the news, I don't think I am cancelling my order. To my knowledge at least, very few US cars with serious carbon buidup issues (engine replacement or similar) and when it actually becomes that bad, a valve cleaning is not the end of the world is it? Although for this to be true I'd need to brake my record and stay with the car for more than 5 years / 60k KM which I've only managed once 😛 I am more worried about tuning potential, especially as I was considering a BT setup with this car that might now prove problematic. However, I was wondering how much trouble is it to install one of these: http://www.precisionraceworks.com/index.php?route=product/product&product_id=87 Either as a precautionary measure for those worried, or as a support mod for those after the same big numbers as the ones hit by pre-WLTP cars?
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