The 2.0T engine has become the latest benchmark performer for the VW/Audi product line. Like previous turbocharged VW/Audi engines it has proven to be highly tunable, and with simple bolt-on modifications large power and torque gains can be achieved. As with prior generations, the limiting factor is still the small K03 turbocharger, so the only way to make some real horsepower is to replace it. VF Engineering is best known for manufacturing high performance forced induction conversions for naturally aspirated engines. So it wasn't a stretch for them to develop a larger turbo upgrade for the 2.0T FSI engine. The VFE design focus was simple: develop a complete turn-key system that offers consumers OEM driveability and reliability while maximizing power and torque and still working within the restraints of the factory components.
Vehicle Data
2007 VW GTI
*Mileage: 16,855
*Engine: 2.0-liter inline four, dohc, 16-valve, turbocharged and intercooled, direct injection*Transmission: Six-speed DSG
Current Modifications:
Milltek 70mm turbo-back exhaust with 200-cell metallicHJS catalytic converter
Dyno Data
DynoJet 224 XLC
Temperature (baseline): 61 degrees F
Temperature (intercooler test): 82
degrees FTest gear: Fourth
Baseline
Peak wheel-horsepower: 181 hp @ 5400 rpm
Peak wheel-torque: 193 lb-ft @ 2700 rpm
Test Notes
Since the VF RS/S GT28RS kit requires a turbo-back exhaust system with high-flow catalytic converter, we had it installed before testing began. Therefore, the baseline numbers reflect a completely stock engine with a turbo-back exhaust. Because of the complex and time-consuming nature of the turbo kit install, we were unable to perform all the dyno work on the same day. The baseline test was performed in the morning and the subsequent dyno tests were performed two days later.
VF Engineering RS/SGT28RS upgrade
*Peak wheel-horsepower: 283 hp @ 6400 rpm
*Peak wheel-torque: 273 lb-ft @ 4600 rpm
Pros
*Garrett GT28RS turbo features a ball bearing cartridge allowing the turbo to spool 15-percent faster than a traditional journal bearing.
*To reduce exhaust gas turbulence inside the exhaust manifold, the manifold was designed with a dual runner configuration. Exhaust runners have been paired and separated to ensure there is no interference between the cylinders as exhaust gases leave the combustion chamber, allowing the turbo to spool faster and reducing turbo lag.
*OEM-style two-piece turbo support bracket is designed to compensate for stresses imposed by the thermal expansion/contraction of the turbo and exhaust system.
*GIAC software with optional Flashloader option allows the choice of 91- or 93-octane based programs and custom tailored options to fit individual needs.
*Elimination of the problematic stock electronic diverter valve.
*Base kit comes with a complete fuel solution including a high-pressure rail pump and injectors.
*Can be installed on the car straight out of the box and and 100-percent reversible.
*One-piece oil drain line ensures the garage floor stays clean.
*Any exhaust system designed to bolt up to the stock turbo can be used.
Cons
Even though this kit is very stealthy, your warranty is pretty much out the window.
Parts: GT28RS turbo, manifold, FSI injectors, high-pressure fuel pump, billet diverter valve, GIAC engine management software, water and oil lines, turbo support bracket, silicone hoses and couplings, complete steel intake and discharge plumbing, K&N air filter, MAF heat shield, air filter heat shield, billet boost line T-fitting, miscellaneous hardware (studs, bolts, clamps, nuts)
Tools: Considering the complexity of this install, you'll need an entire garage full of tools.
Price: $5,500
Labor at VF Engineering: $1,000
Warranty: One year on the turbocharger, parts, and software
Installation Time: 10-16 hours depending on experience