Grillage wrote:I'm happy to see this thing documented. I was a little late to the game getting my first 12v in 2010. The audiworld 12v forum has a pretty amazing amount of knowledge from mance and others trying to get every ounce of horsepower out of these engines. It was always super annoying that the pics were gone so I'm happy to see the images too.
Has this engine been dyno'd?
Yeah, I hope to get more to share from Mance and I’ll work to consolidate info here and maybe on 12v.org. AFAIK, this configuration was never measured on the dyno. He reported that the “…last dyno on OEM engine management was ~144 at the wheels with only 3" intake, bored throttle body & MAF housing and I'm confident I've got AT LEAST 35-45 more today even being ultra-conservative. Perhaps even as much as 215-225WHP but "at least" 35-45 more than last dyno which would place me at ~180-190WHP today. My guess is cams alone added just at/over 30HP! Additionally evey inboard and driveshaft CV has been lightened/honed. Lighter flywheel, 9 lb one-piece driveshaft, lightened/balanced harmonic damper, alternator pully ad infinitum..”
I believe the “today” in 2009 is more or less what the car has today in 2014.
B. Rock wrote:With that kind of work/effort into the engine...can you really get rid of it for an 07k?
It is an interesting question and similar to the discussion about the 07k’s stock head flowing equally to a worked AAN head. If you have a worked AAN head is it worth going 07k? In that case, it depends, but we do know that Mance was building a bottom end and had considered trying to fit an LS6 in the quest for more power. It is unlikely that I’ll replicate the built bottom end that he was working on and he determined that the LS6 would not fit so those are dead ends. Now, I could look into an Audi V8 but I’d have to do a bunch of thinking before making that call.
The concerns I have about putting an 07K in this car (aside from cost) are having to ditch the 016 (which potentially means replacing the lightened from axles, modifying/replacing the Ti shift linkage, and modifying/replacing the single piece center driveshaft with lightened CVs) and adding the complexity/decreasing reliability of a turbo. Now, I love turbocharging but we’ll have to see how I feel after logging some time on the track. I don’t know what a full 12v weights, I’ve seen 355#s listed on 12v.org but not sure if that is with manifolds and accessories. My engine should be slightly lighter from all the porting etc. Hank posted the 07k with accessories as 349# so not a large delta but something to consider along with the weight of the FMIC and lines. It is most likely very close, aside from shifting the weight slightly forward again.
alxdgr8 wrote:This going to be at BBQ2014?
That is currently my plan, hopefully my family and work schedule accommodates!
But the big ones, off the top of my head, would be: Jimmy's 90 (Like this 90, Jim's project continues to be an inspiring build), The Iroz urQs, Javad's 80, Nate's V80, Marc's V8TT, Sean's urQ, the S-Line CQ (ex. Zzak's & Sean's), Dave's S2++, Da Fridge, Hap's Monstah, Chris' 20020v, Aaron's CQs, TerryBullwon's CQ (s2Forum), Tom Saltino's RS2, Nick's QUAT44RO, Sam's Sedan turned CQ, Darin's Projects, Da Crow, and some other's I'm likely forgetting 
