High Octane Performance

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General Motors’ Saab brand will unveil its latest BioPower development at next month’s Geneva Motor Show.

The Saab BioPower 100 Concept will showcase the first-ever production based engine developed for pure bioethanol or E100 fuel. The BioPower 100 concept will showcase a level of performance that is never before seen from any road car utilizing this type of fuel.

The BioPower 100 is to be presented as the evolution of the Saab 9-5 SportCombi. The concept displays the enormous potential of bioethanol which is precisely the objective of General Motors in coming up with such car idea. And in keeping up with GM’s commitment to quality, the BioPower 100 is going to be equipped with only top-of-the-line auto parts that the automaker is popular for like its GM fender cover, GM fender flares and many more.

BioPower 100 combines Saab turbocharging expertise with high octane E100 fuel. The 2.0 liter engine from the 9-5 range revs up 300hp maximum power. Such potent power was made possible through the modifications done on the engine management system as well as on the internal components. These modifications tend to boost pressure which in turn raised compression ratio.

The remarkably high power output of 150 hp per liter produced by the BioPower 100 simply shows that smaller engines are also capable of high output and can proved to be fuel efficient as well. The peak power of the BioPower concept is balanced by a substantial 400Nm of potent torque which provides its engine with the power characteristics of a naturally aspirated 4.0 litres engine. The strong performance and capability of the Saab 9-5 BioPower 100 concept is displayed though its ability to reach 0 to 100 kph acceleration in a matter of 6.6 seconds and then achieving 80 to 120 kph in an even more astonishing 8.2 seconds.

The BioPower 100 Concept is to be unveiled at Geneva featuring exterior and interior styling elements supervised by Anthony Lo, GME Director of Advanced Designs the same person responsible for creating the award-winning Aero X Concept which was also launched at Geneva last year.

Saab has already started marketing Europe’s best selling flex-fuel vehicle, the Saab 9-5 BioPower. The introduction of the Saab BioPower 100 Concept will further strengthen the position of Saab in the industry in terms of bioethanol technology development.

According to Kjell ac Bergstrom, President and CEO at GM Powertrain, Sweden and leader of the Saab BioPower 100 engine development team, “Bioethanol is a potent, high quality fuel which opens up exciting possibilities in helping to meet the environmental challenges that face us. As the need to reduce energy consumption increases, we are exploring ways to run smaller engines that give relatively high power, with and without hybrid technology. This concept car shows that bioethanol can play a key role in this rightsizing process, while also minimizing fossil fuel emissions.”

Noah Scott
http://www.articlesbase.com/automotive-articles/saabs-biopower-100-concept-to-debut-at-the-geneva-motor-show-105753.html

The 2007 Dodge Nitro is an all new mid-size SUV monster. Dodge redesigned the full-size Durango in 2004, and since then has been planning the Nitro. There are many mid-size SUVs out there, and Dodge wanted the Nitro to be distinctive, in order to keep up its reputation for bold styling. The result is a very squared-off vehicle, with larger fender flares.

The Nitro looks and feels larger than its size, with a high seating position that SUV owners enjoy, and good cabin space. It features a cargo storage system whereby the rear seats and front passenger seat fold totally flat in seconds; additionally, the cargo floor slides rearward out over the rear bumper, and can hold 400 pounds, making the loading of heavy objects much simpler.

The Nitro comes in either two-wheel drive or four-wheel drive, with a choice of V6 engines, one old and one new version. The new 4.0-liter V6 is better than the old 3.7-liter, with 50 more HP and fuel economy that’s only a few miles per gallon less. However the 4.0-liter engine only comes in the top-of-the-line R/T model, which costs about $2700 more than the most popular SLT but a five-speed automatic also comes with the R/T, and that transmission is better than the standard four-speed in the SLT.

There are three types of upholstery: cloth, a stain-repellant cloth, and perforated leather. No matter which interior option, the seats are very comfortable. The cabin is quiet thanks to heavy use of sound deadening material, and visibility out the rear and to the front corners of the Nitro is excellent.

For a base price of $19,225, a Nitro owner gets many safety features that are usually optional on other vehicles, such as front and rear side airbags, side curtain airbags, an electronic stability program with traction control and brake assist, and a tire-pressure monitor to cap it all off.

Model Lineup

The 2007 Dodge Nitro comes as three models, each with a choice of two-wheel drive (2WD) or four-wheel drive (4WD).

There are three models of the new 2007 Dodge Nitro: the SXT in 2WD, $20,735 with part-time 4WD), SLT ($22,635 and $24,145) and R/T and with full-time 4WD); all prices plus $660 delivery.

The SXT ($19,225) comes with a 210-hp 3.7-liter V6 and a choice of 6 speed manual transmission or 4 speed automatic ($1000). The 4WD model ($20,735) uses a part-time four-wheel-drive system. Standard equipment includes cloth upholstery, air conditioning, remote entry with power windows and door locks, 115-volt power outlet, flat folding front passenger seat, 60/40 folding rear bench seat, AM/FM/CD with MP3 and six speakers, traction control and brake assist, slate-colored molded front and fender flares, folding power mirrors, rear window washer/wiper, and 16-inch wheels.

The SLT ($22,635) and SLT 4WD ($24,145) come standard with the auto trans. The SLT adds stain-resistant cloth seats, power six-way adjustable driver’s seat, leather steering wheel with audio controls, overhead console, cruise control, heated mirrors, compass, auto-dimming rearview mirror, vehicle information instrumentation, tinted windows, body-colored front and rear fascias and fender flares, and 17-inch aluminum wheels.

The R/T ($25,310) has a new 4.0-liter V6 making 260 horsepower, joined to a five-speed automatic. The R/T 4WD model ($26,970) has a full-time four-wheel-drive system. The R/T comes with a sports suspension with 20-inch wheels and Goodyear Eagle tires. The R/T is equipped like the SLT, though it also has Satellite Radio.

Options for all three models include a power sunroof, foglamps, full-size spare tire, and trailer tow package. Full-time 4WD is an option on the part-time 4WD SXT and SLT models. Options for the SLT and R/T include leather upholstery, navigation system, remote start, hands-free phone, luxury sound system with eight speakers plus subwoofer. The optional Multimedia Info-tainment System features navigation, audio, entertainment and communication wrapped into one, along with voice-command and a 20-gigabyte hard drive to store music and photos.

Dodge Nitro Reviews

Walkaround

Dodge publicity makes a big thing about the Nitro’s looks, citing its so-called athleticism. We’re not sure. We might call it brawny, but mostly it just looks boxy. The exaggerated fender flares are the only rounded parts in the styling. Every other angle is square-ish. It looks and feels larger than mid-size, which some will find to be a good thing.

From the front, it’s unmistakably Dodge. It’s got that big crosshair grille, which looks much better in body color (R/T) than chrome (SXT, SLT). The horizontal headlamps, turn signal slits and foglamps are a tidy fit in the massive face.

However it doesn’t appear as if much attempt was made to have the front bumper/fascia be tidy; it’s got edges all over the place, including a valley that might hold a three-foot-wide license plate, or maybe a bumper sticker that says, “I’m a Dodge so I’m in your face!” Under that, there’s a wide air intake for the power steering cooler, whose thin fins are exposed to flying stones because there is no screen.

Taking a cue from the faux portholes on the Buick Lucerne, or possibly the tradition of a Mercedes-Benz sports car, there’s a trapezoid-shaped insert, black plastic with three chrome ribs, located just forward of the mirrors. It’s intended to look like a cooling slot. It’s a nice touch, and for such a small piece it goes a long way toward relaxing the Nitro’s blocky shape.

In silhouette, with its relatively upright windshield, very high beltline and rectangular windows, plus short front overhang, its shape is reminiscent of, say, a ’62 Dodge Power Wagon. But from the rear three-quarter angle, the lines around the rear glass are reminiscent of its bigger cousin, the Jeep Commander. We like the cleaner black, rather than chrome, around the windows.

Our test Nitro R/T was equipped with standard 20-inch chromed aluminum wheels, and they sure are showy. The much narrower sidewall on the 20-inch tires doesn’t appear to offer much defense against flats.

Interior Features

The SXT comes in a basic cloth, but the cloth in the SLT and R/T is something called YES Essentials; it claims to repel stains, control odors and reduce static electricity. The optional perforated charcoal leather with red stitching in our test R/T was beautiful. The front buckets were very comfortable and supportive, with excellent bolstering.

The steering wheel is a handsome four-spoke, with a big center hub and thick spokes at 9:00 and 3:00 o’clock, smaller spokes at 5 and 7; the info center buttons are under your thumb on the big spokes. There are three big main instruments: speedo in center, tach on right and fuel and temp on left. They’re very good looking and especially legible, with the digital information still visible in the sun because the three pods are thoughtfully shrouded. Chrysler does gauges right, and generally blows GM out of the water when it comes to handsome style and function.

There’s good front seat legroom, and it feels like there’s even more because the dashboard is narrow, making the cabin feel nothing like that in a minivan. The dash also has an insert over the center stack, about 6 by 9 inches with grippy rubber at the bottom, and it’s perfect for, well, things. The glovebox is the full width of the passenger side.

Rearview visibility is very good, with just windows back there, no attempt at swoopy styling with sheetmetal. And again, because the front fenders have no rise or real shape, it’s easy to see the front corners of the vehicle, making parking a relief compared to many vehicles this size.

The square theme continues with the center stack and its instruments and buttons for the sound system and climate control, although nowadays many cars look like that, which isn’t bad, just almost natural. Everything is clean, easy to operate, and easy to understand. We especially like the door handles, an intelligent ergonomic design: they’re like a half loop, and you simply slip three or four fingers of the hand against the door inside the handle, fingers facing forward so there’s no twist of the wrist, and pull.

Between the seats, along with the gearshift, transfer case, and emergency brake lever, there are two fixed cupholders and a small recess for change. There’s a shallow tray in the top of the center console storage bin, and a deep compartment under that; as one lady on the press launch said, it’s big enough to stash her cat, on road trips.

But the Nitro really rises to the occasion behind the front seat. The Load ‘n Go function quickly and easily flops the 60/40 rear seats and front passenger seat totally flat. With the liftgate raised, the carpeted (washable vinyl on the SXT) cargo floor slides rearward 18 inches, out over the bumper, saving a loader’s back. It can hold 400 pounds.

Under half of the cargo floor there’s a four-inch-deep compartment that can store things such as jumper cables and tools, or hide a laptop.

For the past couple of years, Dodge has been working hard on making their SUVs quiet, and the Nitro succeeds. The 3.7-liter engine is rather loud, but the Nitro’s sound-deadening material muffles it well.

Finally, the air conditioning might be fine on a normal day, but it seemed marginal for hot conditions.

Driving Impressions

After long cruises in both the Dodge Nitro SLT 4WD and R/T 2WD, we prefer the R/T.

The 3.7-liter engine in the SLT is slightly harsh and too slow, and the four-speed automatic transmission needs another gear; we floored the SLT once at 40 mph, and the tranny didn’t kick down and the vehicle felt wimpy. The suspension takes bumps with a jolt, especially at lower speeds and mostly at the front wheels. And when we turned off the stability control and drove it aggressively around a hairpin turn, the front end washed out as badly as anything we’ve felt in a long time, on its Goodyear Wrangler tires. This was surprising, because the Nitro is a rear-wheel-drive design.

The R/T costs about $2700 more, but it’s def. worth it. It’s better looking, with more of its trim in the same color as the body, although the 20″ chrome wheels are a bit expensive (as a $1405 option on the SLT, too bad you can’t get 17-” size on the R/T and save the money). Chrysler’s R/T models are considered higher performance, but in this case it’s not hot-rod high performance.

The 4.0-liter V6 is a new single overhead-cam engine. It’s rated at 260 horsepower, 50 more than the engine in the SLT, and it provides 265 pound-feet of torque at 4200 rpm. That’s a lot of horsepower and torque, and we can’t say that the R/T really feels like it has that much.

The R/T engine is quieter than the 3.7-liter in the SLT, and it gets nearly the same mileage: 17 city and 21 highway in 2WD, with 89 octane recommended but 87 acceptable. We got 16.7 mpg driving the R/T very hard.

The five-speed automatic transmission makes a difference in smoothness over the 4-speed. However in manual mode, it doesn’t do well. It responds to a shift by the driver (at least this driver) about half the time. As a result, passing on highways is unnecessarily dangerous. The upshifts near redline (6000 rpm) are also a bit slow. And the shift mechanism is not comfortable, either.

The handling of the R/T is reasonable, and considerably more direct than the SLT; quality tires help quite a bit. But it’s the ride that’s much better, in this 2WD model. In theory, the R/T’s tuned suspension should be much more firm, and surely it is a better vehicle overall, but it’s also a lot more comfortable.

Summary

The Nitro is the first mid-size SUV from Dodge, and has all the Dodge character. It’s built on the same platform as the Jeep Liberty, and actually feels bigger than its size, thanks largely to a high beltline, high seating position, and much glass instead of sheetmetal at the rear corners. It’s not easy to make an SUV look distinctive, and the Nitro does well. Mechanically, it’s stimied by the 3.7-liter engine and four-speed automatic transmission in the SXT and SLT, the most popular models.

Model as tested

Dodge Nitro R/T ($25,310) Base Price

19225

Basic Warranty

3 years/50,000 miles Price as tested

28645

Assembled in

Toledo, Ohio Options as tested

Trailer Tow Group, power sunroof, AM/FM/6 CD/DVD/MP3 with 8 speakers plus subwoofer, full-size spare, hands-free communications ($2675)

Destination charge:

660

Gas guzzler tax:

N/A

Model Line Overview

Model lineup

Dodge Nitro SXT 2WD ($19,225); SXT 4WD ($20,735); SLT 2WD ($22,635); SXT 4WD ($24,145); R/T 2WD ($25,310); R/T 4WD ($26,970) Engines

4.0-liter sohc V6

Safety equipment (standard)

multi-stage frontal airbags, front and rear side-impact airbags, curtain airbags; anti-lock disc brakes, electronic stability program with traction control and brake assist, electronic roll mitigation, child seat anchor system, tire-pressure monitor Transmissions

5-speed automatic

Safety equipment (optional)

Specifications as Tested

Standard equipment

air conditioning, remote entry with power windows and door locks, power six-way adjustable driver’s seat, flat folding front passenger seat, 60/40 folding rear bench seat, Load ‘n Go cargo storage system with tie-down rails, AM/FM/CD with MP3 and six speakers, SIRIUS satellite radio, folding power heated mirrors, rear window washer/wiper, tilt steering column, cruise control, tinted windows, overhead console, vehicle information instrumentation, compass, 115-volt power outlet, auto-dimming rearview mirror, leather-wrapped steering wheel with audio controls, and 20-inch aluminum wheels

Engine & Transmission

Engine

4.0-liter sohc V6 Transmission

5-speed automatic

Drivetrain type

rear-wheel drive EPA fuel economy, city/hwy

17/21

Horsepower (hp @ rpm)

260 @ 6000 Torque (lb.-ft. @ rpm)

265 @ 4200

Suspension

Brakes, front/rear

disc/disc with ABS Tires

P245/50R20

Suspension, front

independent Suspension, rear

independent

Accomodations

Seating capacity

5 Head/hip/leg room, front

40.6/56.8/40.8

Head/hip/leg room, middle

N/A Head/hip/leg room, rear

40.8/47.4/37.7

Measurements

Fuel capacity

19.5 Payload

N/A

Trunk volume

75.6 Towing capacity

5000

Wheelbase

108.8 Track, front/rear

61.0/61.0

Length/width/height

178.9/73.1/69.9 Ground clearance

7.3

Turning circle

36.3 Curb weight

3971

2007 Dodge Nitro User Reviews

nodents.com
http://www.articlesbase.com/suvs-articles/2007-dodge-nitro-review-88221.html

The hands-down leader in technology for high-performance engine tuning is Hypertech. Modern, computer-controlled vehicles are more complex than ever. The old days of simple, heavy-metal bolt-on power no longer does the trick. As vehicles get more and more advanced, today’s tuners and mod enthusiasts are seeking new ways to extract more power and Hypertech sets the pace.

Hypertech follows the rapid advancements in technologies that drastically change the way internal combustion engines operate. The modern engine is controlled by highly technical computer systems, and Hypertech knows computers. Rather than produce performance parts for your engine, Hypertech gives you the power to tweak and tune your vehicle’s existing system to give you the most power possible.

And, it’s not just power that Hypertech is tuning. Modern ECU’s that control basic engine functions also monitor and govern the transmission, brakes, instrument panel, emission controls and heating/air conditioning. Hypertech allows you to tune these functions and gain optimum performance from every facet of your vehicle’s operation.

Even if you’ve installed a dream list of hot rod components, you won’t realize maximum gains until you tune it up with Hypertech. Hypertech puts all your ducks in a row by fine tuning the complex programs that control your engine’s vital functions. When you’re serious about performance, Hypertech is your technology leader. And, for a great selection of Hypertech products, shopping online will pay off.

I Found a few first-hand customer reviews about Hypertech and the brand’s products:

“I used the Hypertech Programmer on my 1999 Chevy suburban 5.7 350 before programming the burb was slow like it was meant to be from the factory. it ran well on 87 octane and I got 18-20 mpg at 65, and in town 16mpg. when I programmed the car and noticed a change in the timing (this is good) when driving around town I didn’t notice any thing different in till I got on the highway very good pickup, quick response from the gas peddle, and no pining ( 87 octane) that night I was stopped at a light and no one around, I could not believe the power I smoked the tires and went from 0- 60 in a blink of an eye. now that I got that done I did the mileage doing 65 with cruse control I got 19-20 mpg . when I do 55-60 I get 23-24 mpg. I have not tried the higher octane gas (cost too much) the 87 octane works fine for me. the only down side of the programmer to me is If you have another Chevy like me that would use the same programmer you can’t because you can only use one programmer for each car. when you use the programmer it retains your old program so if you need to repair or program it back to original.”

“This unit is nice and easy to use. While it obviously will not create a new drivetrain for your vehicle it will do enough for the engine and transmission to notice a difference. Allowing the high RPM range in conjunction with stiffer shift points seems to be what allows you to feel the difference. The other nice feature is the tire size and rear end ratio programming. I gained approximately 1.5 mpg on a highway trip. Mix this with a K&N cold air intake and a lower temp thermostat and there will probably be a little more HP. You need to be able and willing to upgrade to super unleaded fuel for the higher octane rating or purchase octane booster from your local parts store or the engine will ping.”

“it only took 15 minutes to hook up the hypertech iii & the performance gains are great, although i installed a K&N FIPK & JBA shorty headers at the same time. I would highly reccomend it to anyone!!!”

Andrew Bernhardt
http://www.articlesbase.com/automotive-articles/hypertech-brand-review-for-todays-best-power-programmer-101609.html

At one of the vintage cars websites sites I belong to there was a member who shared an interesting experience to the forum. Below is the Readers Digest version.

The new owner (who we will call John) had seen his dream vintage car advertised on the same website referenced above. John liked what he saw, and it helped that many forum members validated how nice the car was. John set an appointment to test drive the car. When John arrived the car was even better looking than the pictures indicated. The owner decided that John was a serious buyer and wasn’t a “tire kicker”. They decided to take the car out for a test drive. The car started on the first turn of the key, idled smoothly, and ran perfectly. The owner let John drive back on the return trip. And even though John was taking it easy, he was able to get the tires to chirp easily in 2nd and 3rd gear.

John purchased the car, loaded it up on his trailer, and was now the proud owner of a beautiful 1970 Nova Super Sport. Since the car was almost perfect and didn’t need any work, John started driving to a couple of local car cruises and classic car shows to get a feel of the car.

The next car show was about an hour and a half away. After waxing the car, and checking the fluids, John filled the gas tank. A couple of miles down the road John stopped at a red light. When the light turned green, he pulled away, and heard a light knocking/pinging noise on acceleration. The noise grew louder the longer he drove the car. The only time John heard the noise was on acceleration. If he drove the car “easy” like there was an egg under the gas pedal, the pinging was almost non existent and tolerable. If he had to pass another car and was required to accelerate, the noise got worse, and the engine didn’t have the same power as his first test drive. Other than the noise, the car performed flawlessly. John drove the car to and from the show, but he was really anxious and nervous because he thought he had bought a lemon. And he wasn’t a happy camper.

Long story short, some of the people reading John’s story started to ask him questions. A group of them even made a special trip to John’s house to take a test drive with John to see if they could determine what was happening. During the discussion one of the bystanders asked John what changes he made to the car since buying it. John replied “I didn’t touch a thing, except to wash it, wax it, and I filled the gas tank”. The bystander said, “I am going to take a leap here” then he asked “what kind of gas did you put in it”?

Let me jump ahead here in the story, and explain why this is so important.

High performance cars from the 60′s and early 70′s require high performance gasoline. Unless the engine has already been modified, pre-1971 cars require leaded high octane gasoline to run correctly. Because leaded gasoline is no longer sold in the United States, owners of these types of vehicles need to buy lead substitute additives (around $2-$5 per bottle). A bottle is generally good for one tank of gas. Lead is critical because it acts as a lubricant for the internal engine parts and stops them from wearing out prematurely. Engines built in 1971 and later are built to run on unleaded gas so adding lead substitute is not needed. In fact, lead damages Catalytic Converters, which are required on cars built after 1977, and is more harmful to the environment. Adding a lead additive to a pre-1971 engine will literally prevent the engine from beating itself to death.

John’s experience was something that happens to many vintage car owners. The reason the Nova ran great with the previous owner was because he used a 92 octane gasoline and added a bottle of lead substitute with every fill-up. When John filled the gas tank he used the same 87 octane gasoline he uses for his everyday driver. He never gave any thought to what type of gas he was running. Most people don’t buy vintage cars for gas mileage and economy reasons. Therefore it only took a couple of weekends of local driving before John needed to fill up his gas tank again. Now the engine was off of its “design point”, meaning it was never intended to run on low octane, unleaded fuel. The engine started to ping and knock under a load, as soon as the new gas was being burned.

When John shared his story on the forum, there was about a quarter of a tank of economy gas left. He added a bottle of octane booster, a bottle of lead substitute, and filled the rest of the tank with 92 octane premium gas. Since then, John’s car has been running perfectly.

An original pre 70′s engine which has not been modified for unleaded fuel will need a little help in the gas department. Always use the highest octane possible. A bottle of good octane booster and a lead substitute will help maximize performance and the engine’s longevity. You should be purchasing the highest octane gas possible because a high octane rating prevents knocking and pinging. Supreme unleaded (92 octane) is fine and should be used for most engines and everyday driving.

Owners of truly high performance engines, meaning a compression ratio greater than 10.0:1, must use an octane booster to keep their engines running smoothly. Octane boosters will also help if you plan to race your car occasionally or whenever you want a little more power. Remember, racing fuel in the 104 octane category and higher is expensive and sometimes hard to find.

Racing fuel should only be used if you truly have an engine built for racing and is overkill for a street car.

Tim Leary

As with building up any vehicle for power, vw tdi performance starts with the basic modifications first. The vw tdi will get its biggest two gains out of a tdi chip or module and out of tdi injectors. Your average chip or module upgrade will give about a 20% power increase. A tdi injector upgrade usually yields about a 20% gain as well. If the right combination of tdi chip/module and injectors are used even more will be gained. i.e. (Van Aaken Smartbox & Van Aaken Smart Power Nozzles) Those are the most basic vw tdi performance upgrades.

Another basic vw tdi performance modification is the tdi exhaust. If you are going to increase fueling you will in turn increase EGT’s (exhaust gas temperatures). So to keep temperatures lower and to help increase performance of the vw tdi even more, one of two things can be done. One a mufflerectomy can be performed in which the muffler and resonator are removed and a straight pipe is put in their place. This opens things up a little and removes the baffling of the muffler so that the exhaust can flow more freely. The second tdi exhaust option is the aero turbine muffler. The inner design of the muffler works the same as a jet engine to increase the flow of exhaust even more than what a mufflerectomy does. The inner design splits the air via an air foil. The faster air moves through the center and the slower air moves around the outside of the air foil, the slower moving air then re-enters the main air stream through inlets that go down the sides of the mufflers inner cylinder. This recombining creates a vortex that lowers the tone of the exhaust and dramatically reduces back pressure by increasing the flow of all the exhaust that moves through it.

Increasing air flow into the engine will help more of the fuel to be combusted and to help extract more power out of each molecule of fuel. Most cold air intakes have a large cone air filter that is able to move up to 300% more air than the stock air intake system. This makes the cold air intake an important part of any vw tdi performance package, sadly though cold air intakes are not currently made for all the vw tdi models. Another modification that helps with air intake and exhaust is water methanol injection. Water methanol injection is also known as chemical intercooling. It has a three fold effect on the diesel engine. It cools the intake charge which provides for more available air intake and the benefits of a higher positive pressure ratio (more power giving fuel can be utilized safely without high combustion temperatures). Two, the combustion of water also adds power and three; methanol is also a high octane fuel that adds more power. Water methanol injection typically lowers EGT’s by about 200 to 250 degrees on bigger diesels and is slightly under that for the vw tdi.

So in conclusion, to be able to build a real beast the modifications must be made from the ground up. After these mods are made then a bigger turbo and intercooler could be added as well as upgrading the clutch and other components to help hold the added power.

Nathan Young
http://www.articlesbase.com/automotive-articles/vw-tdi-performance-building-a-beast-79649.html