On the Dynojet, the engine is good for a bit over 350 hp to the wheels. Factor in 10- to 20% for drivetrain loss, and then do the math. With a little more fine tuning of the Tec III engine management system, Cavacci thinks there's another 40-plus hp. Peak horsepower figures, however, aren't great indicators of driveability or usable powerbands. Fortunately, this engine isn't an on-off switch. At low revs and out of the boost, there's enough torque to make stop-and-go driving manageable; however, the beefier clutch does require some extra concentration for smooth getaways.
You can feel the turbo spooling up around 3000 rpm, and from then on the car is propelled by a torque curve that builds without drama. Despite the violence going on under the hood, it's amazingly civilized and deceiving-that is, until you see the speedometer in the triple digits. Shortly after 4000 rpm, the engine starts its ascent up a steep power curve and doesn't let up until it's time to grab a higher gear. Its accelerative force begs for comparison with notable benchmarks such as a 911 Turbo, just to see where it stands.
Considering the amount of power it has to transfer, the front driver copes about as well as you can expect. The steering wheel will squirm under hard acceleration, but it's never violent. In conjunction with an upgraded differential, the Nitto nt555s (225/40ZR-18) do a great job of holding on, and the Neuspeed race springs and Bilstein Sport dampers give it a firm-but-not-harsh ride. Although the heavier MkIV series isn't as tossable as its predecessors, it's still a willing accomplice when things heat up. Turn-in is quick and linear, and the information coming through the steering wheel is reliable.
The stock brakes would've been overworked, having to cope with the kind of speed this car can generate, so EIP installed an ECS Porsche brake kit comprised of Porsche/Brembo calipers and drilled and slotted rotors. In short, they are phenomenal and a pleasure to use. The firm pedal is easy to modulate, allowing you to brush off just enough speed before the turns.
On the outside, the owner went mild instead of wild, which ultimately keeps this car looking "clean." A Caractere six-piece body kit does a great job of blending in with the factory lines. The bumpers are Euro-spec, about an inch shorter than U.S. bumpers. Molded onto the lower front bumper cap is a Caractere lower valance/spoiler. Side skirts and a lower valance complete the lower half. A roof-mounted rear wing and a piece to smooth out the transition between the hatch door and the bumper complete the kit. Inside, the interior is stock save for Oettinger pedals, a MOMO shift knob and APEX'i boost controller.
By transplanting an old engine into a newer car, EIP delivered on the request for something different. By using such custom-made parts as the intake and exhaust manifolds and exotic hardware as the Tec III engine management system, this red Golf almost defies classification, aside from unique.