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.
Graph 1: Baseline vs. VFE...
Graph 1: Baseline vs. VFE RSS-32
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