#killerbunny something a little different

[v8coupe]

So I know this forum is mostly old Audi lovers, that's cool, I am as well. My current project on the other hand is not. I feel though this might be one of the few forums that might enjoy watching it come along.

So lets get start with some details. This whole project basically is the culmination of my love of torque, and my love of boost. A few years ago I owned an mk4 tdi that I chipped and did some other mods on. I got hooked on the torque, being a V8 nut that wasn't hard. I loved how even with a 5k redline I was still able to roast the tires and go like a rocket (soot rocket). The mk4 was fun, but I always felt it needed AWD to give it that extra level of grip the TDI seemed to need, sadly a turbo failure and run away killed the MK4. To replace it I wanted another TDI, but mk5s never came in TDI besides jetta which have too many doors for me. MK6's were just starting to come back off leases but really weren't in my price range so I ended up settling for an 09 Rabbit S, United Grey, 5-speed, 2-door. I still wanted my TDI and I still wanted it in AWD, but VW of America still hasn't delivered it.

My little bunny and me have been doing lots. Purchased it at 16k miles I drove it all over seeing the south west and dakotas. well a deer collision helped me get the R front I always loved, along with thunder bunny rear bumper, thunder bunny side skirts, and thunder bunny rear spoiler. I added a set of 19 by 9 tiguan wheels to finish off an edgy look, but mantained the matte black accents from the bunny.


Getting ready for this years show season and knowing I wanted to add to the aggressive nature of my Rabbit I started upgrading stuff. First some ISC coils, a set of Touareg 18z calipers on ML55 rotors with hawk pads, and a set of new TSW wheels. SOWO was the first show I had traveled any long distance to, and I ran into some issues. Manly a failure of the timing chain driven vacuum pump on the 2.5L. Luckily I manage to get it patched up, and limped home, although without my planned trip to the tail of the dragon. Shortly after returning back to MN I started to notice an oil leak. After digging into the car to find the source I had it found, a 3" crack in the rear timing cover appearing to start from the Vacuum pump boss. Well I ripped the 2.5L out and started plans for it's upgrading, work got busy, and the engine got delay. I happen to look on the tdiclub.com's classifieds for parts for a friends car one day when I stummbled onto a complete Euro 140HP common rail tdi (similar to what came in the 09 jettas and the mk6) swap. Almost as if it was calling my name! I contacted the seller and started down, what it has seem to be a very very slippery slope!

Car at SOWO


So Now that the background is out of the way onto the fun! The project. So with the swap purchased and plans made to get it from VA I started looking at what I wanted to do with this engine. I knew stock wasn't going to do it. I had been playing with the Idea of compounds for some time on my ALH and with the big turbo kits just starting to come down the pipeline for the CR140 engines the tuning was showing they spool much better. So with that being my goal I knew the next piece of the puzzle was AWD. I have had a damaged MK1 TT Quattro 6-speed in the shed for several years time to use it! I've also purchased some of the other pieces to make the AWD swap happen. Complete R32 gas tank, R32 rear spindles, and I'm working on sourcing the DIff and Haldex controller.

The plans for the engine are:
Rosten Performance I-beam rods
Ceramic coated pistons
Main studs
H11 Head studs
Duramax LML Cp4.2 pump
Custom reground cams
Ported head
Larger nozzles
Custom compound setup using the stock BW BV43B under a BW EFR7064

Tuning will be done on the stock MK6 ecu with the cluster and full body harness swapped into my mk5 shell. Goal is 300-350WHP/450-500WTQ and ~50 PSI. Most of the parts for this build are a work in progress as there are no other TDI's of this variety pushing beyond the bolt on turbo kits that just came out. I'm using the info I have and parts I can get to get the engine all done here quickly and start on the complicated part of packaging everything in the bay.

The car will also be running a Fifteen52 bolt on flare kit to clear the 265 tires I'm shooting for flares measure 55mm front and 35mm rear.

[85oceanic]

Looks like an awesome project man! And welcome to the Pad!

[ringbearer]

Welcome

Very cool, keep up the updates!

[WOMBAT]

awesome, love a 1ofakind swap!

[PRY4SNO]

Great idea for a swap, love the direction you're going.

[chaloux]

Oh Hell yes, I love this. Just my kind of swap (see sig). I feel like your swap will be a lot less ghetto than mine though! Nice work so far.

[v8coupe]

Thanks Guys. TDI's are a new addiction of mine, I really want an A5 3.0L TDI 6-speed.

I'm certainly hoping to have a very different car when I show up at a show. So over the air and wheels trend I see in the VW world. I'm also all about swaps that are pratical and a TDI with AWD that has a super responsive compound turbo setup should be very very streetable while still a blast on the twisty roads.

Some more pictures

[All_Euro]

Awesome idea - thanks for sharing! I'm slowly working on a Haldex swap as well... and have seriously been considering compound turbos - keep us posted

[v8coupe]

well Little updating.

Finally have what looks like the solution for my biggest issue with the fueling, how to make the GM LML twin piston pump work. The issue is the stock cp4.1 fuel pump is a single piston with a single feed, the cp4.2 found on the GM LML duramax is a twin piston with 2 feeds. The pressures involved here are way above where I want to be testing untried solutions. I've been digging around on sled pulling and big truck tuning forums to try to come up with a safe solution for routing the 2 into 1. After finding a few "ghetto" solutions using fittings from water jet machines I found my answer. It came from the VAG parts bin. The 2.5L Euro crafter engine is a revamped version of the 2.5L I5 tdi some are familiar with. It takes the standard engine lowers compression with new pistons and upgrades the fuel system from a VE pump to common rail. So it has a common rail fuel rail with 6 ports, uses the same sensors, and has the same size return as the stock rail. Took some digging, but I finally got a measurement on one and it appears to be short enough to fit it on the head and still be able to have room to get to the injectors.

So with that ordered it was on to finding the pump, which I found on craigslist locally. So I have 2 of the major hurdles for fueling done. Now trying to find either different nozzles or someone that can upgrade the current nozzles i have. No one has done an upgraded VW CR nozzle yet that I know of as no one has run out of fueling yet, but I'd like to get more fueling in a shorter time to keep timing tighter. The goal is not the smoke like a freight train, I want clear power which is more difficult to do then the standard crank the fueling and go tunes. The keys I think are higher rail pressure and bigger nozzles. This means I can deliver a finer mist from the larger nozzles and have it burn more since I can keep the window it's injected in the sweet spot.

The other major update is in the induction side of things. I've been bounce around on the Low pressure (LP) turbo for a while. Keep looking at the efr6758, 7064, and 7670. These are all capable of giving me the flow I need, and have room to grow. The biggest hurdle I keep hitting is what to do. I spend\t a few hours last week running some options through and I think the 6758 is a better choice. It will have spool that neither of the larger T3 frames can touch and it still has enough head room for more power if I want it. After running the numbers though one thing was a reoccurring issue, HP flow. The BV43B I have as the HP turbo is small, it's compact, but it is capable of ~200HP. The major issue is what the HP will see as flow from the LP. I was going to just run a large single FMIC in the stock MK5 location, but the heat from the 2.6 PR coming out of the 6758 would push the flow into the choke area of the HP. The best solution would be to upgrade the compressor, but that isn't really an option as it would make surge more likely down low. The next best option cool the charge between stages down. This adds another component and more complexity to the build. I looked at an second Air to air FMIC as the R bumper has room for one, but the plumbing would be a complete mess. Solution W/A intercooler.

I need to reduce the inlet charge as much as possible as the density increases the HP gets more efficient. So far the the best most logical solution is a W/A IC where the factory battery was, pump on the inner fender and cooling unit for that ducting into the side bumper grille exiting into the wheel well like a stock mk4 1.8t side mount. Adding an intercooler adds more piping, more fittings, and another cooling unit to the car which is already getting incredible full in the bay. I now will have, an oil cooler, FMIC (A/A), large fuel cooler, W/A IC, W/A IC cooler, and 2 turbos to shove into a bay that isn't large on space. The hardest part will be getting all this in the bay, cleanly, and still have a decent level of serviceability.

The engine is progressing and I'm shooting for a jan 1st deadline to have it all back together and ready for the first round of test fitting. once I'm done with the engine it's onto getting the european tdi gearing, rebuilding the transmission and starting on he new rear tube suspension components.

[v8coupe]

well got some more work done, seems the new fuel pump will work quite nicely once i build a small spacer shim to move it back, but the gear and everything swaps straight across from the VW pump. So I should have that issue resolved, next figuring out the fuel lines on the new rail.

CP4.2 from duramax next to the cp4.1 from the VW notice how much bigger it is.

[Mcstiff]

Great idea!

[v8coupe]

Little update.

So I've been trying to progress on the build but work has had me real busy up until recently. The time line I fear will have me well past my planned trip to SOWO this year. I want to attend the show and I really want the car there, but I just don't see the compounds being ready. So for SOWO I think I need to shoot a little lower and go for just having a built TDI with AWD and Widebody.

Engine still isn't done as I just got the cams back 2 weeks ago and the springs are still on back order for another 2-3 weeks. Goal is to get the head done while I wait here so it's fully ported and polished when springs finally arrive. In the mean time the pistons, rods, and crank will all go out and get cryo'd. I'll reassemble everything, get a fresh coat of my favorite lime green on the block and wait for the head.

I am in the process of picking up a complete MK5 tdi 4motion swap, which will include the complete fuel tank, pump, all axles, complete MK5 rear subframe and diff, driveshaft, MK5 TDI 4motion gear box, and all the wiring. Makes the swap mostly bolt in, which makes up for the huge chunk of change I'm dropping on it. So with that purchase, the engine purchased and the wheels about ready to be ordered I have several major pieces done to get this project rolling. As much as I'd love to be rocking compounds in May, a 180HP/300ft-lbs AWD TDI will still be a blast in the twisties.

Plus with only running a stock turbo for the trip it makes getting everything all dialed in that much easier I don't have to worry about tuning, or logging I just run a premade tune and Go. For now that's the goal still a massive amount of work to do in ~120 days.

[PRY4SNO]

That's a solid plan... and just think of how much you'll appreciate v2 when you get there!