Cheers and yes it surprises a lot on the road!!Just read this entire thread, what a beautiful piece of work, been a while since I seen one of these, stage 3 in that must be something else
-
Guest, 🚨New Stock alert: Premium CUPRA valve caps now available in the store 👉 Order now from the merchandise store
Ibiza Bocanegra - Venom K03 - Unicorn Tuned - Daily/Track Toy
- Thread starter BocaBill
- Start date
So, As mentioned in my last update..... larger injectors now installed and scaled to suit by Rick @ Unicorn once that was done it was onto tuning the top end.
This proved to be more complicated than first thought as we was plagued with a boost cut at around 6.2k, No error codes and no signs in the data to say what wasn't happy, all we knew was the power to the N75 would cut and engine would continue up the revs with just wastegate spring pressure.....so not ideal!
After some trial and error data logging testing different wastegate springs and preloads although the ea111 twincharger doesn't have a MAF sensor instead uses 3 MAP sensors we found that having more preload or using a stronger spring was passing enough air mass through the throttle sensor in the mid range revs to max out the engines air flow capacity that it dropped into a soft limp mode which cut the N75, Took a lot of scratching heads and few weeks of back and forth but that's part of fine tuning a tune.
At this point I was no longer interested in hp figures I just wanted my setup to work correctly and reliably, So once we figured that out the engine finally settled on the yellow 9psi spring in the forge actuator with 4 and half turns of preload, Boost Actual Vs Requested match each other from a peak of 1.65bar @3.8K and tapers off from 6.2K into the redline whilst still making 1.35bar but most importantly it holds boost to 7K with no cuts!!
Compromise is what's key when tuning most engines and with mine on the forge blue spring (13psi) I'd previously ran 1.7bar peak boost, holding 1.6 but had to heavily taper the boost off @ 5.4k down to 1.2bar to avoid the boost cut plus stock injectors couldn't flow anymore fuel which left the top end lacking in power. Now with the larger injectors I'm able to hold my peak HP upto the redline, I think we finished around 240hp/260ft lb as the ecu was pulling timing between 6/7k when increasing boost so it became knock limited due to cylinder heat/99ron fuel.
Not massive numbers on paper but a completely different animal on the road.
The compromise to the tune would be to run less boost as the turbo comes on which gives less mid range torque and push it further up the rev range which will give higher peak HP but then the car won't be as quick on acceleration but have a faster high speed (A drag strip tune) which is pointless for anywhere else but a drag strip, especially on a circuit track, then further on from this would be water/meth to be able to increase timing which I just can not be bothered with.
Considering at the time of this update it's the ONLY stock engine Bocanegra on a Venom Hybrid turbo to be actually Taxed, Running, Driving & being abused on the UK roads & Circuits today.... plus I believe it's the only Bocanegra to be tuned by Rick also.
so a TRUE UNICORN in every sense of it's name and still a very quick and capable little motor!! Anglesey Track day booked, Cadwell and Oulton coming soon!!
7 year's of ownership this June from stock to now and still under 90K
This proved to be more complicated than first thought as we was plagued with a boost cut at around 6.2k, No error codes and no signs in the data to say what wasn't happy, all we knew was the power to the N75 would cut and engine would continue up the revs with just wastegate spring pressure.....so not ideal!
After some trial and error data logging testing different wastegate springs and preloads although the ea111 twincharger doesn't have a MAF sensor instead uses 3 MAP sensors we found that having more preload or using a stronger spring was passing enough air mass through the throttle sensor in the mid range revs to max out the engines air flow capacity that it dropped into a soft limp mode which cut the N75, Took a lot of scratching heads and few weeks of back and forth but that's part of fine tuning a tune.
At this point I was no longer interested in hp figures I just wanted my setup to work correctly and reliably, So once we figured that out the engine finally settled on the yellow 9psi spring in the forge actuator with 4 and half turns of preload, Boost Actual Vs Requested match each other from a peak of 1.65bar @3.8K and tapers off from 6.2K into the redline whilst still making 1.35bar but most importantly it holds boost to 7K with no cuts!!
Compromise is what's key when tuning most engines and with mine on the forge blue spring (13psi) I'd previously ran 1.7bar peak boost, holding 1.6 but had to heavily taper the boost off @ 5.4k down to 1.2bar to avoid the boost cut plus stock injectors couldn't flow anymore fuel which left the top end lacking in power. Now with the larger injectors I'm able to hold my peak HP upto the redline, I think we finished around 240hp/260ft lb as the ecu was pulling timing between 6/7k when increasing boost so it became knock limited due to cylinder heat/99ron fuel.
Not massive numbers on paper but a completely different animal on the road.
The compromise to the tune would be to run less boost as the turbo comes on which gives less mid range torque and push it further up the rev range which will give higher peak HP but then the car won't be as quick on acceleration but have a faster high speed (A drag strip tune) which is pointless for anywhere else but a drag strip, especially on a circuit track, then further on from this would be water/meth to be able to increase timing which I just can not be bothered with.
Considering at the time of this update it's the ONLY stock engine Bocanegra on a Venom Hybrid turbo to be actually Taxed, Running, Driving & being abused on the UK roads & Circuits today.... plus I believe it's the only Bocanegra to be tuned by Rick also.
so a TRUE UNICORN in every sense of it's name and still a very quick and capable little motor!! Anglesey Track day booked, Cadwell and Oulton coming soon!!
7 year's of ownership this June from stock to now and still under 90K
Last edited:
Made a new splitter from 12mm birch ply and a lick of exterior satin paint.....some proper down force going on now
Last edited:
Anglesey Circuit - Trac Mon 
Car survived, tyre did not!!
Cadwell booked for next month
Car survived, tyre did not!!
Cadwell booked for next month
Little addition before Cadwell a week on Wednesday, Oil Temp Sensor and Prosport gauge, couldn't have odd gauges though so swapped out my Turbosmart boost gauge for matching Prosport 
I even put a oem 2 pin connector on the sensor for that...'Keep it Factory' look
FYI...Stock oil filter doesn't fit a standard sandwich plate
I even put a oem 2 pin connector on the sensor for that...'Keep it Factory' look
FYI...Stock oil filter doesn't fit a standard sandwich plate
Last edited:
Cheers matey, nice chatting with you, your's looks decent too
Picked up a Racingline CAI for cheap....
Not noticed much difference but I'll see how it goes..
Last edited:
Yea, bigger diameter and more direct tubing however the foam of the filter is denser than the pipercross one.
Filter housing picks up heat from the side of the engine, something stock box doesn't behind at the back of the bay.
Will have to datalog intake temps and air mass volume
And stock filter might also have more surface area maybe? In these pictures it looks way bigger than the Racingline
Yes, pipercross filter is larger in size though most the air flow goes through the scoop facing side
Interesting data log
Stock intake I could never get more than 698 KG/H (194 G/S) threw the throttle valve
1st logged 5th gear pull with the Racingline it flowed 713.9 (714 KG/H/ 198.3G/S) for arguments sake....
If you go by the old air mass/flow rough calculation that HP = Air flow X 1.25 it equates to 247hp from 242 on stock airbox, generally people have always said 200 g/s is a 250hp car so I'm happy
I mean rough estimate on air flow alone but still positive
Nice! I had a similar situation with my Leon 1M, when I swapped a silicone TIP over to an SFS oversized TIP. I could see in datalogging that the g/s went up by quite a margin, which didnt happen before!
No matter how much HP it is, fact of the matter is that the data shows it flows better
Picture for proof
SFS Overbore vs Volksbits by ND-Photo.nl, on Flickr
No matter how much HP it is, fact of the matter is that the data shows it flows better
Picture for proof
SFS Overbore vs Volksbits by ND-Photo.nl, on FlickrSimilar threads
