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dwightlooi last won the day on December 31 2019

dwightlooi had the most liked content!

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595 Kind of a Big Deal

About dwightlooi

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  • Birthday 09/10/1973

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    Belmont, CA
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  1. The Audi 3.0TFSI has a similar whine (S4, SQ5, A8 3.0TFSI, etc). Well, it has the same Eaton TVS 4-lobe supercharger (albeit a shorter version TVS R1320 version rather than the LT4's R1740 or LT5's R2300). That is also Audi's most reliable engine in the current lineup. It is new enough to not have the 1st gen FSI's Direct Injection intake fouling issues and it does not have the grenading turbo problems of all the VW-Audi engines with a check valve and oil screen in the turbo oil feed. FYI, if you own a car with the Supercharged 3.0T (not the newer Hot-Vee single turbo 3.0T), the TVS R1320 makes about 33% more boost than the 3.0T engine actually uses. So the ECU cracks the bypass valve at higher rpms to bleed off boost it doesn't want. This overboost and bleed concept is also used on the Jaguar AJ133 and other supercharged engines. It means that if you screw with the ECU program and keep that bypass valve shut longer and open it less, you get quite a bit more power... about 100 hp and 90 ft-lbs more over the upper half of the rev range.
  2. The car is 4 years old with 40K miles. It is covered by the CPO warranty for 12 months / unlimited miles and the turbos are covered by the 7yr/70K miles emissions warranty. I have a year to decide if I want to buy extended warranty. Powertrain Warranty from Audi is $2800 for three additional years past the CPO. Doing the preventative filter change is $2000. The thing is that if you ever intend to retune the ECU, buying warranty is a waste of money because any flash of the ECU will increment a HW flash counter. Any undocumented variation on the flash counter from VW-Audi records will flag the car as TD1 and void your warranty.
  3. The Germans have their fair share of TOTALLY RETARDED engineering. The CEU engines (aka Audi 4.0T V8) has a pair of "oil screens" in the turbo oil feed lines to keep the oil supply to the Hot-Vee mounted turbos "cleaner". Oil screens are by definition a filtration device and a service item. But, they bury them under the turbos, intercooler and intake assembly in a totally un-serviceable location. In the RS6 and RS7 cars it's 10 hours of labor to get to them because the front bumper has to come off. In the A8/S8 about 6 hours because the W12 accommodating engine bay is a tad longer so the intercooler can be removed with the bumper in place. The Audi service manual and scheduled maintenance does not include replacing these screens. So over time they clog and cut of oil to the turbos. The turbos then grenade themselves. If you are lucky it's just the turbos and a $13,000 repair at the dealer. If you are not, the metal fragments totals the cylinder walls and it's $45,000 for a new engine. About a fifth of the cars grenade their turbos between 40 and 80K miles. That is terrible. Preventative maintenance on this known issue is to replace the screens. But it's $2K and 6~7 hours of labor for an oil change if you do that. LOL! Good thing the car has a 7/70K warranty on the turbos and the emissions equipment.
  4. The LS9 has been out of production for years. There is the LT5 though. I'll say that 755 bhp / 715 lb-ft is "adequate" big and heavy SUV or not. It's a Dual Injection engine too. So if Caddy wants it can idle and putter along the parking lot with port injection to eliminate the DI clatter. It'll also keep the intake valves clean of carbon. And, if you care it is also hand built by one technician from start to finish in the same plant as the Blackwing.
  5. Agreed. My point is that an engine does not need to be a 4.2L DOHC Hot-Vee V8 to be "hand-built" -- you can do that with any design -- and that the Hot-Vee configuration does not require or necessarily include higher tolerances. I just got a car with a Hot Vee V8 -- the Audi CEUA 4.0TFSI bi-turbo engine. I have no problems with it (yet) but a Pushrod V8 would have been a simpler design with equivalent performance and less potential issues. A Pushrod V8 of 6 liter class displacement will also be able to spend more time in cylinder deactivation mode than the 4.0 liter mill. This is actually one of the reasons why they did not go to 5.5 liters with the C7. They could have and that engine would a have made about the same power at higher revs. But, fuel economy is actually worse because the AFM operating regime was narrower.
  6. Moral of the story? Capitalism rewards handsomely those who dramatically change how we live our lives for the better -- be it Ford then, Gates, Jobs, Bezos or Suck-a-Bird more recently. That is a good thing because there is nothing like income equality when it comes to ensuring that nothing gets invented, no sht gets done and everyone is a useless dependent of State.
  7. The 3800 was a fantastic engine -- smooth, reliable, bulletproof and economical. The 3.6 DOHC HF V6 -- at least for the first two generations from LY7 to LLT -- not so much. It is not until the LFX that some basic reliability issues got addressed. The LGX if a good engine, but that is a totally new architecture with new bore spacings and a new AFM setup. They should have continued to build the V6es off of the 5.3L LS design giving a 4.0L V6. Power would have been 220 to 240 hp for a port injected 4.0 V6 engine. The current LT based 4.3L V6 makes 297hp. These would have been more reliable engines for the Malibu, Impala and all the crossovers. Probably more efficient than the 4-valve 3.6 too.
  8. Nonsense, nonsense and nonsense. (1) You can put a unique serial number and hand build a Small Block. Oh wait, the LS7 was exactly that. (2) Hot Vees do not require any higher or lower tolerances than side mounted turbos. (3) As I have said, an LT based engine displacing 6.8 liters and featuring individual butterflies, cam-in-cam dual phasing and dual injection will produce the same power (~550) with zero lag and with less complexity. As previous small block engines have proven, fuel economy will be equivalent to, or better than, DOHC powerplants of lower displacement but with a similar output (turbocharged or otherwise). The point here is that the Pushrod design is nothing to be ashamed of. It is a GM asset which should be maximized not shunned. It should have been in the ATS-V and it should be in every flagship Cadillac. Whatever displacement taxes may or may not exist in certain markets is irrelevant to this category of vehicles.
  9. Except it was a STUPID DESIGN which defeats the purpose of having disc brakes. The early Chrysler disc brakes works very much like a drum brake. The pads and caliper is on the INSIDE of the bloody thing. Instead of clamping down on an exposed disc, it pushes out on the brake housing. The only difference between it and a drum brake is that the pads pushes laterally rather than circumferentially. The two principal advantage of a disc brake -- a larger working surface for a given unsprung weight as well as superior cooling and dust ejection -- is not realized because the entire caliper assembly must be contained within the cast iron housing and it is all enclosed.
  10. It's longitudinally engined, full time AWD... aka Quattro. The entire engine is ahead of the front axle. The transmission and the front differential axle is in a single casing. The center and front differential are torsen type limited slip; the rear differential is active. The default torque split is 40 front / 60 rear, but out to 85% can go to the rear and 65% can go to the front. -- It is also a Hot Vee engine. Meaning the exhaust comes out in the middle and the twin turbos sit on top in the valley of the Vee. The intakes are on the sides. There is an air-to-water aftercooler in the front between the throttle body and the intake plenums. The turbos are tiny and design for response not maximizing engine power. The engine makes a paltry 435 hp @ 5,100-6000 rpm with 444 lb-ft available from 1,500-5,000 rpm. The redline is a modest 6,000 rpm.
  11. I defected back to the Germans this Christmas... got myself an Audi A8L 4.0T. The car sold new for 109. But at 4 years and 40K miles as a Certified Pre-Owned, it is $31.6K making it an exceptional value. This is in part due to the SUV craze and in part due to the fact that car enthusiasts are generally gravitate to the S-cars, the M-cars, the V-cars and the AMGs. This left the traditional flagship sedan with low demand and fantastically bad residual values (71% depreciation in 4 years). It is no S8 Plus for sure, but it is brisk enough.
  12. Good for you! Just don't look back and say I could have gotten this or that a year ago and make out like a bandit. You don;t need to go that far back, Just go back a week and you could have bought the winning Powerball ticket!
  13. LOL... you could have bought AMD @ $2 in 2016 and it's $40 today. Put a million down on that instead of a home and it'll be worth 20 million today. Moral of the story? NEVER look back and moan over the investment you should have made. That's a sure way to be very unhappy.
  14. They dropped the Volt because nobody is buying them and they are losing money on every single one. The idea is very simple. Electric Power from the battery only needs to get you to work and back or from the shopping mall and back. That's 30-60 miles round trip for most people. That's 90% of the driving. Everything else is the exception. Fuel Economy doesn't really matter for the exception. It is more important that it be convenient, tiny, light and cheap. A turbocharger is about $600~700 if YOU buy one. I am pretty sure GM is not paying $600-700 to KKK, Honeywell or Mitsubishi when they buy them in the tens of thousands. A two stage turbine generator is basically two small turbos, one combustor can and a starter generator. There is no coolant, no radiator, no cams, no valves, no lifters, nothing. In aviation engines they BURN the oil and simply top it off as an expendable. If you want to recycle that you'll have an oil cooler, but that's about it. It is totally conceivable that the entire ensemble be under $2000 even in moderate quantities and with today's technology.
  15. Let me put it in a simple way for everyone to understand. The problem with electric cars is that the energy density of batteries is horrible. A battery that gets you 300 miles is over 1000 lbs -- closer to 2000 if you count the structure you need around it not just the cells. 10 gallons of gasoline takes you 300 miles in a 30 mpg car and it weighs 60 pounds (the tank weighs less than the fuel) The way to solve the problem is to make the battery as small as possible and use it as a buffer rather than an energy source. You then replenish it with the smallest and lightest device that can convert hydrocarbon fuel to electric charge. Now picture a turbocharger a small car like the CLA45 AMG. That'll flow enough air to make about 400hp and raise the pressure about 3:1. If you take two of those you can raise the pressure about 9:1 and make 400hp without the pistons. If you only need 40 hp, imagine the turbos being 1/10th the size of the CLA45 turbo. Think two little pill bottles!

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