**Signature Conversion and Engine Modifications**

Our company specializes in signature conversion, which involves modifying high-performance vehicles to deliver exceptional power and efficiency. One key aspect of our approach is ensuring that the bottom end of the engine remains strong and reliable. To achieve this, we maintain a standard configuration for the rods and pistons, as well as the valvetrain. This ensures that the engine can handle significant power output without compromising its durability.

In addition to maintaining a strong bottom end, we also modify the exhaust valve springs to mitigate the effects of high back pressure on the turbocharger. On vehicles with larger turbos, high back pressure can lead to misfiring issues, particularly in cylinder five and beyond. By modifying the exhaust valve springs, we are able to prevent this problem and ensure that the engine runs smoothly and efficiently.

**Transmission and Drivetrain**

We have found that our transmissions are incredibly strong and reliable. In fact, we've seen them handle up to 1100-1200 Newton meters of torque without any issues. However, if we don't apply software modifications to the transmission control unit, we can see a significant limitation in terms of available power. This is due to the transmission's built-in torque limitations, which are designed to prevent overloading.

By removing these limitations, we're able to unlock the full potential of the engine and transmission combination. The resulting torque curve is much smoother and more linear than before, providing a significant advantage on the road. We've also found that applying this software modification can improve the overall response and feel of the vehicle, making it an excellent choice for high-performance driving.

**Exhaust Manifolds**

Another key area of focus for our company is exhaust manifold design. We've developed custom manifolds that offer improved flow characteristics and reduced back pressure compared to standard components. By removing heat shields from these manifolds, we're able to increase the available surface area and improve airflow.

However, this comes with a trade-off in terms of top-end response. At high engine speeds, the exhaust manifold can become a limiting factor, causing detonation and reduced power output. To mitigate this issue, we've developed specialized pipe work that allows us to create a unique exhaust system configuration. By combining multiple manifolds and using a central tuber to connect them, we're able to reduce back pressure and improve overall engine performance.

**Software Development**

In addition to modifying the transmission control unit and developing custom exhaust manifolds, our company also specializes in software development for high-performance vehicles. We work closely with clients to fine-tune their vehicle's settings and optimize its performance. This can include adjustments to ignition advance timing, fueling, and other parameters that affect engine output.

By applying these software modifications, we're able to unlock the full potential of our customers' vehicles and deliver exceptional performance on both the road and track. Whether you're looking for improved acceleration, better handling, or increased overall efficiency, our team is dedicated to helping you achieve your goals.

**Racing Applications**

In terms of racing applications, we've found that our signature conversion setup can be particularly effective. When used on a track like the Autobahn, where speed and acceleration are paramount, our vehicles deliver exceptional performance. We've seen them achieve speeds of over 100 mph with ease, thanks to their powerful engine output and optimized transmission settings.

While we do recommend using standard transmissions for racing applications, our custom software modifications can provide a significant advantage on certain tracks or in specific situations. By fine-tuning the vehicle's settings and optimizing its performance, we're able to deliver exceptional results and help drivers achieve their goals.

"WEBVTTKind: captionsLanguage: enwhat's up guys today we are visiting our dear friend stay found Glasson you may remember him from this insane creation we drove this car a couple of months ago the 1000 horsepower twin turbo charged howdy r8 v10 plus it is probably the craziest car we've ever driven it runs insanely well it is ridiculously fast and super cool we also drove to out ers sixes with a single turbo conversion kit from safe on Klassen and today we are here with our well friend subscriber Marco with his rs6 and he is going to get a software remap and he has recently done a carbon fiber air intake and a gorilla exhaust completely open catalyst to three inch pipe straight to the back with a couple of valves so today we are going to see what we can get from this rs6 and that will take it to the old man to drive it there today you came with a car which was already modified before we started it with an initial power run on the dyno to see how it was - before it was not bad to be fair was a little bit lower and talked but the top end power was okay and I also data looked while the values on the first power run because I wanted to see if there's more to come on the top end because most times the the tubal's they do what they do what they can do on the top end so the software the the boost demand was something around to bound the top man and the tools they can deliver something wrong yeah 1.8 1.9 at 6000 rpm then down to 7000 rpm it goes down to 1.6 power because then tubas are just limited so I knew before when I do my cue I can do a little bit more torque and maybe a few horsepower on the top end but there was not so much more to come because the tubas were on its limit already the main problem on the hour 6 is the exhaust manifolds because they're really tiny I can show you later and other problem is the charge cooling system because that's always a problem on an Audi on your outer cars they never got the charge cooling right it's really really bad charge cooling prepared for - BMW for example which is close to perfect I'm the the engine the bottom end is really really strong so when we do our signature conversion the bottom end stays completely standard so rods and pistons are really strong and the valvetrain is also not bad we just modify the exhaust valve springs so they because otherwise they get floating on on high back pressure and that's the only thing we change and now on these cars it makes no sense to in my opinion makes no sense to put bigger turbos on bigger tubes which which are based on the standard two of us because the main problem is back pressure when you have too much back pressure than the exhaust well say I kept open and you get misfiring and it starts on cylinder five and then you get misfiring on several Selina's and that's just because of back pressure yeah when you do just stage one it's it's more problem because then you have with a standard exhaust shift mode even more back pressure and on cars where you have a down pipe inside and the big free-flowing exhaust it's not that a problem but once you put bigger turbos on you you run into this problem yeah we just do the software because in my opinion the transmission really is bulletproof it's really really strong transmission and from the factory I know they ran it beware with house newton-meters already so it's really strong and we did some cars with up to 1100 1200 Newton meters and yeah the only problems we had on the drivetrain was a broken rear differential and even the drive shafts are quite strong now on the three facelift versions you had hollow drive shafts on the rear sometimes they got bend it and then with the facelift models you've got solid drive shafts they're smaller but they're solid so that they can twist a little bit and no problems at all there when you don't do the transmission software it's just limiting the torque you can see it in the in the torque curve on most cars together yeah you have a overboost on the bottom and then it's just dropping the the torque and then it comes again that's because of 12 limitations from the transmission yeah when you remove the torque limitation from the transmission then you see that the torque curve is much smoother than before the signal to Burke inversion it's it's compromise between the available space in the engine room and and the in the manifolds we we don't want to use the standard manifolds so we have our own casted ones which have much more area and flow can show you here for example this manifold yes that's a standard manifold where we remove the heat shield around it and you can see it's really really tiny so it's um when you measure it here and you compare it to r2 around saloon nights it's 27 million for two cylinders so it's really tiny its I mean it's really good solution for bottom end response and bottom end talk but on high rpm it's it's it gets a really big problem because you can't get rid of the exhaust gas and you have a lot of back pressure in the cylinder so even when you when you and when the year for chem overlap and when the exhaust gas is pushed out and the fresh air comes in you still have a lot from because of the back pressure you have a lot exhaust gas flowing back into the engine which is causing detonation and you can't run high ignition advance and it's causing high eg TS as well that's really problem with manifolds so we did our own manifolds now this one's here there's stainless-steel cars at once so we have two men we put two manifolds on and then we make pipe work which goes together where we put a single tuber in the middle and that's a quite good solution of course you lose top end response at the bottom and response but because we have so much more power on the top end yeah really is a nice RAF band power band which you can use and we do a complete Reimer bonded on the transmission control unit so we have different shift points and it's always in the in the area where it has full power and we mean these cars they are they are therefore the straight line for the Autobahn they are not for a trick for a track here when I would use this car on the track I would prefer the standard tables because of the response but when I go in a straight line single turbo conversion is it's just like rocket today we're doing we were doing a little bit over thousand Newton meters and 700 horsepower we have a nice torque curve and the response is to really good and you can see on the graph on the top and it's running a little bit more smooth smoothly I think that's because of fuelling and ignition advance timing yeah so you should feel a good difference on the road it's over 100 Newton meter small in the mid-rangewhat's up guys today we are visiting our dear friend stay found Glasson you may remember him from this insane creation we drove this car a couple of months ago the 1000 horsepower twin turbo charged howdy r8 v10 plus it is probably the craziest car we've ever driven it runs insanely well it is ridiculously fast and super cool we also drove to out ers sixes with a single turbo conversion kit from safe on Klassen and today we are here with our well friend subscriber Marco with his rs6 and he is going to get a software remap and he has recently done a carbon fiber air intake and a gorilla exhaust completely open catalyst to three inch pipe straight to the back with a couple of valves so today we are going to see what we can get from this rs6 and that will take it to the old man to drive it there today you came with a car which was already modified before we started it with an initial power run on the dyno to see how it was - before it was not bad to be fair was a little bit lower and talked but the top end power was okay and I also data looked while the values on the first power run because I wanted to see if there's more to come on the top end because most times the the tubal's they do what they do what they can do on the top end so the software the the boost demand was something around to bound the top man and the tools they can deliver something wrong yeah 1.8 1.9 at 6000 rpm then down to 7000 rpm it goes down to 1.6 power because then tubas are just limited so I knew before when I do my cue I can do a little bit more torque and maybe a few horsepower on the top end but there was not so much more to come because the tubas were on its limit already the main problem on the hour 6 is the exhaust manifolds because they're really tiny I can show you later and other problem is the charge cooling system because that's always a problem on an Audi on your outer cars they never got the charge cooling right it's really really bad charge cooling prepared for - BMW for example which is close to perfect I'm the the engine the bottom end is really really strong so when we do our signature conversion the bottom end stays completely standard so rods and pistons are really strong and the valvetrain is also not bad we just modify the exhaust valve springs so they because otherwise they get floating on on high back pressure and that's the only thing we change and now on these cars it makes no sense to in my opinion makes no sense to put bigger turbos on bigger tubes which which are based on the standard two of us because the main problem is back pressure when you have too much back pressure than the exhaust well say I kept open and you get misfiring and it starts on cylinder five and then you get misfiring on several Selina's and that's just because of back pressure yeah when you do just stage one it's it's more problem because then you have with a standard exhaust shift mode even more back pressure and on cars where you have a down pipe inside and the big free-flowing exhaust it's not that a problem but once you put bigger turbos on you you run into this problem yeah we just do the software because in my opinion the transmission really is bulletproof it's really really strong transmission and from the factory I know they ran it beware with house newton-meters already so it's really strong and we did some cars with up to 1100 1200 Newton meters and yeah the only problems we had on the drivetrain was a broken rear differential and even the drive shafts are quite strong now on the three facelift versions you had hollow drive shafts on the rear sometimes they got bend it and then with the facelift models you've got solid drive shafts they're smaller but they're solid so that they can twist a little bit and no problems at all there when you don't do the transmission software it's just limiting the torque you can see it in the in the torque curve on most cars together yeah you have a overboost on the bottom and then it's just dropping the the torque and then it comes again that's because of 12 limitations from the transmission yeah when you remove the torque limitation from the transmission then you see that the torque curve is much smoother than before the signal to Burke inversion it's it's compromise between the available space in the engine room and and the in the manifolds we we don't want to use the standard manifolds so we have our own casted ones which have much more area and flow can show you here for example this manifold yes that's a standard manifold where we remove the heat shield around it and you can see it's really really tiny so it's um when you measure it here and you compare it to r2 around saloon nights it's 27 million for two cylinders so it's really tiny its I mean it's really good solution for bottom end response and bottom end talk but on high rpm it's it's it gets a really big problem because you can't get rid of the exhaust gas and you have a lot of back pressure in the cylinder so even when you when you and when the year for chem overlap and when the exhaust gas is pushed out and the fresh air comes in you still have a lot from because of the back pressure you have a lot exhaust gas flowing back into the engine which is causing detonation and you can't run high ignition advance and it's causing high eg TS as well that's really problem with manifolds so we did our own manifolds now this one's here there's stainless-steel cars at once so we have two men we put two manifolds on and then we make pipe work which goes together where we put a single tuber in the middle and that's a quite good solution of course you lose top end response at the bottom and response but because we have so much more power on the top end yeah really is a nice RAF band power band which you can use and we do a complete Reimer bonded on the transmission control unit so we have different shift points and it's always in the in the area where it has full power and we mean these cars they are they are therefore the straight line for the Autobahn they are not for a trick for a track here when I would use this car on the track I would prefer the standard tables because of the response but when I go in a straight line single turbo conversion is it's just like rocket today we're doing we were doing a little bit over thousand Newton meters and 700 horsepower we have a nice torque curve and the response is to really good and you can see on the graph on the top and it's running a little bit more smooth smoothly I think that's because of fuelling and ignition advance timing yeah so you should feel a good difference on the road it's over 100 Newton meter small in the mid-range\n"