The path to gaining power is often riddled with uninformed choices and half-truths that ultimately lead to a dead end, wasting both time and money. This most commonly results from not having an overall game plan from the start or the know-how to see it through.

I recently spoke to an '08 Audi TT owner who wanted to ultimately reach the K04 turbo stage. He figured it would take him two years saving the money to do it all at once. Of course, waiting is never a fun option, so he called around and arrived at the conclusion that an intake would be the first step. But he realized that the K04 turbo required the diverter valve to be relocated, which would necessitate a completely different intake. After extensive research, he hatched a plan that would let him build his way up to a K04 upgrade and minimize wasteful spending. So instead of buying an intake designed for the stock turbo, he bought one for the K04 and capped off the extra hose connection until he needed it. He continued adding parts that were compatible with both the K03 and K04, satisfying his desire to tinker without cleaning out his bank account. This test will demonstrate the difference between fully optimized K03 and K04 setups.

Vehicle Data

Engine: 2.0-liter I4, turbocharged, direct injection
Transmission: Six-speed DSG
Drivetrain: Front Wheel Drive
Mileage: 11,351
Current modifications: Neuspeed P-Chip, Neuspeed 70mm cat-back exhaust, Milltek sport 2.75-inch downpipe w/200-cell catalytic converter, Neuspeed front-mount intercooler, Neuspeed K04 intake, Neuspeed Hi-Flo air charge pipe, OEM S3 DV conversion

Dyno Data
Dyno type: Clayton Mustang dynamometer
Transmission test gear: Third
Dyno set weight: 3,300 lb
Fuel grade: 91 octane

Temperature: 78° F
Humidity: 18%
Peak power: 215 hp @ 5697 rpm
Peak torque: 250 lb-ft @ 3245 rpm

Test Notes
All horsepower and torque numbers are quoted at the wheels. The Mustang dyno, when properly calibrated, produces more accurate horsepower and torque numbers. At first look, these numbers might seem low when compared to a Dynojet (usually 10% or more) or a test in fourth gear. However, it is the difference between the experimental runs and baseline that prove or disprove the validity of the manufacturer's horsepower and torque claims.

ECS/Autotech/ Neuspeed K03 vs. K04

Test 1

Peak power: 274 hp @ 6095 rpm
Peak torque: 267 lb-ft @ 4096 rpm
Max power gain: 62 hp @ 6095 rpm
Max torque gain: 47 lb-ft @ 4370 rpm

• ECS OEM S3 turbo assembly, MSRP: $1,195.94
• ECS OEM S3 injectors set of four, MSRP: $644.08
• ECS Injector O-ring set of four, MSRP: $51.16
• ECS turbo install kit: Downpipe gaskets, studs & nuts, exhaust manifold gasket and locking nuts, Breather gasket, oil drain gasket, oil and water crush washers, MSRP: $34.71
• Autotech Hi-Volume fuel pump kit: Fuel pump piston, fuel pump sleeve, titanium spring retainer, spring retainer keepers, MSRP: $399.95
• Neuspeed K04 billet turbo adapter for existing Neuspeed K03 Hi-Flo turbo discharge kit, upgrade MSRP: $99.95 (Regular MSRP: $339.95)
• Neuspeed K04 P-Chip for existing K03 P-Chip customers: Upgrade MSRP: $200.00 (Regular MSRP: $699.95)
• Additional recommended supplies: Oil filter: $10; VW G12 coolant: $23; five liters of oil: $40
Total Parts MSRP: $2,698.79

Tools: Hose clamp pliers, (10/12/16/17/22/32mm) combination wrench, 5mm & 8mm hex head socket, (10/12/13/16/18/21mm) socket, 3"/6" 3/8 extension, T-25 Safety Torx, T-30 Torx, (M5/M8/M12) triple square, Phillips and flathead screwdrivers, ratchet, extension, penetrating lubricant, non-chlorinated contact cleaner, bench vise
Installation time: 6-8 hours

• OEM parts ensure OEM reliability
• S3 injectors are direct bolt-in, requiring zero modifications to the electrical and fuel systems
• S3 injectors are compatible with the vehicle's computer (no black smoke)
• 100% reversible
• No increase in turbo lag
• No increase in fuel consumption under conservative driving conditions

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