Mark, the LCR one is 3" ID and will allow a massive flow through it before it becomes a restriction.
These ones are used in Big Turbo applications on other VAG models
These ones are used in Big Turbo applications on other VAG models
what makes you think this is an upgrade alone?
it will just **** up the metered incoming air and subsequent fueling
Thanks for the reply, I thought I read somewhere the R32 uses a slightly larger MAF, and wondered if anyone had tried it?
What would be the outcome though?
At these airflow levels the OE maf isn't being saturated... and isn't a restriction
At these airflow levels the OE maf isn't being saturated... and isn't a restriction
Just wondering why the R32 was deemed by VW to need a larger Maf, but yet it is only a few bhp more?
And the r32 is n/a as opposed to forced induction so it pulls the air in when the pistons lower (which creates a drop in atmospheric pressure within the induction system) where as the Cupra has a turbo, which means the air is sucked into the induction system and forced into the cylinders. Its probably bigger on the R32 as already mentioned - to create as little restriction as possible.
I've heard of a few people removing the gauze on the maf, does this yield any realistic performance gains?
I've heard of a few people removing the gauze on the maf, does this yield any realistic performance gains?
I don't know the exact specs here, but putting a turbo on a 1.8 car means it requires more air, depending on the size of the turbo it can need more air than a 3.2 litre engine!
Both systems suck air in, NA and Turbo, it is only after the turbo has spooled up that it forces air into the cylinders, but it is still sucking air in from the MAF.
Both systems suck air in, NA and Turbo, it is only after the turbo has spooled up that it forces air into the cylinders, but it is still sucking air in from the MAF.
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