Metallix

No problem! This is a Corrado VR6 yes? Stand is listed as 'Essex GTI'. Venue opens at 8:30AM For anyone doing RWYB the dragstrip starts at 10:00AM

Corrado x2 on the Essex club stand... and a load of Golf Mk2s. Still time to get on the stand if you want, let me know by lunchtime today. Cheers

Bringing an old thread back... London Volksfest, the clubs attending are: London & Thames Valley VWOC... Herts VWOC Southern VAGs Scirocco Mk3s Cambs Dub Collective Volksdine Essex GTI Wolfsburg Weedhuggers East Coast Dubs Apparently no Corrado based club listed there :shrug: If anyone does want to hop on a club stand, post up on here or on this link: https://www.facebook.com/events/715024451891413/

I think this looks great & very modern! :awesome:

http://www.vwspares.co.uk/product_info.php?products_id=1583 If you can't find them 2nd hand, here are some new ones.

That sounds pretty poor if it was their fault that your 2nd test was c0cked up, yet you didn't get a 3rd.

Apparently there is a club display for CCOGB as it is in the drop down menu on the Inters site. You assign yourelf to the stand when buying advance tickets.

Next meet will be Monday 10th June ~ 7:30 PM onwards :mrgreen:

Post the survey up on the new Essex meet facebook. Details on here: http://the-corrado.net/showthread.php?80984-Official-quot-the-Corrado-Forum-quot-Essex-meet Good luck with your business venture! Where will it be based?

The standard 9A intake cam is partly responsible for what you have described there re: flatter 9A inlet cam duration 200 deg KR inlet cam duration 212 deg ABF inlet cam duration 219 deg 9A inlet cam lift 8.8mm KR inlet cam lift 9.6mm ABF inlet cam lift 10.8mm Lower lift & duration than KR & ABF.

Getting back to the original question, the KR exhaust cam mod did work, but as you can see it was simply trying to do the same job that the ABF cams already do. These were either unavailable or too expensive at the time the KR exhaust cam mod appeared. If you look at the graph you can see the KR exh cam has a pinch more duration than the ABF exh cam. Though the difference in lift is clear to see. Both of these cams are below the duration figures of the mildest cams you would get from aftermarket. The figures used by aftermarket being measured at a different valve opening to what OEM specs quote, ABF items work out about 252 duration whereas Piper fast road start at 264. Basically ABF cams do not result in an engine that is peaky.

That was done using one of these: http://www.audietech.com/cam-pro-plus/cam-pro-plus.html (not by me, I was simply sharing that rather useful cam profile graph)

What David said.

Stealth, they do sometimes read a little high, I have seen extra peaks added to 16v plots from Stealth around 5500-6000 rpm. These extra torque bumps are not present on a G meter, which doesn't lie, or other dynos. I didn't think we were talking about the R32 airbox here. I am familiar with the airboxes on both Corrado & Golf VR though. The only way to clear up the difference in dyno readout is to visit various rolling roads. Not something that many are prepared to do though. VR6 owners do tend to head to Stealth & that is fine! It would be nice to see what the cars make on other brand rollers as an extra confirmation of the output. Your 280 bhp figure was at Stealth too? Whether it would read more or less at another rollers, you cannot deny that is a great engine. The figures I quoted were 100% flywheel, noway you would get that output @ the wheels from a 2.8 12v with only a few alterations.

Standard ones are around 180bhp, maybe on some rollers they will average at 190bhp, there are some that seem to read higher. The Mk3 I mentioned has been remapped, which is the main enabling factor to it's increased output, it was tested 2 weeks ago. Winter doesn't really affect a dyno dynamics dyno. The weather station corrects for this, if the air is colder/hotter/ less/more pressure,then a correction factor is applied to bring the figures inline with a standard set of environmental conditions. These tests were done with a correlation car present (standard digifant 3x ABF engine) that constantly puts out the same figures each time one of these events are run. The OBD1/2 thing never seems to go away... "OBD relates to emissions monitoring. OBD1 is the US EPA emissions monitoring std which ran to 94 then in 95 more parameters and calibration functions where included and this std became OBD2. OBD2 also runs of K line. For example all US/CDN MK3s or Corrados have a MILs, this was not a requirement for Euro vehicles as was 3 HEGO sensors, under floor catalysers and so on. In Europe most of the these functions relating to US OBD are switched off! But the remainder can still be accessed via a K line. The remainder does not make the vehicle "OBD2". Many of the european vehicles like Merc, BMW, VAG and Opel communicate with the same protocols after 95 hence the rise of handheld diagnostic readers. You many find though that generic US "OBD2" tools do not work on many european vehicles due to differences in data sets. In 95, Europe had EU1 emission stds and you find some of the hardware that benefitted US federal emission monitoring, fuel economy and emissions became std equipment on euro vehicles for our drive cycles. There should be no drive difference (or small torque deltas) between a 93MY MK3 VR6 and a 96MY MK3 VR6. The later MK3 VR6 may have the abilty to adjust individual batches of injectors and coil towers to compensate for manifold tract differences over time bearing in mind that these engines are designed to run at stoich during the majority of load conditions except WOT and high rpm." I would have to see the BMC filter tested myself to buy those figures, without seeing it in person I would suspect an old paper filter or some form of heat soak issue on the dyno. The most restrictive part of the system is not the airbox on these vehicles. I have seen vehicles with the 2.9 Corrado airbox & then with a cone filter, no difference to performance. Could you guarantee that if a BMC carbon item was fitted here we would see a 7 bhp jump? It's all good discussion though & your points on the US parts are interesting :)

Hi all, Here's a video to go with the dyno day that Phil mentioned above: Essex Corrado action! (thanks to whoever made the Corrado font!) Extra to our monthly meet, several of us also attend: the main VAG shows & local shows (including convoys to the events) track days & the occasional sprint RWYB drag events dyno days (as shown above) motorsport as spectators e.g. VAG Trophy, Rallycross, Top Fuel dragsters, Truck racing Should some of the above appeal, we'll see you at one of our meets! :grin:

Though 262.4 Nm = 193.5 lbft, from a 2.9 The 2.8 I mentioned made 210 lbft on a dyno-dynamics, which are known to be "tough love" and not optimistic. without the extra 100cc, the bigger valves, the switchable intake manifold, the uprated cams, and the expensive carbon air filter. ;)

Well I would say leave it till last. It's an expensive part for small if any gain vs. standard airbox with a brand new paper filter or aftermarket panel filter. It sounds & looks cool yes, but focus on the items that with give bigger improvements first. Is there a specific use in mind / reason for 250 bhp target? (No torque figure target?)

Save money, keep the standard airbox. BMC carbon thingy for £££ = what +/- 1 bhp? I saw a 2.8 VR6 at a recent dyno day do 200bhp / 210lbft (ok this is in a Golf Mk3, not a 2.9 Corrado) Standard airbox (albeit drilled) Standard camshafts Standard exhaust manifold, downpipe, catalyst 2nd hand cat back stainless system Corrado 2.9 VR6 intake manifold adapted to use the 2.8 throttle & idle control. DIY ported head Remapped ECU. For comparison, a healthy standard 2.8 VR6 Mk3 Golf was present and this made 183bhp / 187 lbft If this was done on a 2.9, I think you could easily get 210 bhp / 220 lbft, maybe more. For comparison, a healthy standard 2.9 VR6 Corrado was present and this made 195bhp / 201 lbft Interesting to also note that the bottom end on the modified 2.8 has done over 170,000 miles.

Pump has now sold. To confirm/clarify the exact same pump: 1H2-614-217-A was fitted on a Corrado VR6 Auto, ABS with EDL. So certain Mk3 Golf & Corrado use the same 1H2 part number.

I watched the 1988 Appleseed years ago & enjoyed that. The newer one, I thought I wouldn't like it but I was actually pretty good. Liked the start with "Good Luck" playing

Lobitos can you quote for: 2 x Rainsport2 205 50 R15 & 2 x Rainsport2 205 55 R16 Thankyou

They are heavy for an alloy wheel, I have flat spoke version in 15x8" & they are weighty indeed. A lighter wheel should help with the bumpy surface you describe at Knockhill. (not to mention easier to speed up & slow down it's rotation)

Sometimes spring rate is indicated by a part number / manufacturer code / painted colours on the springs. Ask previous owner / KW? You do need to know what you have got on there. Are you running flat spoke Compomotive MO wheels?

What benefit do you get from: Rose joint the front wishbones and the rear beam. Seam weld the wish bones. Splitter on the front. Triangulate the rear beam with rose joint adjustable bars ? ^^^ this doesn't address the points he intially raised. You need to find out/ list what spring rates you have on your Corrado The camber you are running is milder than some road cars, try -2.5 or even -3 on the front What toe setings are you running? You have adjustable dampers so if the front is understeering crank up the rear dampers and/or reduce the front damping Eibach camber bolts work fine, you can use one per side for low numbers or two if even more camber required, or get the hole file out and make the hole on the suspension strut more of a slot.