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.
2007 VW GTI
*Engine: 2.0-liter inline four, dohc, 16-valve, turbocharged and intercooled, direct injection*Transmission: Six-speed DSG
Milltek 70mm turbo-back exhaust with 200-cell metallicHJS catalytic converter
DynoJet 224 XLC
Temperature (baseline): 61 degrees F
Temperature (intercooler test): 82
degrees FTest gear: Fourth
Peak wheel-horsepower: 181 hp @ 5400 rpm
Peak wheel-torque: 193 lb-ft @ 2700 rpm
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
*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.
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.
Labor at VF Engineering: $1,000
Warranty: One year on the turbocharger, parts, and software
Installation Time: 10-16 hours depending on experience
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 was equipped with a six-speed manual we would have continued to see gains all the way to 7000 rpm, with a peak of 294 whp @ 6500 rpm on 91 octane.
VF Engineering Stage 2 front-mount intercooler upgrade
*Peak wheel-horsepower: 288 hp @ 6300 rpm
*Peak wheel-torque: 285 lb-ft @ 4400 rpm
*Core type: Spearco bar and plate
*Core size (in.): 20 x 7.75 x 3.5
*Easily fits behind the stock bumper with zero modifications.
*Supports up to 415 wheel-horsepower.
*Intercooler core features cast end tanks for optimal flow.
*Collector and merger-designed piping incorporates the stock intercooler for increased cooling capacity.
*The silicon throttle body hose was a bit tight, requiring a good amount of patience to put it on.
*Modification of the foam core support can be a bit tedious.
Parts: Intercooler assembly, silicone hoses, steel pipes, OEM-style hose clamps, mounting brackets, hardware
Tools: T20, T25, T30 Torx, flat screwdriver, spray lubricant, 10 and 13mm socket, hacksaw, extension and ratchet
Price: $695 (with purchase of RS/S kit)
Installation Time: 2.5 hours
Notes: A normal side effect of a larger intercooler upgrade on a stock turbo is a slight shift in the torque curve. But with the large Garrett GT28RS turbo this was not the case and we saw no shift. The dyno showed roughly a 34-percent decrease in the amount of timing retard and a reduction in intake manifold temperatures of 12 percent.
Some might say that this upgrade is wasted on a DSG. They are definitely wrong. A little over a year ago, we did some testing on a few '06 GTI 2.0Ts. One GTI with a six-speed manual produced 355 whp, 288 lb-ft of wheel torque, and it was able to clock off a zero-to-60 time of 5.2 seconds. In comparison, we had a DSG version of the same car with only 217 whp and 216 lb-ft clock off a zero-to-60 time of 5.5 seconds. The thing that impresses me more than the oodles of power and torque is how well-mannered the car is. After the kick in the pants from the boost spike, the power delivery is smooth and linear, and when the DSG shifts at 6600 rpm it is absolutely flawless. So to make this a blunt as possible: there's no surging, pinging, or quirky behavior. With a smooth idle, the DSG does not kick out or slip and shifts are uneventful. In truth, the major concern was what I might have to sacrifice. With about a thousand miles on the kit, I have yet to sacrifice anything. Now my only concern is preserving my driver's license.
VF 2.0T RS/S Turbo Kit: $5,500
VF Stage 2 Front Mount Intercooler Kit: $695
Motul 8100 X-cess 5W-40 5 liters: $47.50
OEM Oil Filter: $14.50
OEM VW G12 Coolant 1 gallon: $20
MSRP Total: $6,277
Install Cost at VF Engineering:
VF 2.0T RS/S Turbo Kit: $1,000
VF high-flow Front Mount Intercooler Kit: $250
Overall Largest Horsepower gain: 115 WHP at 6,400 RPMOverall Largest Torque gain: 106 WTQ at 4,400 RPM