Minnesota Mobile Mechanics 1998–2006 Audi TT MK1 Quattro · BAM 1.8T 20V 225hp

www.MinnesotaMobileMechanics.com 612-464-4567 service@mnmechanics.com

TT Build Simulator

1998–2006 Audi TT MK1 8N Quattro · BAM 1.8T 20V 225hp · EA113 Block · Minnesota Mobile Mechanics

Configure, price & stress-test any build — 38 turbos · AWD/FWD · Coupe/Roadster · real physics · parts-only pricing.

🔧 Your TT

Body

Drive

⚡ Quick start

one click loads a full build — tweak from there

Power

Driveline

Chassis

Analysis

Block & Components

Bore → filters pistons → auto-fills CR dish. Crank → sets stroke → updates displacement. Rods → auto-syncs Drivetrain engine internals. All changes feed the engine model and Turbo & Map tab instantly.

Bore → filters pistons

Crankshaft → sets stroke

Pistons → auto-fills CR dish

Connecting Rods → syncs drivetrain internals

Stroke: 86.4 mm · set by crank selection

1781

Displacement (cc)

108.7 ci

0.937

Bore/Stroke ratio

≥1.0 = short stroke

1.667

Rod/Stroke ratio

want ≥1.65

9.50:1

Compression Ratio

—

Piston Ring & Cylinder Bore Seal

Ring material sets boundary friction (μ), wear hardness, and how well the ring seals a bored-thin cylinder wall that distorts under boost. DLC rings cut parasitic drag (free power) and conform to distorted walls; cast rings leak and micro-weld at high boost.

Piston Ring Configuration

Material properties

—

Radial force Fₙ (N)

tension + gas

—

Ring friction loss

parasitic hp

—

Net power Δ

vs cast baseline

—

Bore seal

conformability

Block Prep & Machining

The EA113 block has a pressure limit. Machining and heat treatment raise its BMEP headroom, RPM safety, and (with sleeves) bore rigidity. Select all that apply — each adds to engine cost.

Block BMEP headroom

bar added to limit

Rotating RPM safety

blueprint/balance/cryo

Block prep cost

Supporting Hardware

Head fasteners and gasket set the sealing limit; timing belt and ignition gate high-power reliability; mounts handle torque reaction. Each ties to its stress-analysis component and adds to engine cost.

Head Fasteners

Head Gasket

Timing Belt

Engine Mounts

Head fasteners + gasket raise the cylinder-pressure sealing limit. Timing belt failure = bent valves — replace on interval regardless of power.

Mechanical Limits — Live

Calculated from current bore, stroke, rod, and peak RPM. Red = upgrade required before raising power.

Rod angle at TDC (danger >23°)

—

Mean piston speed (danger >4500 ft/min)

—

Peak piston speed (≈mean × 1.67)

—

BMEP at peak torque (danger >28 bar)

—

Compression ratio

—

17.5°

Rod angle

3969

Mean PS ft/min

6628

Peak PS ft/min

—

BMEP (bar)

Compression Ratio Calculator

Piston dish auto-filled from selection above — edit manually for exact specs. Result feeds engine model immediately.

Head chamber (cc)

Gasket compressed (mm)

Deck clearance (mm)

Piston dish + / dome − (cc) auto from piston

445

Swept vol/cyl (cc)

—

Clearance vol (cc)

9.50:1

CR → engine model

Rod angle at 90° crank = arcsin(stroke/2 ÷ rod). Above 23° = excessive side loading. BMEP = 4π × torque_Nm ÷ displacement_m³. CR result propagates into torque curve and spool calculation.

Cylinder Head Package

1.8T 20V = 5-valve head (3 intake / 2 exhaust). Head porting, cams, valves, and springs are separate engineering systems. Key interaction: aggressive cams want high RPM, but valve springs and valve mass set the float ceiling — the engine redline is whichever comes first.

Cylinder Head (port work)

Camshafts

—

Valves (size + material)

—

Valve Springs → sets RPM ceiling

—

Throttle Body

Intake Manifold

Combined breathing gain: +0% torque · plateau end +0 rpm · redline +0 rpm

Engine Build Cost

Cost of the engine package only. Drivetrain shown separately on the Drivetrain tab. Grand total at bottom.

Engine subtotal $0

Engine

Fuel + Liquids

Drivetrain + Chassis

Grand total

Fuel system = injectors + pump + intercooler (from Air & Fuel tab). All costs parts only.

Turbo & Breathing Configuration

Turbo selection + head/cams drives the torque curve shape and compressor map operating point. Fuel comes from the Fuel tab and affects the boost multiplier.

Turbo

Cylinder head / TB / intake ← built in Engine tab

Stock head · Stock TB · Stock manifold

Fuel ← set in Fuel tab

E85 · RON 105

3000

Spool RPM

209

Peak Torque

283 Nm

225

Peak HP (crank)

182 whp

4800

Plateau End RPM

Compressor Map — RPM Operating Curve

Boost slider sets peak boost. The map shows the full RPM operating curve from spool to redline — each dot is one operating point. Boost builds through the spool zone then holds peak. Colors: green=good efficiency · amber=acceptable · red=surge risk. Data table below shows every parameter at each RPM.

Peak boost

18 psi

Air filter / intake

Inlet loss

psi (filter+pipe)

Peak eff. island

Good eff.

Acceptable

Surge line ● Good zone ● Surge risk ◆ Peak power

Exhaust System

For a turbo car the downpipe is the single biggest exhaust restriction — freeing the turbine spools it sooner and adds top-end. The cat-back is a smaller gain. Bigger pipe flows more; straight pipe is max flow, max noise.

Downpipe

Cat-back

+0%

Exhaust power gain

combined torque

Spool change (rpm)

lower = sooner

Top-end hold (rpm)

Downpipe ≈ 70% of the exhaust gain on a turbo car. Catless/straight-pipe configs may not be street-legal.

Dyno Simulation

Curve shows the engine hardware curve (set by Engine tab: turbo · fuel · bore/stroke). The dashed red cap line is the drivetrain ceiling from the Drivetrain tab.

—

Torque cap lb-ft

—

Peak HP at cap

—

0–60 (s)

—

¼ mile (est.)

Reference Overlays

Worked-out curves from the data file. Stages are capped (Nm converted). Fun builds are uncapped lb-ft.

Build Summary

—

Power (crank)

—

0–60

—

¼ mile

—

Top speed

—

Lateral g

—

60–0 ft

—

Total parts cost

—

Config

Like this build? Let’s make it real.

Every number here is parts only. Minnesota Mobile Mechanics can source the parts, install, corner-balance, and dyno-tune this exact spec — we come to your shop or driveway. Send your build and we’ll reply with a parts + labor quote.

📞 612-464-4567 🌐 Website

Power Output

Uncapped hardware output. Set cap on the Dyno tab and hit Calculate → to get capped estimates.

—

HP (crank)

— whp

—

lb-ft (crank)

— lb-ft wheel

—

HP at cap

cap not set

—

lb-ft at cap

Performance Estimates

AWD launch calibrated to stock TT 225 baseline. Set cap on Dyno → Calculate to update capped rows. ±15% spread on all figures.

0 – 30 mph

—s

First 30 mph — traction-limited

60-foot time

—s

First 60 ft of ¼ mile run

0 – 60 mph

—s

—

¼ mile

—s

Estimated trap time

Top speed estimate

—mph

Power-limited (drag + rolling)

—mph

Gear-limited (top gear at redline)

Set cap on Dyno tab and hit Calculate → for capped estimates

Inputs

Vehicle Weight (lb)

0–60 Method

Launch RPM & Clutch Slip

Gen-1 Haldex is reactive (slip-activated) — AWD benefit comes in after launch. Traction limits effective torque in 1st gear.

—

Optimal launch RPM

—

Traction limit (1st, lb-ft)

—

Clutch at launch RPM

—

Engine TQ at launch RPM

Launch grip µ

—

from Grip tire + surface

2-Step Launch Control

A 2-step rev limiter holds the engine at a set RPM while staged, building full boost before the clutch drops. Most effective on turbos with high spool RPM (G25, EFR). For the K04, the benefit is smaller since it spools below 3000 rpm already.

2-Step RPM (hold while staged)

3500 rpm

Ignition cut type

—

TQ at 2-step RPM

—

Est. boost built

—

Above traction limit?

—

Recommendation

How it works: Set the 2-step below spool RPM for your turbo (e.g., 2800–3200 for K04, 4000–4500 for G25). Ignition cut holds RPM while exhaust energy builds boost. Release clutch when staged — car launches at full boost. Requires a launch control feature in your ECU tune. Not suitable for stock tune.

Launch traction limit = µ × weight × 0.63 (AWD reactive fraction) → engine torque = F × r_tire ÷ (1st gear × FD). Optimal RPM = first point on the torque curve where engine torque meets the traction limit. Above that RPM, tires spin — no benefit.
BMEP = 4π × T_Nm ÷ V_m³. P_peak estimated via boost from BMEP → adiabatic compression (γ=1.4) → combustion multiplier (~2.0×). Calibrated to stock 1.8T at ~108 bar.

Top Speed & Gear Calculator

TT 225 02M ratios. Speed at redline per gear. Drag-limited top speed shown separately.

Redline RPM

Gear	Ratio	Max MPH	Max km/h

—

Top speed (mph)

drag + rolling + gearing

—

HP to overcome drag

at — mph

—

Gear-limited top gear (mph)

Drivetrain Layout

The Mk1 TT shipped as quattro (AWD) or front-wheel drive. FWD is ~300 lb lighter (no rear diff, prop shaft, Haldex or rear axles) and loses less through the driveline — but it’s traction-limited on launch (only the front axle drives, and weight transfers off it), so 0–60 falls off as power climbs. Choosing FWD auto-switches the gearbox to the 5-speed 02J and disables the Haldex.

Component Limits — Stock vs Modified

Ranked weakest → strongest by stock ceiling. Amber bar = capacity headroom if fully upgraded.

Stock limit Modified max

Choose Parts

Engine Internals auto-set from Engine tab (weakest of rod/piston/crank). All other components selectable. System ceiling = lowest-rated part in the chain. Costs are parts only — labor not included.

Optimal stages — each clears the current limiter and lands on the next plateau

ComponentPartlb-ftCost

Torque target lb-ft —

System Torque Ceiling

258lb-ft

≈ 350 Nm Build cost $0 — per lb-ft over stock 0‑60 6.4s

Weak link: Clutch & Flywheel

Cost to Hold Power — Drivetrain Scaling

As you make more torque, the drivetrain must be upgraded to survive it. This shows the cheapest set of driveline parts that holds each torque target, and the engine HP that roughly corresponds. Your current build is highlighted.

Cheapest path = for each torque target, the lowest-cost option per component that meets it (engine internals excluded — they're in the engine build). HP ≈ torque × peak-power-RPM ÷ 5252, illustrative.

Atmospheric Conditions

Set ambient conditions first — they flow into IC charge temp, injector sizing, knock risk, density altitude, and effective HP. Sliders span the full range of recorded conditions on Earth.

Temperature 20°C · 68°F

−90°C / −130°F0°C / 32°F+57°C / +135°F

Historical extremes: −89.2°C (−128.6°F) Vostok Station, Antarctica (1983) · +56.7°C (+134.1°F) Furnace Creek, Death Valley (1913)

Barometric pressure 983mbar

860 mbar1013 std1090 mbar

Historical extremes: 870 mbar Typhoon Tip, Pacific (1979) · 1084 mbar Agata, Siberia (1968) · Sea level std: 1013.25 mbar · Minneapolis avg: ~983 mbar

Relative humidity 50% RH

0% dry50%100% saturated

Higher humidity displaces oxygen. At 100% RH and 30°C (86°F), power loss is ~2–3% vs dry air. Hot + humid = elevated knock risk.

—

Density altitude

—

Charge-density factor

applied to power

—

Peak HP at conditions

— applied

—

Knock tendency

vs baseline

Fuel Selection

Select active fuel. Affects injector sizing, safe boost ceiling, and charge cooling estimates.

—

RON

—

Stoich AFR

—

Ethanol %

—

Charge cool °C

—

Boost mult ×

Injector & Fuel Pump Sizing

Calculated at target HP for selected fuel. BSFC accounts for ethanol energy density.

Target HP (crank)

Cylinders / Injectors

—

Required cc/min

—

Duty @ stock 440cc

—

Recommended size

Injector Options

—

Required lph

—

Selected margin

—

Recommendation

Pump Options

Intercooler Sizing

Temperature journey from compressor → IC → meth/fuel cooling. Lower manifold temp = more knock margin. All deltas shown vs ambient.

Intercooler Type

Pass Count A2A only · N/A for water-air

—

Boost ← actual engine boost (Turbo & Map)

18 psi

Ambient temp ← from Atmospheric Conditions (top of this tab)

20°C

Temperature Journey

—

Compressor outlet °C

—

Manifold temp °C

—

Knock risk

—

Nitrous Oxide (NOS)

Bolt-on power adder. Toggle to include in calculations. Injector duty, dyno curve, and stress analysis all update when enabled.

NOS excluded from calculations

Shot Size (HP added)

System Type

—

Peak HP with NOS

—

Est. torque lb-ft

—

Injector duty +

—

Safety

Methanol Injection

Charge cooling + effective octane boost. Toggle to include in calculations. IC sizing, knock risk, and injector sizing all update when enabled.

Meth excluded from calculations

Fluid Mix

Nozzle Flow (cc/min)

—

Effective RON boost

—

Charge temp drop °C

—

Safe boost add psi

—

Fluid use ml/min

Cost Per Mile

Spark System

Plugs and coils are separate systems. Under boost the spark must fire through dense charge — colder plugs resist pre-ignition, stronger coils hold the spark. The ignition limit = the weaker of the two.

Spark Plugs

Ignition Coils

—

Plug limit (hp)

—

Coil limit (hp)

—

Ignition limit

weaker of the two

ECU Tuning & Boost Control

The tune sets the maximum safe power for your fuel — and a stock ECU caps you regardless of hardware. Boost control determines how precisely boost is delivered (and whether you can run boost-by-gear to protect the drivetrain).

ECU Tune

Boost Control

—

ECU power cap (hp)

—

Fuel ceiling (hp)

current fuel

—

Effective tune limit

lower of the two

Spark & ECU Cost

Spark + ECU subtotal $0

Plugs + coils + ECU tune + boost control. Added to the engine grand total.

Engine Oil

Viscosity sets cold-start flow (critical for Minnesota winters) and hot-film strength under load. An oil cooler keeps temps down at sustained power. Both feed the oiling stress limit and engine cost.

Oil viscosity / grade

Oil cooler

—

Est. oil temp under load

—

Hot film strength

vs HTHS limit

—

Cold-start (ambient)

at current temp

—

Change interval

miles

Auxiliary Oil-Cooler Circuit & Oil Pressure

Where the oil cooler lives changes how hard the pump must push. Long nose-mounted lines with 90° bends add back-pressure right at the pump outlet, cracking the relief valve early and bleeding oil back to the pan before it reaches the bearings. Physics: Darcy–Weisbach (straight hose) + minor-loss ΣK (fittings) + Hagen–Poiseuille (core micro-channels), checked against the relief-valve crack pressure. Active only with an oil-to-air cooler fitted (Engine Oil panel above).

Oil Pump

Cooler Routing Strategy

Front Brake-Duct Air

Airflow eval speed — 80 mph · NACA scoop ṁ = ρ·A·V·η scales linearly with speed

—

ΔP hoses

Darcy–Weisbach

—

ΔP fittings

ΣK minor loss

—

ΔP core

Hagen–Poiseuille

—

ΔP total circuit

at redline

—

Relief crack pressure

pump spring

—

Net main-gallery pressure

≤45 psi = bearing risk

—

Scoop heat rejection

at speed

Oiling Hardware & Sludge Prevention

The BAM 1.8T is notorious for oil sludge — the small sump runs hot, the fine pickup screen clogs, and the OEM PCV pulls oil. These three upgrades directly address the classic sludge-starvation failure.

Oil Pickup Tube

Oil Pan

PCV / Crankcase Vent

—

Oil capacity (qt)

—

Sludge risk

—

PCV boost limit

crankcase vent

Cooling System

Radiator + coolant must reject the engine's waste heat (~1/3 of fuel energy). At sustained high power, an undersized system overheats. Coolant type trades heat transfer vs boil point.

Radiator

Coolant

—

System capacity

hp of heat

—

Heat to reject

at peak power

—

Est. coolant temp

sustained

—

Headroom

Liquids Cost

Oil + cooler + coolant + radiator + oil pump + cooler routing + brake ducts. Added to the engine grand total.

Liquids subtotal $0

Aerodynamics — Configuration

Estimates drag, lift/downforce, axle balance and top-speed road-load. Cd here drives the unified top-speed model (Vehicle + Specs tabs) — it doesn't fork it. Confidence tiers: known = Hagerty-referenced rear-lift calibration (≈148 lb no-spoiler / ≈53 lb OEM spoiler at 125 mph) · estimated = modeled, requires validation. Convention: positive = lift, negative = downforce.

A · Rear aerodynamics

B · Front aerodynamics

C · Underbody

D · Hood / engine-bay venting

E · Cooling / radiator ducting

Aero Summary

—

Cd total

→ top-speed model

—

CL front

+lift / −downforce

—

CL rear

+lift / −downforce

—

Front downforce balance

at 125 mph

—

Top speed

drag + rolling + gearing

—

Risk level

stability

Speed Checkpoints

Lift/downforce scale with V². Road-load HP = aero drag + rolling resistance (rolling resistance uses the aero-corrected tire load). Available whp is interpolated from the engine curve at the road-speed RPM in the best gear — not just peak whp.

Handling & Stability Warnings

—

Advanced Overrides enable

This is an educational aero estimator. Real high-speed stability depends on ride height, rake, suspension, alignment, tire load sensitivity, road surface, yaw angle, crosswind, steering input, braking, and throttle state. Validate serious aero changes with CFD, tuft testing, pressure taps, ride-height sensors, or track testing. Estimated coefficients are modeled, not wind-tunnel facts; only the no-spoiler and OEM-spoiler rear-lift values are calibrated to referenced data. This tool never predicts an exact crash speed.

Aerodynamic Drag

Cd above is driven by the configuration dropdowns. This slider is the manual Cd override (changing any aero dropdown resets it). Drag force + power to hold a chosen speed:

Cd coefficient

0.34

Speed to calculate (mph)

—

Drag force (lbf)

—

HP to maintain speed

—

% of peak HP

Baseline & Loading

Curb weight drives the unified model — new weight feeds 0–60, power-to-weight, top speed and launch. Roadster 225 quattro ≈ 3,360–3,470 lb depending on trim/options/fuel/source. Curb assumes a full tank; driver + fuel are added for distribution and brake energy. Costs are parts-only (deletions are free).

Body style

Curb weight (lb)

Baseline front %

Driver (lb)

Fuel (gal · full ≈14.5)

CoG height (in)

Brake-energy speed (mph)

Wheels & Corner Mass

Pick a brand wheel (or custom). Tire weight is pulled live from your Grip tire choice — together they set rotating + unsprung corner mass that drives 0–60 and ride quality. OEM 17″ cast + stock tire is the baseline; lighter corners save effective acceleration weight.

Wheel (per corner)

—

Wheel each (lb)

—

Tire each (lb)

← Grip tire

—

Corner mass (lb)

—

vs OEM (all 4)

rotating unsprung

Modifications

Pick an option per category; the lb and $ fields prefill with estimates — override either. Weight figures are estimated typical ranges, not measured. Changing a dropdown resets its lb/$ to the new default.

Summary

—

New weight (lb)

—

Removed

—

Weight reduction

—

Effective accel weight

incl. rotational

—

Wheel lb/hp

—

Front / rear %

—

CoG shift

long · vert

—

Unsprung saved

—

Brake-energy reduction

—

KE @60 mph

—

KE @100 mph

—

KE @100 mph

—

Total parts cost

—

Best value

—

Highest impact

Modification Table

Handling Notes & Safety Warnings

—

Cornering Grip & Handling

An iterative skidpad model: per-tire load → load sensitivity + weight transfer → grip, solved to convergence. Consumes weight/distribution/CoG (Weight tab), downforce (Aero tab), tire size + ride height (Vehicle tab). μ values are estimated — real grip depends on brand, temperature, surface and setup.

—

Loaded weight

← Weight tab

—

Front / rear %

← Weight tab

—

CoG height

← Weight tab

—

Tire / track

← Vehicle tab

—

Coilover · lowering

← Vehicle tab

—

Aero @ speed

← Aero tab

Tires, Surface & Corner

Tire size + compound live here. Stock TT 225 = 225/45R17. The tire's weight feeds the Weight tab's unsprung / rotating-mass physics.

Stock OEM

225/45R17

24.97″ · 78.4″ circ

Custom size

—

Enter below

24.9

Diameter (in)

634

Diameter (mm)

0.0

Speedo error %

10.2

Tire weight kg

Tire compound

Road surface

Tire temperature state

Corner radius (ft)

Aero eval speed (mph)

Tire μ (dry, estimated)

—

Alignment & Chassis Parts

Suspension hardware (coilovers, ride height, anti-roll bars, geometry) lives on the Suspension tab and is consumed here. Alignment + the AWD controller are the live tuning inputs the solver reads. Parts-only.

Camber hardware (front)

Haldex coupling (Driveline tab)

—

Alignment preset

Front camber (°)

Rear camber (°)

Front caster (° added)

Front toe (° · + in / − out)

Rear toe (° · + in / − out)

Grip parts cost

Brake System

Front and rear are independent. Peak stopping g is tire-limited (same μ as cornering) — calipers, rotors, pads, treatment and fluid set thermal capacity, fade resistance, pedal feel and bias. All parts-only, added to the grand total. Cooling is pulled from your front bumper brake-duct choice (Aero/Oil tab).

Front caliper + rotor

Rear caliper + rotor

Front pad compound

Rear pad compound

Rotor construction

Rotor treatment

Brake lines

Brake fluid

Brake parts cost

—

Peak braking g

tire-limited

—

60–0 ft

—

100–0 ft

—

Front bias

torque split

—

Thermal / fade capacity

vs heat load

—

Fluid boil ceiling

dry °C

—

Pedal feel

Grip Summary

—

Lateral g (dry)

steady-state

—

Lateral g (wet)

—

Lateral g (cold)

—

Corner speed

at radius

—

Front tire use

—

Rear tire use

—

Balance

—

Limiting factor

Cornering g vs Speed (with aero)

Downforce adds tire normal load at speed, so grip rises with speed (load sensitivity slightly offsets). Lift does the opposite.

Alignment Suitability & Setup Notes

—

Handling Summary & Safety Alerts

—

Anti-Roll Bars & Geometry

Roll stiffness scales with bar diameter⁴ — a few mm transforms balance. Pick a brand bar or set a custom diameter, front & rear independently. A bigger rear bar reduces understeer (more rotation). Coilovers / springs / air + ride height are in the Ride Height panel below.

Front anti-roll bar

Rear anti-roll bar

Geometry correction

—

Front bar

—

Rear bar

—

Front roll-stiffness

→ Grip balance

Chassis Rigidity

Torsional stiffness sets how faithfully the suspension + alignment translate to the tires. The Roadster is ~half as stiff as the Coupe (set body style on the Weight tab). Bracing + a cage raise it; a flexy shell blunts roll-stiffness distribution and alignment response and hurts consistency over bumps.

Body style (Weight tab)

—

Chassis bracing

Damper valving

Roll cage (Weight tab)

—

Torsional rigidity

Nm/deg (est.)

—

vs factory shell

—

Handling consistency

→ Grip

—

Transient (dampers)

Fitment & Clearance

Spacers, fender flares and wheel-well clearance. Tire size lives on the Grip & Brakes tab; wheels on the Weight tab. Clearance runs live against current ride height.

Front spacer (mm)

Rear spacer (mm)

Wide Body / Fender Flares

Wheel Well Clearance (stock TT arch: 678mm ⌀ front · 694mm rear · adjusted for suspension + wide body)

✓

Front ⌀

✓

Front width

✓

Rear ⌀

✓

Rear width

Ride Height

Three independent inputs. Net effective height = suspension delta + body lift. Body lift raises the chassis over the suspension; tire height adds ground clearance without affecting wheel well space.

Suspension delta (mm) · − lower / + lift

−30 mm

Rear suspension delta (mm)

−30 mm

Body lift (subframe spacers — unibody est.)

Suspension presets

125

Front ride ht. mm

130

Rear ride ht. mm

—

Net chassis lift mm

−17

CoG delta mm

—

Est. CV angle delta

—

Max tire ⌀ (mm)

—

Est. ground clear. mm

Chassis / Wheel Cost

Tires + wheels, suspension + anti-roll bars, spacers, and fender flares. Parts only — added to the overall grand total.

Tires + wheels

Susp + bars

Spacers

Fender flares

Chassis subtotal

Optimization Objective

Select a goal. The engine will evaluate every valid part combination and return the top build.

Recommended Build

—

Peak HP

—

lb-ft

—

0–60 s

—

Total cost

Reliability score: —

Engine

Drivetrain

Loads recommendation into all tabs for detailed simulation

Cost → Power Frontier

All valid builds plotted. Amber = Pareto-optimal (can't get more HP for the same cost). Red dot = current recommendation.

Build Safety Overview

BMEP-weighted stress across every major component. Effective BMEP penalises low-RPM high-pressure events — same bar value at 1800 rpm is harder on hardware than at 4500 rpm.

—

Peak BMEP

at — rpm

—

Effective BMEP

w/ RPM penalty

—

Est. peak cyl. press.

bar

—

Knock risk index

low

BMEP Across RPM Range

Blue = BMEP · Red dashed = Effective BMEP (w/ RPM dwell penalty, low-RPM use is harder on bearings/rods). Thresholds are turbo-calibrated: stock 1.8T makes ~19 bar by design (NA engines would show 10–12 bar at same power). Green <23 · Amber 23–30 · Red >38 bar.

Component Stress Analysis

Every major load path evaluated. Stress % = current load ÷ component limit. Hover rows for failure mode detail.

Upgrade Path — Cascade Failure Order

What will fail first at current power, what to upgrade, and what becomes the next bottleneck after each change.

Build Tier Reference

Safe BMEP, HP, and torque ranges by configuration. Your current operating point is highlighted.

Configuration	Safe BMEP	HP range	lb-ft range	Max boost	Fuel min	Critical requirement

Torque Management Strategy

Build-specific recommendations. Power through RPM and airflow — not excessive midrange cylinder pressure.

Caveats: Engine curve, 0–60, and CR model are estimate frameworks — directionally correct, not a dyno or track substitute. Brand names are representative, not endorsements; fitment, torque rating, and current price must be verified before buying. All costs are PARTS ONLY — professional install/labor is not included. Drivetrain costs cover driveline + internals only — turbo, fueling, and tune are separate. All numbers are editable in the DATA object.