Audi R8 4.2 - VFE Supercharger - European Car Magazine

Audi R8 4.2

Vehicle Data
Engine: 4.2-liter mid-mounted V8 with FSI direct injection
Transmission: 6-speed manual gearbox with dry double plate clutch
Mileage: 11,698
Current modifications: None
Dyno data: MD500AWD Mustang dynamometer
Test octane: 91
Test gear: Fourth

Baseline
Peak power: 346 hp @ 7625 rpm
Peak torque: 269 lb-ft @ 4700 rpm
Temperature: 79° F
Humidity: 48%

Test Notes
The baseline and VFE Supercharger test utilized the same tank of 91 octane. It is also important to keep in mind that the properly calibrated Mustang dyno produces more accurate real world horsepower numbers. While these numbers might seem low when compared to those gathered from a Dynojet, what's important are the differences between each dyno run. These differences are what we use to verify the validity of the manufacturer's horsepower claims. All horsepower and torque numbers are quoted at the wheels and have been SAE corrected.

VF Engineering Supercharger system
7.5 PSI

Test 1

Performance
Peak power: 438 hp @ 7650 rpm
Peak torque: 349 lb-ft @ 4825 rpm
Peak power gain: 99 hp @ 6000 rpm
Peak torque gain: 81 lb-ft @ 4825 rpm
Temperature: 77° F
Humidity: 43%

Parts:
Billet supercharger inlet plenum, TVS1900 Magnuson supercharger with integral bypass, two-piece billet manifold with integral air/water heat exchanger core, Goodyear OEM tensioner with billet mounting bracket, idler pulley setup and billet mounting bracket, eight-rib crank pulley with serpentine belt ,two-gallon coolant reservoir tank system, OEM front center radiator and hardware, Bosch electric water pump with harness, plastic molded coolant surge tank, GIAC Flashloader with GIAC 91/100/Valet programming, miscellaneous hardware
Installation time: 16 hours
MSRP: $24,950

Pros
• Factory fit, finish and appearance with 100% reversibility

• Retains factory multiple cyclone oil separator to ensure oil blow-by makes its way back into the crankcase and not the intake system

• Eight-rib belt conversion for durability and optimal torque and grip on supercharger pulley for good boost response

• Sixth-generation Magnuson/Eaton Twin Vortices Series (TVS) Roots-type supercharger featuring new four-lobe high helix rotor design for greater efficiency (increased performance and reduced fuel consumption)

• Internal bypass valve designed for maximum off-throttle pressure for smooth operation

• Generous use of precision-cut 6061 aluminum alloy for tolerances, optimized air follow and maximized durability

• Two-piece billet intake manifold featuring an integrated air-to-water heat exchanger with independent cooling system to keep intake temperatures in optimal range

• GIAC Flashloader with 91/100 octane modes and Valet mode (keeping vehicle operable with a significant reduction in power)

• Throttle body to supercharger inlet pipe machined from a single block of billet 6061 aluminum alloy for precise balance, providing equal flow to both fuel banks and retaining all factory emission hooks ups

Cons
• None

Test Notes
With a 16-hour installation time, we were unable to do the before and after dyno tests on the same day. The VFE supercharged run was performed three days later.

VF Engineering 100 Octane Program
With Sunoco GT100

Test 2

Performance
Peak power: 458 hp @ 7675 rpm
Peak torque: 361 lb-ft @ 4900 rpm
Peak power gain: 25 hp @ 5800 rpm
Peak torque gain: 18 lb-ft @ 5250 rpm
Temperature: 77° F
Humidity: 43%

Installation time: With 100 octane in the tank, 30 seconds with GIAC Flashloader MSRP: Sunoco GT100: $8.50/gallon GIAC Flashloader w/100 octane program: no cost (included in the kit)

Pros
• Extra power with the addition of 100 octane fuel and the push of a button
• 100 octane helps fight detonation and prevents horsepower reduction under extreme driving situations

Cons
• Limited availability and cost of 100 octane fuel

Test Notes
The low fuel indication light had just come on when we ran the baseline and supercharger tests. So by the time we added the 5 gallons of Sunoco GT100, the fuel system was completely drained of 91 octane.

Conclusion
We drive a great many modified cars throughout the year. For the most part we treat them with kids gloves for fear of breaking someone's "baby." When I took the keys of this supercharged Audi I was given a simple command: Drive the shit out of it.

Not one to tempt fate, I spent the first dozen miles just putting around in no particular hurry. The R8 didn't seem to care. It slogs along with the same stoic nature regardless of speed. As the road opened I slammed the accelerator home, not knowing what to expect. In an instant, the R8 transformed itself into a raging monster, the screaming engine snapping heads in my direction. By the time they looked up, I was gone, maybe down a wormhole or something. Its forward thrust is brutal, more urgent than a V10, like a Gallardo on amphetamines. In a ridiculously short span the car had breached 100 mph and had no intention of slowing down. I did the same thing again, going from a sedate 30 mph to triple digits. The g-forces are like something from an amusement park ride and you can't help but giggle at the insanity of it.

I did this for several hours, just enjoying the sensation of speed. I couldn't really say how well the car handled as I mostly just wanted to see how much farther I could swing the speedometer. The mad joy from that alone is worth the cost of admission.- Les Bidrawn