RoberTT/Steve - been in (the land of) communicado... >>
01-05-2005, 01:15 PM
#2
Here's the 180 Bamm status...>>
All the numbers look good for the one RoberTT is testing now with the 3 bar FPR. Runs good, Adaptation stabiliized etc. He's got a new VAG cable on order and we'll test shortly with the 4 bar.
I suspect the Tube ID could stand to be increased a bit with the 4 bar. I'm buying a lathe and a milling machine so I'll have the capability to do this. We're about a month or so out until all that's up and running. Add some time for my learning curve on Machining....
I want to get it dialed in as perfectly as the 225 version seems to be...
I suspect the Tube ID could stand to be increased a bit with the 4 bar. I'm buying a lathe and a milling machine so I'll have the capability to do this. We're about a month or so out until all that's up and running. Add some time for my learning curve on Machining....
I want to get it dialed in as perfectly as the 225 version seems to be...
01-05-2005, 02:38 PM
#5
AudiWorld Member
Join Date: Jul 2002
Posts: 381
Likes: 0
Received 0 Likes
on
0 Posts
Steve, good to see you're spending the efforts for us 180 guys
On the 3 bar vs 4 bar FPR... Correct me if I'm wrong on the following:
Before BAMM was developed, 4 bar FPR was considered an overkill, even for 225 chipped, TTDA'ed, etc.
When BAMM was made for the 225hp, VAG readings indicated 4 bar FPR might help correct some of the readings. And it did. But I interpreted the 4 bar FPR upgrade as a necessity to make BAMM work properly.
Now that there's a 180 BAMM working with stock 3 bar FPR, would that not be a great drop in upgrade?
(I'm eagerly awaiting for the 180 BAMM before doing the TTDA and BAMM together.
Before BAMM was developed, 4 bar FPR was considered an overkill, even for 225 chipped, TTDA'ed, etc.
When BAMM was made for the 225hp, VAG readings indicated 4 bar FPR might help correct some of the readings. And it did. But I interpreted the 4 bar FPR upgrade as a necessity to make BAMM work properly.
Now that there's a 180 BAMM working with stock 3 bar FPR, would that not be a great drop in upgrade?
(I'm eagerly awaiting for the 180 BAMM before doing the TTDA and BAMM together.
01-05-2005, 02:48 PM
#6
My thoughts are....>>
After finding out what were finding on RoberTT's car, is to offer it both ways. The schedule 40 aluminum pipe appears perfect for a drop in with no FPR mods and some may want to go that route....The only problem is the OD is a bit large. It works, but it's a squeeze on the Turbo pipe side. I'd like to be able to Machine the ends for a perfect fit. The lathe will allow this part to be a beautiful turned aluminum piece that fits perfectly... Cost will be a little higher, but should be easily justified. I'm laying out a bunch of $$ for the tools..Once the tools are in place, custom ID's will be possible for the 4 bar optimization....
(all will require a TTDA to work BTW!)
(all will require a TTDA to work BTW!)
01-05-2005, 03:00 PM
#7
AudiWorld Member
Join Date: Jul 2002
Posts: 381
Likes: 0
Received 0 Likes
on
0 Posts
Good to hear. Sounds like there'll be enough R&D to keep you busy!
Yes, I know the TTDA is a pre-requisite for the BAMM. I've been holding off thinking I'll get both from you at once...
Trending Topics
01-06-2005, 04:39 AM
#9
Sorry I missed this exchange. I was helping my friend install...>>
the updated Haldex controller on his R32. Boy, does it change the handling. A lot more rear end power. Took it through some twisties and the car was more balanced. Very little understeer.
Not a bad upgrade.
The cable should be here next week.
Not a bad upgrade.
The cable should be here next week.
01-06-2005, 11:18 PM
#10
Member
Join Date: Mar 2000
Posts: 2,699
Likes: 0
Received 0 Likes
on
0 Posts
OK, but ...
(yeah, here goes Scot again trying to understand
this stuff)....
I thought the need for the 4-bar FPR was brought on
by the inability of the ECU to adjust enough to the
faked lower air flow readings it was getting from
the BAMM. This required it to squirt more fuel than
it thought it was necessary, so it adjusted itself
out of spec and threw a CEL.
So, you add a 4-bar FPR, and since it thinks it
still has a 3-bar FPR, it gets more fuel than it
asked for, which is good since it reads less air
than there really is, and it's able to adjust
while staying in its allowed range.
So - if you can get a larger ID BAMM in a 180
that solves the on boost air mixture problem
(if that's still the goal!:>
without the need of
a 4-bar FPR to allow the adjustments to be made,
why develop an even larger BAMM just to add the
4-bar FPR?
Thanks,
scot
this stuff)....
I thought the need for the 4-bar FPR was brought on
by the inability of the ECU to adjust enough to the
faked lower air flow readings it was getting from
the BAMM. This required it to squirt more fuel than
it thought it was necessary, so it adjusted itself
out of spec and threw a CEL.
So, you add a 4-bar FPR, and since it thinks it
still has a 3-bar FPR, it gets more fuel than it
asked for, which is good since it reads less air
than there really is, and it's able to adjust
while staying in its allowed range.
So - if you can get a larger ID BAMM in a 180
that solves the on boost air mixture problem
(if that's still the goal!:>
without the need ofa 4-bar FPR to allow the adjustments to be made,
why develop an even larger BAMM just to add the
4-bar FPR?
Thanks,
scot