I have been looking at tunes and options and am wondering how other members like the united tunes? I spoke to them and the guy didn't seem to know much to be honest. The stage 3 should work with both of the turbos I am going to use. I'm going to run a k04 first then a gt2571 (yes it is gt2571).

The k04 should be good for alreast 250awhp and the gt2571 325+.

 

I think there's at least one person on this site running a United Motorsports tune, but I wanna say it's a Stage2 and he's running it with a FrankenTurbo F4L. Interested to see how this turns out.

 

I dont think your one tune is going to handle both turbos. How do you figure that?

 

I do I do! But this is United Motorsport Stage 3 for AEB.

Runs great. I have a lean spot between 1800-2200 RPM that causes the car to buck slightly under certain conditions within the first couple minutes of driving, but I attribute that to my car. Though Jeff @ United Motorsport has said he does custom tuning when the appropriate data is provide... I haven't yet tried.

This tune could/should be a "one-size-fits-all" tune. It is supposed to work well with the stock turbo, and even up to a GT28 or larger (might need to go Stage 4 with the larger MAF housing depending on air flow).

I've read of a guy having great luck with this 630cc tune on the stock turbo. Can't say I've heard of anybody using it with BT but it's likely somebody is.

One of the neat features of this tune is the drive-ability at idle. When going in reverse, or just going around in first gear, as long as I don't need to exceed 5mph then I DON'T touch the gas pedal. Jeff increased the load capacity at idle so you get a stronger idle and you're less likely to stall. This is probably one of my favorite aspects of this tune (other than using inexpensive Siemens 630cc injectors ).

 

I am not 100% in favor about these tunes simply because I don't think a one size fits all is best. However I love the simplicity and that it keeps the obd2 functional and allows me to retain all of my current goodies like FSI coils. The tune I am looking at is supposed to be good up to about 290awhp which to my understanding is right at the upper stock limits. The GT2571 turbo is a custom built turbo that I have sorted all Genuine Garrett parts for specifically for this setup. It is using a GT25 turbine which is slightly smaller then the G28 but uses a GT2871 compressor. It is a journal bearing turbo HOWEVER with the smaller turbine it should still easily be capable of flowing more then enough for a stock block setup. My point is to get a setup that will react more stock like with excellent overall performance. I am in high hopes that this tune will work for both setups though.

I have not heard anything bad about their tunes but I also have not heard much about them except from Metalman. All in all with the cost of fuel injectors, VR6 MAF, and tune I am looking at around $800 if I can get the VR6 for $50 which I have seen.

The AEM FIC can be had for less then $350 and with injectors and VR6 MAF I am looking at $250-$300 less and I gain datalog capabilities. There are some other Standalone options that can be had for less but they will require a complete tuning session which can be more then the rest of the setup all together and may cause me to sacrifice some things.

Once I build up my spare block I will most likely go with either GT3076R or a T3T4 57 trim. They have some other tunes that I can upgrade too later and it is supposed to be at a fraction of the cost. (or maybe a TD05 20G with Billet compressor upgrade?)


Has anyone tried any of the eBay VAG tools cables? If you have can anyone verify which ones work? It would be nice to have it. Oh and how hard is to get a decently sized front mount fitted inside the stock bumper?

Thanks

 

an off the shelf stage 3 tune will not work well for two different turbos that far apart. you wont get 325+ out of that turbo either. most people get 300 with a 2871r on a stock motor on boost at 20. youll need a tune that is optimized or what you want to run. but i did check it out and it seems like the tune would probably work decent either of those turbos.

as for the intercooler, i run a big treadstone tr11 behind my stock bumper with no a/c. most people told me it would look like ****, but it turned out pretty nice i think. i still had to hack a bunch off the bumper support, cant run fogs, and had to notch out some plastic

 

I don't like the idea of a one size fits all setup but it does ease installation and by their recommendation it should work just fine. In my opinion to get it to work for both they would have to make the tune fairly conservative so as not to detonate the block.

I spoke with 034 and they suggested the gt2871 to safely max out the stock block. The 325 is the number they gave me.

My build is very similar to metalman's. I would try the aem fic but I don't know how it would work in conjunction with the giac tune?

 

i dont know about 034, but i wouldnt feel comfortable maxing out the stock block on a 2871r. people have windowed blocks on much less. i guess id probably feel alright about the 2571 though. smaller turbine with same compressor plus journal bearing equals slower, tamer spooling.

 

This is a poor misunderstanding. Journal bearing can be some what slower but in lots of turbos and actual real world setups it is actually neglible at best. Take the GT2860RS and the Big T28. They have identical specs except the Big T28 is journal bearing. On the same motor (mostly 4G63T) they spool almost identical. The Big T28 is highly favored setup. Turbine size has more to do with spool then the bearings. The real benefits with ball bearings is their superior thrust handling capabilities. With BB turbos (unless single BB) they do not have a thurst bearing. They will handle exceedingly high levels of thrust without any issue. Since BB turbos can handle massive thrust loads in comparison to journal bearing turbos you can use tiny turbines to get them spooling without the problems with reliabilty.To give you an idea a journal bearing turbo like a T3T4 has a standard cumalative inside and outside bearing clearance of .005"-.007" and they typically operate up to .010". The thrust play at factory spec is less then .001" and is out of spec past .002".

If you look at turbos like a T3T4 57 trim which comes mostly with a stage 3 or stage 5 turbine and compare it to its GT equivalent the GT3076 you will see what I am referring too.

T3T4 57 trim is 57mm inducer and 76mm exducer on comp side
turbine with stage 3 is 56.5mm exducer and 64.9mm inducer

GT3076R 57mm inducer and 76.2mm exducer comp side
turbine is 55mm exducer and 60mm exducer

The GT3076R also uses the same cartridge as the smaller GT25R turbos which have a 6mm stub shaft where as the T3 stuff uses a larger .250" setup.

Both compressor flow right at 54 lb min and they are rated at very similiar hp levels. If you look at 90% of the GT lineup you will notice very similiar dimensions on the compressor side to the old T series lineup. Hell the GT25 and GT28 uses the same turbine head as the T25 and T28.

Anyway back to my turbo. I am using a GT25 turbine with a GT2871R compressor that is going to be lightened with a largerf .84 turbine AR. If you look at the turbine maps for the GT25 and the GT28 you will notice that the GT25 hits peak efficiency sooner then the GT28. Spool should be uneffected. I will give up a bit of longevity with the thrust setup but it should still last an easy 40,000 miles. I have done this exact setup for someone else and it had no issues and they remarked that in that setup which was a 3SGTE it spooled almost identical to a GT2871R that was in a fellow members vehicle. With the GT25 turbo and the .82 turbine housing compared to the GT28 turbine with .63 they both level out at a pressure ratio of 2.0 at 17.5 lb min. The GT25 actually gets there faster though. With the .63 and the GT25 its still levels out around 2.0 but does so at a lower flow rate of around 15.8.

When Garrett first came out with the ball bearing turbos they remarked the difference between the two was that the bb turbos spooled to 10psi while the journal bearing was at 7psi. In reality the difference is going to be very little unless you are actually using the setup where every tenth matter.