Running a bigger compressor? Then you’ll need a set of these…

Intended for ultra-high output applications,
VFE’s S/C Pulley Kit is designed to optimize
rotational speeds when using larger
superchargers pushing 12-18 psi.
The units are carved from
aerospace-spec aluminum stock and
then triple-hard anodized before being
rotationally balanced.

$1250/set

VF-Engineering has finished preliminary testing of
a high performance E46 M3 oil cooler and the results look good.

With almost twice the surface area (1.3m vs. 2.4m)
of the factory oil cooler, by
default the radiator increases
the M3’s oil cooling capability.

Typically, E46 M3 oil temps remain within factory limits, even during moderately aggressive driving where the factory oil cooler does
a decent job.
Under sustained load however,
the factory cooler can become overwhelmed (talk to anyone who tracks their E46 M3).
Temps rocket and oil starts to break down, which is a bad thing.
Some drivers have used the filter
assembly from the Euro-spec M3
with some success. And while
it does slightly increase thermal
scrub capacity, it’s expensive
with modest results.
Designed just down the road from VFE,
this CSF radiator is a direct bolt-on
replacement for the factory unit with
pre-tapped inlets and mounting tabs.
The cooler features robust,
generously-welded end caps,
smooth internal passages and
a very clean finish. Priced well
below comparable oil coolers, we
decided this oil cooler was worth a
closer look. We like it (and now use it)
because our clients tend to drive their boosted cars harder than most.

And that’s a very good thing.

This big-ass red couch…I’m pretty sure it’s haunted or something. It disappears for weeks and inexplicably shows up in weird places.
Last Friday around 7:30 pm, it showed up about 10 feet from the dyno. Not one to waste an opportunity, Nik worked some code in supreme comfort.
The red couch is gone but its cushy legacy left a new M4 with another 88 horsepower.

Getting ready to introduce a new product line. VW, Ferrari, Bugatti and Lamborghini owners will be happy.
Here’s your Friday Gif.

Can’t….pull…away.
must….resist.

Actually, we found this Audi 3.0t engine in its crate, beneath an old tarp and 3 miles of bubble wrap. We had purchased it months ago with the intention of disassembling its forced induction system, you know, for kicks. The 3.0L TFSI is boosted by a belt-driven supercharger instead of a more common exhaust-driven turbocharger because engineers wanted instantaneous response, and because they needed to move the forced-induction plumbing between the 90° cylinder banks without making the engine too tall.

Both chief mechanic Mike Pabalinas and chief Nik Saran agreed Audi did a great job shoe-horning the Eaton compressor beneath the cleverly designed manifold system.
“Compressing and packaging all those components into such a small space is a challenge.” said Nik.
“And then getting it to make good power is quite impressive.”

Audi found many homes for this engine including its S4, S5, A6, Q7 and hybrids from Porsche and VW (Panamera and Toureg).

Engine type Supercharged, direct-injected, V6, gasoline
Displacement (cc/cu-in) 2,995/183
Block/head material Aluminum/aluminum
Valvetrain DOHC, four valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1) 10.3
Horsepower (hp @ rpm) 310 @ 5,500-6,500
Torque (lb-ft @ rpm) 325 @ 2,900-4,500
Fuel type Premium unleaded (required)

All Mike can think about is how to stuff this into his Mk II GTI.