If handling is the essence of control, then power is what is at the end of the leash. Specific power output has increased exponentially since the advent of the internal combustion engine, and with the modifications available for modern day cars, the possibilities are almost limitless. Traditionally, tuners relied on lightening components by milling them down, adjusting fuel/air mixtures, and basic driver skill to squeeze every drop of power from a car's engine. Those methods are still in use, although one is more likely to see exotic materials being used rather than a metal shavings, along with laptops plugged into communication ports nowadays. What this means is that the power produced by the much beloved internal combustion engine will continue to grow in ways quite possibly unimaginable to us at this point in time. Gentlemen, start your engines...
autotech sport tuning lightened flywheel
At 17 lbs stock, the VR6's 228mm flywheel is the lightest of all those found in the VW/Audi engines. The G60's flywheel weighs 22 lbs and the 1.8T's weighs 20 lbs, even though the 1.8T has a 220mm clutch set up. However, lighter is always better and since the clutch needed to be replaced prematurely (due to a bad pressure plate), a lightened flywheel was purchased immediately. AutoTech has the perfect solution with a lightened billet steel flywheel weighing in at 10 lbs. Although actual horsepower gains do not actually occur as a result of this modification, more horsepower will reach the wheels from the engine. The addition of lightened engine pulleys are a sure recipe for a quick revving engine.
dynamometer testing
This section was created specifically for dynamometer testing results and analysis on the modified VR6 engine in this Mk. IV. There have been 2 post-modification dynos made, but as baseline was (unfortunately) not done. Please click here to be taken to more details.
freedom design/sebring exhaust
Usually one of the first modifications done to a car, and exhaust allows engine gases to exit a car quicker than a stock exhaust. This is because stock exhausts have the tendency to be smaller in diameter in order to meet noise and emissions regulations.
This particular exhaust is not a catback, it is what is often referred to as an "axle back" exhaust. The reason for this is because it is a muffler that picks up just behind the rear resonator, which mounted above the rear axle. Although the stamping on the exhaust says "Sebring" and "Made in Austria", there have been mixed reports about the actual place of manufacture of the exhaust. Since the two factories are located in Austria, popular belief has it that Remus is making them for Sebring under an agreement, and stamping the latter's name on them. A clue towards this is that the mufflers for the Mk. IV Golf/GTIs from both companies look exactly the same (in terms of design) except for the tips. The exhaust is imported into the United States by Electrodyne who own the Freedom Design name, and they attach their own tips. The tips are twin oval shaped ones stamped with "Freedom Design".
On its own, the Sebring is a very subtle exhaust. In most cases, the sound of the engine is actually louder than the exhaust note when idling, and it can really only be heard when standing directly behind the car. In a way, it really sounds like a factory performance exhaust in that it is not excessively loud nor obnoxious in tone, interestingly enough, the VW Motorsports exhaust sold at VW dealers as an OEM has the same history with Remus as the Sebring does. There is some drone at cruising speeds, but in general the exhaust is as quiet as stock during most normally encountered driving conditions.
Those looking for a louder sound will have to look elsewhere (see below) for larger diameter piping, as it cannot be overemphasized just how quiet this particular exhaust is.
new beetle tdi midpipe (oem)
The stock exhaust system on a Golf GTI with a VR6 engine is: catalytic convertor -> resonated midpipe -> muffler. Since modern day cars have sensors built into the catalytic convertor it is best not to tamper with them, besides, the cat convertors in modern day cars flow reasonably well. And having changed the muffler to the Freedom Design/Sebring, there was only one other part that could be changed: the midpipe. Thus making the exhaust system a true catback.
The resonated midpipe is said to be restrictive to air flow since it has no baffles to regulate turbulence within the piping, replacing it with a New Beetle TDI midpipe fixes this. However, there is no actual proof of this because a post-modification dyno has not been made. The stock midpipe is boxy in shape, whereas the midpipe from a new Beetle TDI is a simple straight pipe that is mandrel bent. The part (part number 1JO 253 201) is completely OEM, and as such is of factory quality with the mounting point welded in the correct place.
One thing most people are concerned about is the amount of noise the exhaust will make afterwards. If this mod is done to a car with a stock muffler, the noise gains are minimal, although the exhaust note is more audible in a throaty way. The following is written regarding the effect of this mod on the sound of the Freedom Design/Sebring muffler: With the resonator removed the car is much louder than without. The exhaust note at idle, and at acceleration is a deep, bassy note and not a loud, high pitched rattle, which is what many do not want. There is drone at cruising speeds, and it would be wise to think twice before installing the exhaust on a daily driver as it attracts a lot of attention. The general sound level of the exhaust tends to get louder as the temperature drops, quite possibly due to changes in the characteristics of the build material.
sachs "oem" clutch kit
AutoTech sells complete clutch kits in three levels: OEM, Sport and Racing. The main difference between the clutches is the clamping pressure, and what this translates into is the clutch becoming more difficult (read: heavier) to modulate.
Included in the Sachs kit is a clutch, pressure plate and the throwout bearing. A clutch requires a 400-500 mile break-in in stop and go traffic, it requires a longer break in period if the first 400-500 miles are highway miles.
upsolute ecu upgrade
A shameless plug: Audi/VW owners who have the 1.8T engine, get UPsoluted, you will not regret it. I have driven a 1.8T and VR6 (mine obviously) with UPsolute chips, as well as another 1.8T with a competing chip programmer's software. Although all chips in the 1.8T give incredible gains, the UPsolute chip in the 1.8T gives much smoother power delivery. Look for a 30-40hp gain with a chipped 1.8T, as opposed to 10 or so hp in the 2.8l engines.
Getting "chipped" involves first removing the ECU, or Engine Control Unit, from the car. The person modifying the ECU will open it up and remove the chip by unsoldering it from the circuit board. In most cases, the stock chip is formatted and the new software is flashed, or 'burned', into its memory. It is then soldered back into place and the ECU programmed into the car with a VAG tool. In some cases, the chip programmer will add a socket and give you a new chip so that you can switch between the stock and modified software before bringing the car in for servicing. In other cases, the entire ECU will be re-configured to prevent any theft of proprietary chip programmer software. Chipping, in general, voids a car's warranty, however most chips are undetectable (or 'stealth'). In most cases if the dealer should flash (reprogram) your modified chip, chip tuners will reflash the modified software for free. Also, many chip tuners offer free upgrades, and some do not. Keep in mind that these upgrades should not be expected to yield increaded power, but rather more refined power delivery. The stock software can only be fiddled with so much, before the physical aspects of the engine itself begin hindering gains.
After chipping, the ECU takes a few start up cycles (or days) to learn the new programs. What the chip is learning is driving style, the quality of fuel it is receiving, etc. Although the gains with the VR6 are not as drastic as the gains in turbocharged models, they are felt. The 12 valve VR6's stock torque curve is from 3200rpms to 6500rpms, the chip brings this torque curve up and spreads it out. Power will usually build up at 2500rpms, and it will keep building all the way until redline. Fuel consumption is slightly affected, however much of this will be probably be attributable to your driving style. Average fuel consumption (on this particular car) on the highway would drop by 1 or 2 MPG at the most, although stop and go/traffic fuel consumption would drop by a 5 or so MPG. Those addicted to peadal mashing would be advised to ease up on the right foot to alleviate any problems in this area.
The one thing that will appeal to many people is that chipping will eliminate throttle lag. Throttle lag is a common problem that plagues DBW (Drive By Wire) or electronic throttle cars. Instead of a physical cable controlling the amount of fuel given to the engine, it is all done electronically. Unfortunately, the immediacy of actually physically allowing fuel into the engine is lost as well. Power is available immediately with the modified software, and it will come as a shock to people used to waiting for a reaction from the electronic throttle.