Spd Racr

I agree, the main benefit to changing a down pipe is less restriction in airflow, with catless being the least restrictive and has the most potential for performance improvements. I would get the Rado down pipe or any other catless one, keep my factory catted down pipe and just swap them whenever I need service/emissions IF its not that hard of a swap.

If it is too much of a pain in the *** to swap, then thats another story...

Toxicity

Hello guys, new to the forum here. I myself have installed Rado's downpipe and intercooler combo, pretty happy with the results. I'm now thinking of the various tuning options, what do you guys think of the unichip piggyback compared to the options offered by the other various companies? The unichip can be customized and tuned on a dyno from what i understand.

AusMB87

Do a search of the forum. There are heaps of threads. Just be aware that the cheap piggybacks don't monitor engine vitals and shut down the ship when required like the brabus, calsson and kleemann ones do

AusMB87

I am thinking of going the Armytrix catless downpipe actually. I just hate having to pull my car apart to get it registered - regardless of ease.

Of course, there is always the potential to jam the shell of a cat around a catless pipe

Toxicity

Thanks for your reply AusMB. I have actually searched the forums but couldn't get much information regarding the Unichip. The thing that interests me is that the Unichip is fully mappable and in theory should give you more options than what is provided by the other reputable manufacturers.

For example, you have an economy map, a 95 and a 98 octane performance map and the ability to engage these maps up at anytime. The only thing is you will need to find a tuner to tune the darn thing.

AusMB87

Valid point I guess. Although, given its been a few years now and all the big tuners (vath, kleemann, brabus, carlsson) have yet to produce much more than a piggyback and some higher airflow, it seems likely that there isn't much to be had. Not to mention that they are all producing relatively similar results.

If you can find someone who can tune the unichip and actually produce more power than the others, go for it. Beware of what that may mean for engine life though :-)

Toxicity

I don't think it is possible to squeeze more power out of this engine anymore than it has already been done. I'm just wondering if it can be used to take advantage of the bolt ons and future bolt ons that may become available. Anyway, how much did you pay for your C-Tronic?

AusMB87

The $3000 roughly, including shipping. That also included the high flow FMIC

Toxicity

Wow.. that's pretty steep considering the Unichip is 1/3 the price. Thanks AusMB for the info

Knightmare69

Don't forget the cgi's compression ratio severely limits us from too much additional boost.

AusMB87

I think the c-tronic alone is about $1800. It is pretty steep, but I think more rnd has gone into it then the cheaper ones. And it is far more protective of the vehicle

Spd Racr

What is our compression ratio?

EvolutionDrock

9:3:1

EvolutionDrock

Did anyone try to contact
BI-PREFORMANCE?

http://www.buckhead-imports.com/

Knightmare69

Never heard of them.

EvolutionDrock

Found another tuning company based in England here is the link:

61 HP increase is pretty impressive from a tuning box only

http://www.racechip.com/chiptuning/m...50kw/index.php


There is a really good tuning company from Singapore:

http://www.dmsautomotive.com/index.php

Knightmare69

I read it was 10:3:1

And I would avoid Racechip, had some A-class owners here in Hong Kong report that Racechip caused the malfunction and failure of their stock sensors.

EvolutionDrock

Few web sites state its 9:3:1. I would think that 10:3:1 wold be a really high number for a boosted car. Im still looking around for a tuner.

AS they state in the disclosure that maximizing the tune and playing with the dials might cause malfunction of certain components of the engine

EvolutionDrock

http://www.monster-tune.com/index.html

http://www.k-powertec.de/de/ueber-k-tec

Knightmare69

Regardless, 9 or 10:3:1, the compression ratio is still too high for too much additional boost. As am I but no one wants to deal with the Siemens ECU, also, I wouldn't go for maximization of the car, more optimization.

AusMB87

Hhmm, dropping c230 pistons in would drop the ratio. Then you could look at a bigger turbo

Knightmare69

Maybe but how realistic is that to most people

EvolutionDrock

In my opinion the compression ratio is perfect. It allows us to go with bigger turbo, but nothing huge such as turbo from the semi. More compression, will give snappier response and better low end.
The only reason for lower compression is to go with really high boost, but you'll have too much lag for everyday drivability. The only positives about lower compression is:

1. you can run higher boost levels -- but our motors suffer from serious lag.

2. if you timing chain breaks, chances that the pistons will come in contact with valves are very doubtful.

AusMB87

There is a difference between lower compression and having low compression. There really isn't much room for a larger turbo.

As for point no 2, don't confuse low compression with a non-interference engine configuration.

EvolutionDrock

It all depends on how big you want to go. Looking at the stock location of the turbo, you could easily upgrade to k04 turbo and replace the internals, maybe even port and polish. It will involve some modification and custom work. Sky is the limit if you have adequate money to spend on it.