VW's 2.0-liter turbocharged direct injection engine was predicted to be both a blessing and a curse for aftermarket part manufacturers. A blessing in that the motor itself and fuel system have evolved to be more robust than the first generation 2.0, but a curse with the higher degree of programming difficulty due to more advanced encryption. In essence, it is more tunable but harder to tune. Considering these changes, we wanted to test how adept some aftermarket manufacturers are at meeting the challenge and how much better the second generation 2.0 TSI responds to aftermarket parts. Our earlier Proven with the first generation 2.0 required fuel system upgrades (fuel pumps and injectors) in order to produce decent power. In theory the second gen should be easier to squeeze power out of-throw on a turbo and some supporting mods and voila-instant power. We shall see.
Vehicle Data
Engine: 2.0-liter I4, turbocharged
Transmission: Six-speed manual transmission
Mileage: 4,383
Current modifications: 18-inch VMR wheels, 225/40 BFGoodrich g-Force T/A
KDW tires, H&R suspension
Dyno type: Mustang MD-AWD-500 in
2WD mode
Transmission test gear : Fourth
Performance
Temperature: 78° F
Humidity:18%
Peak power: 183 hp @ 5580 rpm
Peak torque: 194 lb-ft @ 3080 rpm
Test Notes
The baseline and AWE TSI K04 91 octane test utilized the same tank of 91 octane fuel. All horsepower and torque numbers are quoted at the wheels. It is also important to keep in mind that the "Mustang" dyno, when properly calibrated, produces more accurate horsepower and torque numbers. These numbers might seem low when compared to a Dynojet-roughly 10 percent, sometimes even greater if the dyno isn't properly calibrated. While the numbers matter, it's the differences between the runs that help prove or disprove the validity of the manufacturer's horsepower and torque claims.
Graph 1: Baseline vs. AWE...
Graph 1: Baseline vs. AWE Kit/91 Octane
AWE TSI K04 Kit
S3 Intercooler/AWE Turbo-Back Exhaust/ AWE C|C|B Intake/91 Octane
Test 1
Performance
Peak power: 278 hp @ 5340 rpm
Peak torque: 300 lb-ft @ 4370 rpm
Peak power gain: 98 hp @ 5350 rpm
Peak torque gain: 113 lb-ft @ 4370 rpm
Parts: AWE TSI K04 Turbo kit:
turbocharger, GIAC engine management, coolant line, DV relocation kit (billet DV housing, silicone hoses), silicone discharge hose, firewall gasket, misc. gaskets, studs, bolts, clamps, nuts. MSRP: $2,495
• AWE exhaust: 200-cell HJS metal catalytic converter, downpipe, resonated front pipe. MSRP: $1,339.90
S3 Intercooler: OEM S3 intercooler, silicone hoses, clamps, billet adapter, o-ring.
MSRP: $695
• AWE CCB intake: air filter, carbon fiber airbox, air pump filter, silver MAF pipe, silver air filter pipe, flex bellow, silicon reducer, clamps, brackets, nuts, bolts, zip tie, gasket, grommets MSRP: $379.95
• AWE DV w/TSI tap: housing, spring, diaphragm, zip ties, vacuum hose, clamps, boost T, bolts, electronic DV simulator MSRP: $169.90
• Additional recommended supplies: oil filter, $10; VW G12 coolant, $23; 5 liters of oil, $40
• Total parts MSRP: $5,152.75
Tools: Hose clamp pliers, (10/12/16/22mm) combination wrench, 5mm & 8mm hex head socket, (12/13/16/18/21mm) socket, T-30 torx, (M5/M8/M12) triple square, phillips and flathead screwdrivers, ratchet, extension, penetrating lubricant
Installation time: 6-8 hours
Pros
• K04 kit contains all the parts required, no additional modifications needed
• Turbo was adapted and modified from original FSI engine to be a direct bolt-on
• GIAC software requires no fueling upgrade to achieve peak performance
• All-aluminum S3 intercooler is a direct replacement for the factory unit and increases cooling capacity by 30%
•German-made 200-cell catalytic converter offers maximum flow without a CEL
•Carbon fiber airbox directs cool air from the grille and helps reduce radiant heat transfer into the intake
• Can be used with the stock airbox, making it the ultimate stealth upgrade
Cons
• Multi-piece slip-joint exhaust required a little tweaking to get everything lined up
Test Notes
Due to the time-consuming nature of the AWE K04 turbo kit and additional AWE parts install, we were unable to perform all the dyno work on the same day. The K04 upgrade is a standalone upgrade and AWE recommended we install the supporting modifications to demonstrate the upgrade's full potential. The baseline dyno was performed in the morning and the subsequent dyno tests were performed two days later.