Once upon a time, a Volkswagen R32, BMW M3, Audi S4 and Mercedes C32 found themselves in an enchanted garage. A wise, old mechanic waved his magic wrench, and suddenly all found themselves infused with capabilities far beyond their brethren.
While we've heard this yarn before (or something close to it), the fact remains it's a good idea to start with the best if you want to make something better.
This story is not like that.
"Oh, my gawd" recalled Dustan Woodhouse of RPI. "This car started life as a 1993 Golf CL, a toad that somehow floated across the sea and landed on Canadian shores."
"I guess it was payback for the awd supercharged Passat released in Canada for the 1992 model year," he added.
Like a Happy Meal without the happy part, the CL lacked content. The 1.8-liter engine was rated at a whopping 90 bhp and featured a throttle body mounted on the intake plenum, making it look suspiciously similar to a carbureted Rabbit. Most CLs were equipped with manual windows and locks, no sunroof, no airbags and no A/C. Aside from its reliability, there was little to make anyone happy about owning one.
"The powers that be at VWAG probably decided the Americans would never accept this piece of shit--so they gave it to us Canadians," said Woodhouse.
Though Spartan, the CL's lack of extraneous material left it lighter than its better-equipped siblings. And lightness is a good thing when building a performance car, a concept the crew at RPI took seriously.
The project began as a bare shell, allowing RPI to fit the chassis with the driveline from a wrecked Passat G60 Synchro. Following a complete rebuild, the transmission was augmented with an ACT Powerclutch mated to RPI's lightened and balanced flywheel, a unit some 7 lb lighter than a factory's.
The suspension was upgraded to H&R Rallye Golf coilovers, adjustable units that sit higher than standard Golf coilovers. Prothane polyurethane bushings replaced all the factory stuff, and a 22mm ABD anti-roll bar was inserted into the front suspension. The Golf now rolls on 8.5x17-in. CR 2000 alloys covered with 215/40ZR-17 Yokohama Parada Spec-2 tires.
The forward binders are four-piston Wilwood calipers gripping 13-in crossdrilled rotors; the rears are stock Syncro measuring 9.4 in., though with crossdrilled rotors. RPI uses EBC Greenstuff pads with its "squeal-free" formula, an especially good idea given the aluminum composition of the Wilwood calipers. Goodridge braided stainless-steel lines and Motul 5.1 brake fluid are part of the package.
The 1.8 engine was yanked in favor of VW's vaunted VR6, the narrow-angle six-pot mill with 2.9 liters of displacement. RPI performed extensive work on the crank, giving it the knife-edge treatment and shaving some 6 lb from its rotating mass. The head was ported and polished and given a three-angle valve grind to ensure optimum performance of the Schrick/RPI 260 intake and 268 exhaust cams. The intake is the variable-length unit from Schrick--short runners for power down low and long passages for when the revs come up. Breathing is optimized via RPI's cold air intake. Spent gases spill from the exhaust manifold through dual 1.5-in pipes flanking the driveline and flow into 2-3/4-in. stock pipes and then into a modified Supersprint Audi S4 box with RS tips.
The aerodynamic styling is a unique blend from several well-known tailors. The nose is comprised of Kerscher's RS bumperskin molded into the top of a Euro-spec bumper. It has been modified to include a Kamei sport grille and Mattig "Bad-Look" spoiler. The headlamps are Golf IV units, a trick upgrade made possible though the use of a Euro-spec radiator support. In.Pro side markers, taillamps, front markers and foglamps complete the illumination. Reiger Infinity side skirts and rear valance (molded into a rear Euro-spec bumper) finish the outfit.
The cabin has been filled with Sparco Pista front seats and Sparco Speed seats for the rear passengers. Everyone gets their own Sparco three-point harness, and the driver enjoys a Sparco Flash5 steering wheel and VW Lupo GTI shift knob. AutoMeter gauges provide voltage, oil pressure and temperature information. It certainly beats the factory's dash-mounted idiot lights.
Dustan and crew drove some 1,200 miles from Langley, B.C., and met us at the european car offices for a test drive and photo shoot. Is this guy a maniac or what? Apart from the aggressive sportswear, this VR6 transplant felt much like a factory-tuned MkIII GTI, perhaps a tad randier at idle. Unlike the MkIV, the Golf III provides great steering feedback, neither over assisted nor under powered. We schlepped this thing all over town without incident. Given enough room, the RPI car will do an honest 140 mph and do it with the cultured civility of a more expensive European cruiser.
However, it is during canyon forays where the RPI really shows its mettle. Like most VWs I've driven, the car will understeer when pushed to the limit. Let off the throttle, and it comes back in line--boring but safe. Be bold, however, and a brave right foot can get this beauty to drift through turns like a rally champion. You need to plan ahead, but the speed it can carry through the turns is almost frightening. Get in too far and the big Wilwood brakes are welcome anchors--they work pretty damn well considering what they cost.
"I actually prefer driving on the 185 tires--it's more fun," said Woodhouse. "This car is very predictable, great for inexperienced drivers or total lunatics. Plus it's great in the snow and rain."
RPI did a great job transforming this toad into the noble creature it is today. And they all lived happily ever after...or something like that.