When the Volkswagen R32 was released to the U.S. in late 2003, reviews were mixed. among the biggest complaints were the price and the lack of kick-you-in-the-back-of-the-head power. All the reviews did share one common "but": The R32 is an extremely balanced vehicle with a lot of potential. Personally, I think the VR6 engine makes sounds that can give you an ear-to-ear smile, but I agree that it needs more oomph in the horsepower department. While it's possible to add a few simple bolt-on modifications to squeeze few extra ponies from the 3.2-liter, to actually make the R32 a force to be reckoned with it needs at least 100 or more horses. We contacted VF Engineering in our search for a forced-induction system that could help us transform an ordinary MkIV R32 into something extraordinary.

Vehicle Data
Engine: 3.2-liter V6, dohc, 24-valve
Transmission: Six-speed manual
Mileage: 36,873
Current modifications: None
Dyno data: Dynojet 224 2WD
Temperature: 69-72° F
Test octane: 91
Test gear: Fourth

Baseline
Peak power: 199 hp @ 6,400
Peak torque: 199 hp @ 6,400
Temperature: 78° F
Humidity: 29%

Test Notes
The baseline and all subsequent tests took several days to complete because of the time it takes to install the VF-Engineering RSS-32 turbocharger system. Testing was done with the same tank of 91 octane fuel for the baseline, VFE RSS-32, and Milltek dyno runs. The horsepower and torque figures were measured at the front wheels and were gathered by putting the all-wheel drive R32 into 2WD mode by unplugged the factory Haldex unit. Keep in mind that there are many variables that can affect dyno numbers; what's important is to look at differences between each run. These differences are what verify the validity of the manufacturer's power and torque claims.

VF Engineering
RSS-32
stage 1 (10-11 psi)
Test 1 Performance
Peak power: 326 hp @ 6100 rpm
Peak torque: 315 lb-ft @ 4700 rpm
Max power gain: 131 hp @ 6100 rpm
Max torque gain: 130 lb-ft @ 4700 rpm
*Rev limiter increased to 6600 rpm Temperature: 80° F
Humidity: 30%

Parts: GT35R Garrett turbo, GReddy Type-R bypass valve, EV14 550cc injectors, GIAC software, downpipe, 02 sensor heat sinks, water and oil lines, Tial 44mm wastegate w/VFE shield and hard line, MAF housing, air filter, intake and discharge pluming, silicon couplers, support bracket, V band clamps, spark plugs, head spacer w/hardware, hose clamps, oil supply banjo
Tools: A lot; professional installation recommended
Installation time: Depending on skill level, approximately 2-3 days
MSRP: $7,950

Pros
• Cast alloy exhaust manifold featuring a divided turbine inlet design to ensure the exhaust gases from each cylinder merge at the right time optimizing flow; design also ensures that each oxygen sensor is accurately monitoring the correct cylinder bank (a must for OEM emission regulation)

• Massive 47mm GReddy Type R valve keeps boost under control and the engine control unit happy

• Larger MAF sensor housing featuring a stainless steel honeycomb air flow straightener designed to reduce the turbulence of the air as it crosses the sensor to ensure a more accurate airflow reading

• Tial 44mm wastegate with VFE heat shield minimizes the potential of boost creep under full throttle

• V-band clamps to make downpipe removal quick and easy

• EV14 550cc injectors feature a dual split and angled spray pattern just like the factory units

• Stainless steel water, oil return, and wastegate signal hard lines to ensure maximum reliability from increased thermal activity; also allow for maximum clearance

• Manifold design allowing the factory double-walled stainless steel heat shield to be reinstalled with slight modification

• Support bracket to hold the weight of manifold/turbo assembly and help constrict movement during thermal expansion reducing the risk of breakage or loosening hardware

• Downpipe bolts can be used with the factory catalytic converter and exhaust system

Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!