Though well versed in supercharger applications, VFE has recently directed its considerable expertise toward the turbocharger arena. Designed as a true bolt-on system, the VFE RS/S program allows users to wring maximum performance from the 2.0T engine without replacing internal engine parts. Ultimately, the RS/S kit delivers factory-like performance, something akin to the high-horsepower skunkworks cars cruising through Wolfsburg.
2006 Volkswagen GTI 2.0T
Testing octane: 91
Peak wheel-hp: 181 @ 5400 rpm
Peak wheel-torque: 193 lb-ft @ 2700 rpm
Type: Dynojet Chassis dyno
Temperature: 72 to 83 degrees F
Transmission test gear: third
Notes: The problem with the DSG transmission is that, no matter what the ECU rev limiter is set to, it will automatically shift at 6600 rpm, effectively limiting the amount of peak horsepower that can be achieved. If the vehicle had been equipped with a six-speed manual transmission, we would have continued to see gains all the way to 7000 rpm, with a peak of 294 wheel-hp at 6500 rpm on 91-octane fuel. On the dyno graph, we see that the GT28RS, unlike the factory K03 or aftermarket K04 turbocharger setups, never runs out of steam. This horsepower curve continues to build until redline.
VFE RS/S System Features
*The Garrett GT28RS turbo features a ball bearing cartridge, allowing the turbo to spool 15 percent faster than a traditional journal bearing, diminishing the stigma associated with large turbo setups. It responds like the factory K03.
*The manifold was designed with a dual runner configuration to reduce turbulence inside the exhaust manifold. Using Solidwork CAD software, multiple SLA rapid prototypes and a Superflow 1020 flow bench, VFE was able determine the optimal pairing and separation of exhaust runners. This grouping and separation ensures zero interference between cylinders as exhaust gases leave the combustion chamber. This allows the turbo to spool faster and reduces turbo lag.
*The OEM-style, two-piece turbo support bracket is designed to compensate for stresses imposed by thermal expansion/contraction of the turbo and exhaust system. The stainless steel U-channel bracket is mounted to the adapter plate with a high-precision stainless steel sliding spacer, allowing lateral movement of the bracket (caused by said thermal expansion/contraction and sideto-side loading when the car corners hard).
*GIAC software with the optional handheld Flashloader gives the user a goody-bag full of options. Beyond the choice of 91- or 93-octane based programs, there are also custom-tailored options to fit individual needs. There is even a Race program for track time/play time. Two notable features are the Valet and Kill modes, because protecting one's investment is as just as important as making power.