I collected a bunch of info on engine power upgrades for the A2 GTI/GLI. See also the other *_Power_Upgrades, G60_Chip_Specs, the collins files, & the Performance FAQ.
Jan
This file was cleaned up by the gratious effort of:
Raymond Kwong raykwong@animal.blarg.net
distribution: world
organization: Mentor Graphics
newsgroups: rec.autos.makers.vw.watercooled
Disclaimer: The following test results are for my car and my engine
setup and will probably be totally different from what you would see
on your car.
Below are the acceleration times I measured for different settings
of the Autotech Power Module installed in my car. First a little
about this little black box. It's purpose is to increase the amount
of fuel enrichment when at full throttle and above a certain rpm.
From measurement, yes it does increase the full enrichment signal
and this only takes place above 3500rpm.
The Techtonics Tuning Dyno Stories booklet has dyno results when
the used the power module on a modified 16V engine. They didn't
publish what the engine mods were. When the power module was used
there was no difference in the hp graph up to 6000rpm. There was
about a 15hp increase at 6500rpm and 7000rpm. TT mentioned that
their engine was running out of fuel at the top end. This could
also be interpreted as their engine was capable of flowing more air
than the fuel injection system on that engine was capable of keeping
up with.
I used a multimeter to measure the milliamp signal being sent to
the differential fuel pressure regulator to verify the operation
of the power module. The standard signal at any non-full throttle
settings varies between 9 and 12 mA. The stock full throttle
enrichment reading on my car is 15.7 mA. The power module has 7
different settings for the following cars:
1 - stock Fox models
2 - Fox or stock Golf/Jetta low compression engines
3 - stock 8-valve GTI/GLI using catalyst exhausts
4 - as above or with non-cat exhausts
5 - 8-valve motors with bolt-on modifications, such as cam, exhaust,
etc., and stock 16-valve engines
6 - large displacement 8-valve engines and slightly modified
16-valve engines
7 - 16-valve engines with extensive modifications, such as camshafts
with sport exhausts, 2-liter 16V's should use this position
as well
Acceleration figures for my car all taken the same day with no
other modifications made between runs. All times are in seconds
and are averaged from a few runs each. There were a total of
43 times taken.
Car: 1987 VW GTI 16V
Engine: stock paper air filter, ported intake manifold, stock cams,
relieved and ported head, balanced, 1.5mm overbore, ported exhaust
manifold, 2 1/4" (Techtonics) cat, 2 1/4" Techtonics cat back exhaust
Transmission: stock 16 gear ratios, Quaiffe limited slip
Tires: Yokohama A509, 205/50-15
setting mA 3K-6K rpm 2nd gear 5K - 7K rpm 2nd gear
------- ---- ------------------ --------------------
disconnected 15.7 4.4 3.8
3 18.5 4.3 4.0
4 21.1 4.4 4.0
5 21.9 4.3 4.0
6 23.6 4.3 4.0
7 24.3 4.5 4.0
I beleive a better way to measure the effects would be to either use
a chassis dyno or to measure top speed reached on a race track.
The conclusion I have drawn from this that the stock fuel injection
system on my car is able to keep up with the amount of air that my
engine is currently capable of flowing. I guess it's time to try
a free-flow filter and put on the Schrick cams that are sitting in
my garage.
--
Keith Watson
'87 VW GTI 16V
---------------------------------------------------------------------
From: mrkim@apollo.adcom.uci.edu (Michael Kim)
Subject: Re: Chips for /// cars
Date: 11 Jul 1994 18:41:03 GMT
>Would anyone mind posting some numbers here? What are typical prices?
>What are typical power increases you can expect (and what happens
>to the MPG?)?
I've got a '91 GLI, with Neuspeed's P-Chip.. Purchased at $190. MSR
is $250 per APS. HP gains are (according to Aaron Neumann) 7hp. MPG
(through personal experience) down modestly 2 MPG highway, no change city.
High end is boosted considerably. Still pulling quite well up at 115mph.
Redline is moved from 6700 up to near 7500(?). In town driving feels a
bit easier, read more torque.
--
Michael R. Kim Assistant IV
AdCom Services (714)856-4158
University of California, Irvine mrkim@uci.edu
---------------------------------------------------------------------
From: where@maple.circa.ufl.edu
Newsgroups: rec.autos.vw
Subject: re:[W] GTI Tuning
Date: 9 Mar 1994 16:20:53 GMT
You asked what the differences between an '85 Golf and Golf-GTI were?
'85 Golf=~85Hp 8.5:1 Compression Ratio, standard Hall sender Electronic
Ignition, Bosch K-Lambda Jetronic fuel injection.
'85 Golf-GTI=100Hp 10.0:1 Compression ratio, Knock sensing ignition
system, Bosch KE-Jetronic (3 wire O2 sensor) fuel injection.
Ok, you asked what difference does the modification that can be done to
the '85 Golf-GTI actually do? Well, I've done it, and here's what it is
and what it does: The modification consists of cutting the #3 to #11
ground wire within the harness connector for the Knock Sensing Computer.
This modification alters the timing maps used when advancing the engine
timing. I haven't actually checked closely to see where the changes are
but I do know that they change. One redily noticeable point is that the
maximum advance moves from 14BTDC to 16BTDC. One reported drawback to
this modification is that you have to run 93 Octane gas. I haven't tested
this throughly, but I will say that it really likes the 93 Octane gas.
One minor modification to the above is to route an end of the wire you
are cutting out to the outside of the connector, then to install a small
alligator clip to the end of the #11 wire and ground it when you want to
run "Cheap Gas". By doing this I can "unmodify" my car by opening the
hood and hooking my #11 wire to a ground (conveniently the end of the #3
wire). :)
Mark '80 Scirocco_S w/'85 GTI engine (Definitely one "Hot Desert Wind")
---------------------------------------------------------------------
From: stulen_j@qis.dofasco.ca
Subject: Re: GTI Tuning
Date: 11 Mar 94 16:31:54 EST
In article <2lita3$l24@hpcan240.mentorg.com>, kwatson@wv.mentorg.com
(Keith Watson) writes:
> In article <2lgmde$g6h@ugle.unit.no>, jot@uranus.ifi.unit.no (Jo
Torsmyr) writes:
> |> I'm considering chip tuning my Golf GLi '85. Does anyone have any
> |> experience with that kind of tuning? I have heard that it's a
> |> rather straightforward thing to do, should give about 10-15 percent
> |> more horse power, e.g. 112 -> 125-130?
> |>
> |> -jo
> |> --
> |> Jo Torsmyr, email: jot@ifi.unit.no
>
> If anyone has this information please post it. I'm looking for this
> information for my US 85 Golf 1.8 (non-GTI).
OK, lets get this straight. According to my GTI expertise, you can not
'chip' any 8V GTI/GLI prior to 1990 (when they went to Digifant injection.
The 85 to 89 8V GTI/GLI/GT had CIS-E injection and a separate knock sensor
ignition system. The knock-sensor computer cannot be modified (I've opened
one up to look). The CIS-E computer alone cannot make hp gains.
The 16V GTIs had motronic injection (combined gas/spark functionality)
since 87, so maybe thay can be 'chipped'. The 2.0l GTI 16V with the
latest Motronic system can be 'chipped' as can Corrados. To my knowledge,
you can only 'chip' a car that has a single engine computer controlling
both spark and gas deleivery (and manifold pressure, a la turbo), such
systems are Digifant and Motronic.
End of story.
James
---------------------------------------------------------------------
From: satan@cml.com
Subject: Re: Chips for /// cars, What's so great about chip
Date: Wed, 20 Jul 94 07:27:50 EST
IM>In article <2vrlme$ehf@crl2.crl.com> rigor@crl.com (Sam Brown) writes:
IM>> no sh*t, you'd think car manufacturers spend millions on their cpu
IM>> firmware, hows a little motronic-hacker gonna be able to improve on
IM>> what Today's (not saying older) computer-modeled designs? Other than
IM>> ruin your cat maybe
IM>C[A design is a series of compromises and tradeoffs. The manufacturers
IM>design their cars with a specific set of buyers, laws, and environmental
IM>issues in mind. You, on the other hand, might prefer a different set
IM>of compromises.
IM>For instance, VW might think that their buyers, in general, are willing
IM>to sacrifice a little power in order to pay less for fuel (87 octane
IM>vs.A3 octane). You, on the other hand, might be willing to pay for the
IM>fuel, and would like your engine to be optimized for it.
MK> Well all I can say is wow!. I installed a Advanced Motorsports Power
Prom in my '91 2.0L 16v and I am very pleased with the difference. No
bogginess when starting , more torque, and at around 4-5000, it becomes
two hands on the wheel fun. Really noticable difference at the cost of
some gas I'm sure but, much more pleasing to drive.
If you call Marc at Advanced, he will tell you what he does to the
chip,they have a FULL TIME programmer, and don't use voodoo magic or
untrained people or claim unreasonable 18hp gains like Superchips does.
Your factory diagnostics still functions, and this chip is always
learning via lambda sensor, so will adapt further if cams and a free
breathing exhaust are installed. Its the best money I've ever spent on
this car, and has given it new LIFE!!!
By next week I hope to have a pair of Schrick 268 inlet/exhaust cams in,
and will report on the results. And later this summer, when the importer
GTA in Montreal gets their poo together, I'll install the Devil
stainless exhaust, which by the way looks amazing.
Martyn Kerluk
'91 GTI 2.0 L 16v
ComputerLink 'the easy way to bbs' (416) 233 - 7150
---------------------------------------------------------------------
Sender: "MICHAEL H. CHIN"
Subject: ----- More VW TidBits -----
Autotech Power Module
---------------------
VW's generally tend to run lean in the upper part of the power
band (around 5000 RPM +) and modified engines run even leaner - the fuel
becomes the limiting factor in the fuel:air ratio. The Power Module is an
electronic device developed for '85> VW's with KE-Jetronic/Digifant FI to
deliver the correct amount of fuel when needed. Both engine speed and
load is monitored to determine the correct amount of fuel needed, then the
Power Module adjusts the current load sent by the injection control to the
electromagnetic pressure actuator which controls fuel distribution to the
individual injectors. This modified current load signals the fuel
distributor to increase the fuel supply.
The Power Module has 7 selectable fuel curves that control peak
fuel delivery. Finer adjustments can be made by a tuner or yourself if
you are familiar with adjusting currents using a potentiometer. Gains
range from 4 to 14 HP, depending on the type(s) of engine modifications.
Installation can be performed in 30 minutes. The Power Module is an easy,
inexpensive ($150) way to gain more performance.
Currently, the Power Module is installed on my '89 1.8L 16V GTI
which has the Techtonics Stainless Steel Exhaust system from the catalytic
converter back. No longer does the power band seem to plateau at 5000+
RPM - it keeps climbing smoothly to redline! Actually, you feel the added
fuel boost at 5000 RPM - it's like a mini turbo kicking in. It should do
wonders when cams are put in and when the displacement is increased.
Highly recommended!!!
=============================== MICHAEL H. CHIN
---------------------------------------------------------------------
From: apaul@kilo.engr.mun.ca (Anthony Paul)
Subject: Got a "chip" for my '90 8v GTI!
Summary: chipped gti impressions
Date: Tue, 6 Jul 1993 18:53:07 GMT
I just got a "SuperCHip" for my '90 GTI 8v.
(The company is called Superchip, they are located in Florida.)
First impressions:
not much noticeable difference, maybe in the high end.
Here in Canada, most places sell three different octane grades, I've
always been using the middle grade. Next empty tank, I'll try the highest
octane, hopefully then I can see some significant difference.
more news then...
avp
Anthony Paul
avp@kilo.engr.mun.ca
---------------------------------------------------------------------
From: kafka@cats.ucsc.edu (Gary Andrew Yuen)
Newsgroups: rec.autos.vw
Subject: Re: 94 Golf GTI 2.0 8V
Date: 23 Nov 1994 00:49:38 GMT
In article <3atsjr$r9n@newsbf01.news.aol.com> ritchm@aol.com (RitchM)
writes:
>In article <36sdlf$1r6@cl.compulink.com>, martyn@cl.compulink.com (martyn
>- using tin) writes:
>
>I have a 1994 Golf LE which is supposed to be the american version of the
>GTI(GTI body kit, Twin bulb headlights, wider tires set on the Orlando
>rims, sport seats, 5 speed, etc.). So far I have gotton rid of thefactory
>airbox and replaced it with a Neuspeed/K&N P-flow airfilter for 5HPextra,
>you can definatly feel the extra boost in the upper RPM range. There are
>also chips available that will add extra horsepower, which I plan to add
>next. These are a couple of easy, not to expensive ways to add HP to your
>Golf.
One thing that surprised me was the article in the current
EuroSport Car zine. There was an article on budget VW performance and
they did some testing with the P-Flow, P-Chip, and Eurosport Exhaust on
the same golf you had. They had 0-60 numbers which were something like
this: (can't remember exactly)
stock: 9.68
P-Chip: 8.6 or something like that
P-Chip, P-Flow, & Exhaust, 8.3
I didn't think the P-Chip would make that much of a difference. I also
thought the P-Flow would make more of a difference. Maybe the exhaust
wasn't so great.
Gary
---------------------------------------------------------------------
From: martynk@io.org (Martyn Kerluk)
Subject: [W] speed.bolt.on.go.good.n.fast.n.get.speeding.tickets
Date: 7 Feb 1995 23:53:17 GMT
I have been compiling data since last summer when I started actively
bolting on goodies to make my car go faster, while thinking cost/long term
wearability and emissions.
Here are some findings, probably not that surprising to most 16v VW nerds,
but I provide them just the same......
speed.bolt.on.go.good.n.fast.n.get.speeding.tickets
-------------------------------------------------------------------------
"What order of performance bolt on's should I do?"
Since I have started on this road, I thought I'd share my findings...
PS. This info is based on an A2 2.0 Litre 16v Motronic engine.
---------------------------------
1) Motronic Chip Enhancement, ie new PROM. Why?
_Increase_RPM_rev_limit_, useless to add anything else without this limit
increased because, all the bolt ons will add power past 5500 RPM
Also, the chip will help torque, which you will inevitbly lose slightly
once bolt ons are fitted. And, the chip will aid in increased fuel
requirements that your snappy engine will want.
Note: Watch your timing. Make sure your timing is set correctly, 6 Degrees
is what my chip manufacturer recommends. Anything awry of that, and ping n
knock will pay a visit.
2) Exhaust
The engine will need to breathe. Try cycling up a hill while smoking a
ciggy. Even though you may have shapely sexy racers legs, your lungs are
saying, " Ugh Ugh"
i) Get a well designed header.
ii) Enlarge the middle pipe connecting header to rear muffler.
iii) Get a GOOD exhaust that will let you _remove_ the resonator
and NOT sound like a jet engine.
iv) Get a K&N air filter
v) Do the air filter mod (see faq.)
3) Camshafts/knockenwellen (sp?)
Install a pair of Schrick 268's and watch magic happen. With the upper RPM
rev limit removed and exhuast mods performed, you will be able to rev past
5500 RPM without the engine running out of breath like it will stock. It
just keeps on pulling hard up untill 7200 RPM.
Note: These babies are good but expensive. And in my humble opinion,
Schrick are the best.
4) European Intake Manfold
The 50mm intake ports on this, are 10mm larger than ours.
This ends up providing another 5-7 HP at the cost of very little torque
loss.
5) Port n Polish
A mild street port with or without match porting the intake manifold will
be the icing on the cake, and will ensure that short of a turbo charger,
you have made a very fast car.
Buy an alarm with fuel or ignition cuttoff, and go hunt Corrados :)
Take it easy Corrado owners, you have more torque, I know, so chill
already.....
NOTE: The above mods, guaranteed will total up to 170-175HP.
--
Martyn Kerluk
<><><><><><><>
...."I come to free the words" ....
..........Brion Gysin..............
---------------------------------------------------------------------
From: kwatson@wv.mentorg.com (Keith Watson)
Newsgroups: rec.autos.vw
Subject: Re: re:[W] GTI Tuning
Date: 10 Mar 1994 19:09:22 GMT
In article <2lkt16INNbf7@no-names.nerdc.ufl.edu>,
where@maple.circa.ufl.edu writes:
|> You asked what the differences between an '85 Golf and Golf-GTI were?
|> '85 Golf=~85Hp 8.5:1 Compression Ratio, standard Hall sender Electronic
|> Ignition, Bosch K-Lambda Jetronic fuel injection.
|> '85 Golf-GTI=100Hp 10.0:1 Compression ratio, Knock sensing ignitionsystem,
|> Bosch KE-Jetronic (3 wire O2 sensor) fuel injection.
Looking through the Bentley manual last night I came up with:
85 Golf (Canada) - CIS
85 Golf (US) - CIS-E
85 GTI - CIS-E with throttle stop switches and knock sensor
86 Golf - CIS with one wire change for California or 49-statecars
86 Golf - CIS-E
(appears to be the same as 85 Golf CIS-E)
86-87 GTI 8V
and 87 Golf GT - CIS-E with throttle stop switches and knock sensor
(appears to be same as 85 GTI)
87 Golf - CIS-E
(appears to be same as 86 Golf)
87-89 GTI 16V - CIS-E with throttle stop switches and knock sensor
Does anyone have more info on which cars use the same computer?
|> Ok, you asked what difference does the modification that can be doneto
|> the '85 Golf-GTI actually do? Well, I've done it, and here's what itis
|> and what it does: The modification consists of cutting the #3 to #11
|> ground wire within the harness connector for the Knock Sensing Computer.
|> This modification alters the timing maps used when advancing the engine
|> timing. I haven't actually checked closely to see where the changes are
|> but I do know that they change. One redily noticeable point is that the
|> maximum advance moves from 14BTDC to 16BTDC. One reported drawback to
|> this modification is that you have to run 93 Octane gas. I haven't
|> tested this throughly, but I will say that it really likes the 93
|> Octane gas.
[stuff deleted...]
Thanks Mark for explaining which car this is for and what it is doing.
Does anyone have any more info on which cars can have wires snipped for
which computers?
I'm specifically interested in the 85 Golf CIS-E and 87 GTI 16V CIS-E with
knock sensor.
--
Keith Watson kwatson@wv.mentorg.com
Mentor Graphics Corporation (Wilsonville, OR)
87 VW GTI 16V 85 VW Golf - Conference Production H
---------------------------------------------------------------------
From: ti@bazooka.Altos.COM (Ti Kan)
Subject: Re: GTI rev limiter help
Date: 30 May 92 16:03:56 GMT
In article <570@bazooka.Altos.COM> I wrote:
>You are in luck. The '85 and '86 ignition computer module (officially
>known as the "knock sensor control unit") is the same part. So you
>don't need to change the ignition computer. There is no "adjustment"
>per se either. You can switch to the '86 ignition map just by cutting
>one wire. On the ignition computer, there is a brown wire (18 gauge)
>connected to pin 3. This leads to pin 11, and eventually goes to
>ground. snip the wire at pin 3 and insulate it. This converts your car
>to the '86 spec.
I think I should elaborate a little more here with ascii graphics to
avoid confusion:
| Ignition computer |
| |
+----- 11 ------- 3 -----+
| /|
+----X---+ |
|
X = cut here |
GND
>DISCLAIMER: If you don't know exactly what you're doing, don't attempt
>this conversion. Improperly done, expensive damage can result!
Again, I emphasize this point.
Happy motoring...
-Ti
--
/// Ti Kan vorsprung durch technik
/// Internet: ti@bazooka.altos.com
///// UUCP: ...!{uunet,sun,sco,apple,mips}!altos!bazooka!ti
/// Opinions stated here do not necessarily reflect those of my
employer.
---------------------------------------------------------------------
From: ti@bazooka.Altos.COM (Ti Kan)
Subject: Re: GTI rev limiter help
Date: 29 May 92 16:32:16 GMT
In article thk@tyres.asd.sgi.com (Thomas Kong)
writes:
>According to the Bentley manual, my '86 GTI's rev limiter
>should come on at 6650 rpm +- 50 rpm. Instead, mine comes
>on around 6200 rpm, which is what an '85 GTI's rev limiter
>does.
This is true. The '85 GTI/GLI uses a slightly less aggressive digital
ignition map, has a little less horsepower/torque than the '86, and has
a lower rev-limiter rpm. The '85 setting does have the advantage that
it tolerates low-octane fuel a little better. The '86 ignition map
has been called the "Audi map" by VW&Porsche magazine because Audi
uses the more aggressive map starting in 1985 on the U.S.-spec 4000S.
>Is there anyway I can check if it can be adjusted? Or to
>find out if somehow my engine computer is from '85? The
>car was purchased in Feb 86, and was manufactured in late
>85.
You are in luck. The '85 and '86 ignition computer module (officially
known as the "knock sensor control unit") is the same part. So you
don't need to change the ignition computer. There is no "adjustment"
per se either. You can switch to the '86 ignition map just by cutting
one wire. On the ignition computer, there is a brown wire (18 gauge)
connected to pin 3. This leads to pin 11, and eventually goes to
ground. snip the wire at pin 3 and insulate it. This converts your car
to the '86 spec.
Since you have the Bentley manual, just compare the wiring diagram
between the '85 GTI and the '86 GTI under "Electronic Engine Control"
and you'll see the difference that I just described.
DISCLAIMER: If you don't know exactly what you're doing, don't attempt
this conversion. Improperly done, expensive damage can result!
Happy fahrvergnugen...
-Ti
--
/// Ti Kan vorsprung durch technik
/// Internet: ti@bazooka.altos.com
///// UUCP: ...!{uunet,sun,sco,apple,mips}!altos!bazooka!ti
/// Opinions stated here do not necessarily reflect those of myemployer.
---------------------------------------------------------------------
From: jhamill@tiac.net (John Hamill)
Subject: Re: A2 Golf performance chips?
Date: Thu, 23 Feb 1995 00:17:24
In article jstulen@dcm.dofasco.ca
(Route 401) writes:
>There is an English company, which advertises in Volkswagen Audi Car
>Magazine, which makes 'power chips' for Digifucked II
Well stated. If you have a Digifant (or Digicrap, Digifuck whatever) car
(pretty much all Golf Jettas GTI 1.8 8v 1988-92), I would forget about
modifying it. The brain doesn't have a socketed EPROM that you can
replace. It's basically an economy injection VW developed to save money.
There is some company now making a P-flow, and you can do the exhaust,
but you are limited by a fixed injection system. A Motronic or older CIS
system is the way to go for a project car that you want to make power
with. CIS or CIS-E can support quite a bit of modification to the engine
with no alteration(s) to the injection itself.
---------------------------------------------------------------------
Subject: Re: 1.8l,16v Power Upgrades
From: Ripcord
Date: 14 Apr 1995 00:29:26 GMT
tom.trawinski@syncomm.com (TOM TRAWINSKI) wrote:
>
>
===========================================================================
> BBS: Synergy Online
> Date: 04-11-95 (16:44) Number: 25253
> From: STRESS Refer#: NONE
> To: ALL Recvd: NO
> Subj: 1.8l,16v Power Upgrades Conf: (2687) rec.autos.
>
---------------------------------------------------------------------------
> ST>@FROM :mvstress@mailbox.syr.edu
> ST>From: Stress
> ST>Subject: 1.8l,16v Power Upgrades
> ST>Date: 11 Apr 1995 16:44:20 GMT
>
> ST>I just got throught reading the article in the new EC (April or May'95)
> ST>about the new heads desinged for the 1.8l engines. I thought cool,the
> ST>1.8's aren't completely forgotten I _can_ hod rod my car a little.
>
> ST>The article talks about the head begin a great bolt on improvement
> ST>for the 16v engines. Great. Then the caveat: Reccomended only for use
> ST>on Racing engines with different valves, cam....blah blah
>
> ST>what the hell! is it a bolt on or not? or is it just one part of a
> ST>performance package? it seems the later.
>
> ST>My question then, still remains. What power upgrade options do Ihave?
> ST>I've got the 1.8l 16v with CIS-E injection system. I can't chip it, I
> ST>can't get a new throttle body (at least haven't seen one) no intake
> ST>mods available. I am basically looking to increase low end torque
> ST>as I don't race, the top end can still get me into plenty of trouble
> ST>with the local athorties. I've got an Leistritz exhuast (cat back). I
> ST>just want to get a little more boost off the line.
>
> Just out of curiosity how do you like the Liestritz exhaust?
>
> ---
> SLMR 2.1a #0001 My reality check just bounced.
>
Tom,
There are really no mods, short of increase displacement, that increase
bottom end torque in the 1.8L 16V motors. You said hadn't seen any
intake mods or larger throttle bodies, well Ron's Parts offers 50mm
intake runners on their ported intakes. This is one of the worst things
to add however if your trying to increase bottom end power. Even in the
highly modified 2l cars this one makes the power curve peaky. The
throttle body though may offer some advantage, but noone I know has
tested one on a 1.8L 16V. Velocity Tuning offers these bored out throttle
bodies and their not cheap ($309 and up w/exch.) Autotech offers
a power module which richens the fuel mixture at higher revs but again
this doesn't help bottom end torque. Nearly every part offered for the
1.8l 16V increase top-end power at the expense of bottom end power. These
engines are already peaky, anymore so and they become very anemic at low
revs. As for the Leistritz exhaust system, I have one on my GTI 16V
and I really like it. It's constructed very well, sounds great(not to
loud), but like all other aftermarket hi-po exhaust system it seems ot
weigh more and breaks exhausts hangers more frequently. I would strongly
recommend them to anyone considering replacing their exhaust system
Jeff Brown 88 GTI 16V (mildy modified)
jlb14@po.cwru.edu
---------------------------------------------------------------------
From: monster16v@aol.com (MONSTER16V)
Subject: Re: Turbo for A2 8v?
Date: 15 Apr 1995 12:08:10 -0400
>>>Is it true you can get a turbo for a A2 8v. I have an '85 GLI and the
>> Also call Velocity Sport Tuning, they've done several turbos , and
>>they have an ad in EC too.
>Don't they use New Dimension's Turbo kit?
>I have driven the A3 Cabrio Turbo and it's a real swell set up.
>If they don't come out with a VR6 Cabrio, this is the only way
>to go.
While we do custom turbo projects for some of our customers, we do not use
any turbo kits from New Dimensions or any other vendor. Each turbo car we
build uses a short block built for the rigors of that type of application
and all components are selected for their ability to withstand the added
stress of additional horsepower and heat. While we understand that a
custom turbo set-up such as this is not right for everyone, we feel that
companies such as ND, among others, are doing an excellent job of building
bolt-on turbo systems and therefore have no plans to enter that market or
use those products.
Jeremy Wolf
Velocity Sport Tuning, Inc.
---------------------------------------------------------------------
Subject: Re: 1.8l,16v Power Upgrades
From: bernie@metapro.DIALix.oz.au (Bernd Felsche)
Date: Wed, 12 Apr 1995 05:17:08 GMT
In <3mebl4$ri@newstand.syr.edu> Stress writes:
>I just got throught reading the article in the new EC (April or May '95)
>about the new heads desinged for the 1.8l engines. I thought cool, the
>1.8's aren't completely forgotten I _can_ hod rod my car a little.
>
>My question then, still remains. What power upgrade options do I have?
>I've got the 1.8l 16v with CIS-E injection system. I can't chip it, I
>can't get a new throttle body (at least haven't seen one) no intake
>mods available. I am basically looking to increase low end torque
>as I don't race, the top end can still get me into plenty of trouble
>with the local athorties. I've got an Leistritz exhuast (cat back). I
>just want to get a little more boost off the line.
VR6? :-) :-)
You may not be able to buy an intake mod - but you may be able to
reduce the intake restriction on the filter housing due to the turns
required before it reaches the filter.
If you are patient and resourceful, I think that it should be possibe
to use a larger Digifant filter housing, siamesed with your 16V housing
top, to increase the filter area. Check for clearance under the bonnet
though - especially height. I don't have a 16V to try this on, but a
friend's 16V looked like it would cope with the swap. Of course, this
*should* only make a difference at higher engine speeds.
If you never plan to go really fast, you can change the final drive
ratios to give you more revs/mph in all gears. You'd probably want
a specialist to do the modifications though.
Fit an older 16V intake manifold with smaller diameter tracts. The
higher flow velocity gives more torque at the bottom end, at the cost
of high-end power.
Try advancing the timing on the intake cam. Again, this will cost power
at higher rpm.
--
Bernd Felsche, MetaPro Systems Pty Ltd
130 Fauntleroy Avenue, Redcliffe, Western Australia 6104
Phone: +61 9 479 3722 Fax: +61 9 479 3720
---------------------------------------------------------------------
Date: Sat, 15 Apr 1995 12:06:14 -0400
From: monster16v@aol.com
Subject: Re: Turbo for A2 8v?
>>>Is it true you can get a turbo for a A2 8v. I have an '85 GLI and the
>> Also call Velocity Sport Tuning, they've done several turbos , and
>>they have an ad in EC too.
>Don't they use New Dimension's Turbo kit?
>I have driven the A3 Cabrio Turbo and it's a real swell set up.
>If they don't come out with a VR6 Cabrio, this is the only way
>to go.
While we do custom turbo projects for some of our customers, we do not use
any turbo kits from New Dimensions or any other vendor. Each turbo car we
build uses a short block built for the rigors of that type of application
and all components are selected for their ability to withstand the added
stress of additional horsepower and heat. While we understand that a
custom turbo set-up such as this is not right for everyone, we feel that
companies such as ND, among others, are doing an excellent job of building
bolt-on turbo systems and therefore have no plans to enter that market or
use those products.
Jeremy Wolf
Velocity Sport Tuning, Inc.
---------------------------------------------------------------------
Subject: Re: Turbo for A2 8v?
From: turbotim@aol.com (TurboTim)
Date: 14 Apr 1995 14:05:15 -0400
I believe the people reading this thread would be interested to know a
little history on the VW turbokits that Reeves sold over a thousand of
back in the early to mid 80's. New Dimensions in Santa Clara bought all
the tooling, rights and inventory from Reeves back in 1991 and since then
have released revised kits based on his original design. ND Turbosystems
as they are know now have received CARB exemption that allows the kits to
be sold and installed in California and will pass the required smog test.
In addition ND has just released kits to fit the new 93 and up Golf ///
and Jetta /// 4 cylinder. The stage 2 kit is producing over 200 hp which
produces many smiles for the owners. The great advantage is being able to
enjoy the low fuel consumption on trips with the needed speed when
necessary. ND turbosystems power VW have been review in 3 national
magazines in the last few months. See European Car, Sport Compact Car, and
Eurosport Car magazines for these articles. So hope this brings some
history to the users of this message area.
** Turbotim **
** Second Generation BBS
** Headquarters for Audi and H20 VW Owners
** (408) 980-8830 (2 lines) 24 hours
---------------------------------------------------------------------
