Since he was in search of direct bolt-on modifications, we set him up with our 034Motorsport B8 A4/A5 2.0 TFSI High-Flow Catalytic Converter, which is good for an additional 24 horsepower and 27 foot pounds of torque at the wheels by itself.

We also installed an AWE Tuning Single-Outlet Dual-Tip Exhaust to wake up the turbocharged two-liter engine a bit more, and give it a subtle, yet sporty exhaust note. An AWE Tuning Front-Mount Intercooler (FMIC) was also added on for good measure to keep intake air temperatures (IATs) low.

Here’s a close up of the AWE Exhaust Tips:

Nick was ecstatic with the finished product, and has made plans for future modifications already. As always, the car left with a stamp of approval from 034Motorsport!

This 2010 Audi A5 2.0T Quattro 6-Speed features the following parts from 034Motorsport:

Interested in making your Audi go faster? Email us at contact@034motorsport.com or call us at 510-657-6707 today!

We verified clearance for up to 30 degrees of advance on the intake camshaft (the VVT tensioner itself only provides about 22 degrees of advance) on our 2.2L stroker motor with the 3658s, plugged in the VVT tensioner to our 034EFI Stage IIc Standalone ECU, and got to work.

Turning on the VVT tensioner resulted in about ~400 RPM quicker spool, and solid power gains up to ~6200 RPM. We netted gains of over 60 foot-pounds of torque at the wheels at ~4000 RPM.

Take a look at the dyno chart below, which compares one pull with the VVT tensioner turned off for the entire pull, and one pull with the VVT tensioner turned on for the entire pull.

By calibrating our ECU to switch the VVT tensioner on at low RPM, and off at ~6200RPM, we were able to combine the best of both worlds. This results in a much broader powerband, with a substantial pickup in low-end torque without sacrificing the impressive top-end power that the 3658s allow.

We strongly recommend checking clearances on your 1.8T build before attempting to utilize the VVT tensioner. Depending on the specifics of your motor, there may not be enough clearance to turn the VVT tensioner on without piston to valve contact.

Obviously, the potential gains and optimal switchover point will vary from build to build depending on the cams you’re using. For example, on stock AEB cams, there was only a ~5WHP gain at extremely low RPM.

Most of the crew arrived early Saturday morning with the trailer and race car, and got set up next to our local Subaru friends from GST, and across from Cobb’s trailer, where our friend Brian Lock had his widebody GTR.

Unfortunately, we spent most of Saturday trying to fix an oil system issue that worsened after a few practice sessions. There was a large leak coming from a factory flange on our tall-deck diesel block, and Javad and Christian had to drive out to a friend’s machine shop in San Luis Obispo to get the issue sorted out.

The leak left our car disabled for the majority of Saturday, but we were still able to tweak the car’s setup a bit, pass out some of our Redline flyers, and wave the Audi flag around. Once the leak was fixed, we had high hopes for the Sunday morning practice sessions and afternoon time attack.

After a hearty Jack in the Box breakfast, we headed back to the track early Sunday morning. Once we verified that the motor was leak-free, we were able to head back out to the track for the early morning practice session.

With a few laps under his belt with the fresh setup, Christian headed into the pits for us to make sure that there were no leaks coming from the car.

Everything checked out, so we gave Christian the thumbs-up for a few more laps.

Within a couple of laps, disaster struck, and the car lost oil pressure in the front straight. With the oil pump no longer able to scavenge from the pan, oil drained back from the tank into the motor, forcing it into the combustion chamber, which resulted in a massive smoke show, and a small fire on the side of the car near the exhaust.

Once the car was towed back to our trailer, we found that the oil pump had seized, and the belt had snapped in half. (Upon arriving home, we found that one of the heads from the cam gear bolts on our Cat cams had sheared off on Friday, and caused the oil pump to seize later.)

This put us out of the Buttonwillow Time Attack, so we started packing up the trailer, and spent the rest of the day talking to our track buddies, and snapping a few pictures of the event.

Overall, we had fun hanging out with a lot of people that we rarely get to see outside of track events, but were disappointed that we could not race. Our times at Buttonwillow from the ETGP on street tires already made our car a serious contender in this event, but we will have to wait until Las Vegas to really see what the new setup is capable of on real tires.

It was another bittersweet race weekend, with a few teams shattering records, lots of teams breaking cars, and some doing both at the same time.

Ryan Gates, one of our major competitors, suffered an engine failure in practice with his AMS-sponsored Evo X. Our buddies from GST were unable to make a timed lap in their monster Impreza due to headgasket/cylinder head failure. Brian Lock – who won the Modified AWD class in his GTR – later had to withdraw from the Super Session due to mechanical problems. The nice folks at AMS blew a motor and had a car fire while shattering the Mitsubishi standing mile record.

But that’s racing, and we all come back for more every weekend. Our B5 will be fixed in time for the Redline Time Attack in Las Vegas, and we’ll keep the updates coming.

To see more pictures from the event in the 034Motorsport Gallery, click here!

We finalized the intake plumbing and dry sump setup after the shop closed today, and buttoned up the car for some late-night dyno tuning.

Once on the dyno, we got a few good baseline pulls in before something went wrong. Power between two pulls completely fell on its face, and shortly thereafter, we began to hear some valvetrain noise.

After some troubleshooting, we found that the cam sprocket on one of our Cat Cams 3658 camshafts decided that it no longer wanted to be attached to the cam.

We scoured the shop for some AEB camshafts and a non-VVT cam tensioner, swapped over the parts, and performed compression and leakdown tests. Luckily, everything checked out, we escaped without bent or broken valves, and we could get back to tuning.

At around 2:00 AM on Saturday morning, we had a conservative 23 PSI low-boost tune, and loaded up the trailer to head down to Buttonwillow.

Overall, we made a great deal of progress on the Time Attack A4, and got it together in time to head down to Buttonwillow Raceway for the first race of the 2010 Redline Time Attack Series.

The car will continue to evolve and be improved upon throughout the series, so the build updates will keep on coming.

Updates from the race weekend coming soon!

We have 2 days left to tune the car and add some finishing touches before loading up our trailer and driving the ~250 miles to Buttonwillow for the first race of the Redline Time Attack Series.

Most of us have been spending late nights at the shop, fueled by caffeine and fast-food, being berated by girlfriends/fiancées/wives all the while, but the extra hours have really been paying off.

Here are some pictures of last night’s progress:

Stay tuned for final assembly pictures, dyno numbers, and race results!

With less than a week left before our trip to Buttonwillow for the first race of the Redline Time Attack Series, a lot of work still needs to be done on the car. Since the motor isn’t fully assembled, we mocked up another tall-deck block for the time being, and got to work on the car. We installed a new fuel cell, engineered a dry-sump setup for the 2.2L motor, fabricated a new exhaust manifold, and worked on the intake plumbing.

Weight reduction was our main goal here… The 2.2L longblock weighs 100 pounds less than the VR6T. The new intercooler weighs in at 9 pounds vs. 25. The new exhaust manifold weighs in at 9 pounds vs. 26. Removing this weight from the front of the car should also allow us to remove the ballast that we had in the back for the VR6T.

Specs on the build can be found after the pictures below. Feel free to click on the images for a larger view.

Built ALH Tall-Deck Block:

Built ADR Large-Port Head:

Intake/Turbochager/Exhaust:

Tuning/Fueling/Electrical:

Drivetrain:

Suspension/Brakes:

Wheels/Tires:

Stay tuned for more updates and dyno numbers! Our first race is this Sunday, March 28th.

At first, Sonu’s plans were simple: install a water-methanol injection kit, and have us calibrate it on our dyno. Even with the newly installed WMI kit, his car wasn’t making the power that it could be. The lack of power and other issues with the S4’s idle and part-throttle driveability sent him looking for other options. Sonu was already familiar with 034Motorsport’s tuning prowess, as we had spent some time tuning his 034EFI Stage IIc equipped big turbo B5 Audi A4 1.8TQM a while back. Convinced that our tuning could get his S4’s performance to his expectations with the current hardware, Sonu considered getting another 034EFI Stage IIc Standalone ECU for his new toy, but we offered to optimize the tuning on the stock ECU. We both agreed this would be a great option for the project.

Luckily for him, we had been tuning factory Motronic ECUs for years, and his car was the perfect candidate for our ME7.1chip tuning. With only a few minor changes, including our 85mm billet MAF housing, silicone RS4 MAF hose, 3 BAR fuel pressure regulator, and larger 630cc injectors, we were ready to start the tuning process. We also added our Bosch 044 drop-in fuel pump upgrade for safe measure, to ensure that no drops in fuel pressure would occur and cause the engine to run lean.

After a few hours on the dyno, Sonu’s car was tuned to perfection. In addition to having a butter-smooth idle and perfect driveability, our tuning also picked up over 100 ft-lbs of torque and 78 horsepower at the wheels! Sonu was ecstatic with the results, and couldn’t wait to drive his reborn S4.

This B5 Audi S4 is the perfect German sports-sedan, comfortably delivering 500 horsepower of driving bliss with uncompromised driveability and reliabilty. Keep an eye out for Sonu and his S4 in the greater Bay Area… You probably won’t see anything except for a silver blur unless he’s stuck in traffic or stopped at a red light, but if you’re lucky enough to keep up, you’ll be able to recognize him by his permantent horsepower-induced grin and full-034Motorsport shwag.

This vehicle features the following parts from 034Motorsport:

This was really a special project for us, being that Anthony has had his UrS6 serviced here for years, and he’s always managed to leave without copious amounts of added horsepowers. Despite our constant sales-pitches, and relentless nagging, (usually heckling him while he was waiting in our lobby for us to finish routine maintenance on his car) Anthony’s car would depart time after time with a completely stock motor.

For those of you who aren’t familiar with our origins, 034Motorsport’s history is deeply rooted in tinkering with Audi inline 5 cylinder engines, predominantly the formidable AAN I5 20VT found in the UrS4/S6. What started out as Javad’s personal project car – countless hours of work filled with blood, sweat, and tears – grew in a matter of years to become 034Motorsport, one of the leading Audi tuners in the world, specializing in the inline 5 cylinder.

Something didn’t make sense. This was Anthony Marino, founder of Audizine, and driver of what is the cleanest UrS6 Avant we had ever seen. We were 034Motorsport, home of the highest horsepower AAN 5 cylinder engine on this side of the planet. At first glance, it seemed that the sun, the moon, and the stars had aligned, and fate had brought us both to the SF Bay Area. But his UrS6 remained stock as far as power was concerned, with the exception of an unknown chip-tune…

Month after month, Anthony would swing by without giving in to any of our horsepower-filled goods. We began plotting… How can we get him into a bigger turbo? Should we bribe him? Drug him? Skip straight to torture? Luckily, we didn’t have to resort to any of those things.

Very recently, Anthony came to his senses, and the modding began. To be precise, it started with our 3″ turboback exhaust system. We had to custom-fabricate the exhaust on his car, as our standard UrS4/S6 exhaust would be too long for his shorter Euro rear bumper. With the AAN’s newly unleashed exhaust sound emanating from his car, Anthony soon decided that some more power was in order.

After some deliberation, Anthony decided on our K26/GT3071R Turbo Upgrade Kit, and our 034EFI Stage 1 Chip Tuning & Fueling Package for the K26/GT3071R. We also added our Bosch 044 Drop-In Fuel Pump Upgrade to the list for good measure, as the new turbo would require more fuel than the stock pump could deliver.

Anthony’s UrS6 Avant spent the week with us at the 034Motorsport Automotive Luxury Resort, here in Fremont, CA.

When the car arrived, we promptly did a baseline dyno, and realized that it was running dangerously lean, seeing 15:1 AFRs under load, and making about 220WHP. Upon removal of the ECU, we discovered something along the lines of “Billy-Joe’s Country-Fried Awwwwwdeeee Terbow Chip” scribbled onto the ECU in Sharpie… That explained quite a bit.

Once the new parts were bolted on, we strapped the car back down on our Land and Sea AWD Dynamometer. We started with our off-the-shelf 034EFI Stage 1 K26/GT3071R Chip Tune, which we fine-tuned real-time on the dyno to be tailored specifically to Anthony’s setup. The car ended up making a whopping 369.4 horsepower and 359.2 ft-lbs of torque at all four wheels, all on a safe, reliable tune.

Overall, we’re very pleased with how the car turned out. The new 034Motorsport hardware and tuning perfectly complement the exceptional condition that Anthony’s car is in. There’s still plenty of headroom left for more power with the addition of more parts, too, so stay tuned for updates!

UrS6 Avant – AAN I5 20VT

Enough with the blabber, here’s the dyno chart:

In all the excitement of working on Anthony’s Avant, we totally forgot to take pictures of the car… We went out for a quick 10 minute photo shoot (our camera’s battery died) earlier today when Anthony was on his way to pick up the car. Here are a few of the shots we got:

A huge thanks to Anthony for letting us take care of his car! Hope you’re having fun with it!

We develop our Motronic tunes starting with a clean slate. We design and fabricate our exhaust components in-house. We test and validate the latest firmware revisions to our 034EFI ECUs on shop and employee cars.

We don’t outsource our product development to other companies and then claim to have “engineered” the the parts.

So, we’re sure you can appreciate why we stepped up to the plate by providing our own, unique, 100% 034Motorsport, Lightweight Aluminum Flywheels. These flywheels are designed, prototyped, tested, machined, and assembled all under one roof. Ours.

034Motorsport flywheels are developed and validated utilizing state-of-the-art CAD software, then transferred to complete assemblies with ring gear, friction surface, and hardware. This method allows us to know how much the flywheels will weigh, and what they will look like, without wasting materials and machine time.

The assemblies are once again reviewed and validated, machining operations are defined by our engineer and machinist using CAD/CAM software, and the machining process begins.

Each flywheel starts its life as a chunk of billet aluminum, which we mercilessly feed to one of our in-house Haas CNC machining centers. All of the fixtures we use for our CNC machined products are designed to ensure consistent fit and allow our parts to be machined to precise tolerances with every production run. Here is our Time Attack VR6T B5 A4 making friends with the Haas VF-3SS YT:

Once machining is completed, the flywheel is weighed, hand assembled by our employees, and then weighed again.

For all new designs, the prototype flywheel is test fitted, and rigorously tested on 034Motorsport and/or employee vehicles before final release.

Production flywheels are neatly placed into 034Motorsport packaging, and put on the shelf ready to ship.

Being directly involved in our flywheel development from the early conceptional stages all the way to full-blown production allows us to provide unique solutions at a much lower price, all while meeting our highest quality standards.