They're out there, the 2.0 liters, and they're not going anywhere fast, or fast enough. Volkswagon A3 (and now A4) owners have recently been tweaking and tuning their anemic 2.0-liter cross-flow fours to solve the age-old problem of extracting more power. Logic would dictate stuffing a VR6 under the hood, or there's the New Dimensions' Turbo kit and, most recently, the Rimmer Supercharger. And then there are those who want something unique, the product of their own imagineering, because there's more than one path to get to the same place.
Although Southern Californians like to think they set the trends for the rest of the world to follow, we consistently find that over on the other coast, they're just as hardcore, if not more so. Both of these A3s were raised in and now roam the East Coast.
Astute readers may have noticed the white Jetta in the "Personals" section of sister magazine european car some months back. The idea of someone researching their own turbo system deserved attention. After we contacted Quinton Kirbach, he told us the system was the result of a collaboration between him and his father, who's also an enthusiast. After researching turbo systems, he began gathering the necessary hardware to build his own turbo system.
He started by using a New Dimension turbo exhaust manifold and bolting on a custom-modified watercooled IHI RHB5 turbo. A Neuspeed chip optimized for the New Dimensions turbo system was added, as was a Vortech SFMU adjustable fuel-management unit. The compression was lowered by using a thicker gauge head gasket that sandwiches a copper gasket between two fiber gaskets. A Hor Technologie 270 cam now resides in the head. Boost is controlled via an HKS EVC IV controller, and an HKS V Turbo timer keeps the engine running to cool down the turbo after the ignition has been turned off. A Spearco front-mounted intercooler with custom mandrel-bent tubing lowers intake temperatures, and the air is metered by a digital fuel meter. Neuspeed spark plug wires and a K&N air filter complete the package. Exhaust now blows out through a 2.5-in. Remus triple-chrome flow-through exhaust. Peak boost is set at .86 bar, or just a little over 12 lb. A recent dyno run produced 225bhp, which is transferred by way of a heavy duty Clutch Masters unit.
Inside, the car is kept clean and simple, with the few changes being custom white-faced gauges and an Autobahn Designs console gauge panel. Outside, Quinton created a distinctive look by using an Autobahn Designs custom grille along with a GLO III front bumper cap that features a functional air duct. Catz fog lights and a Jetta GLX rear wing keep the look subtle yet functional
This Jetta rolls on Black Label wheels imported from Europe. They're matched with 205/40/17 Nitto 555 tires. The springs have been swapped out with Eurosport racing springs.
The owner of the Venetian Blue Golf is Ali Farzad, a sales rep with Virginia-based hip tuners Autothority. In speaking with Ali concerning another matter, he told us about the tricked-out Golf he has been working on for a few years. And that's when the thought of combining the two cars came to fruition.
A longtime VW enthusiast, Ali originally leased this Golf with the hopes of getting something faster in the future. But, being a car nut, he couldn't leave it alone and started adding chips and filters and cams and such. For awhile, he thought of dropping in a VR6 but reasoned that it would just be another Golf VR6 when he was done. He wanted something unique.
East Coast turbo specialists EIP Tuning (of VR6 Turbo fame) are given most of the credit for helping Ali put together a system. The company had already done a few custom 2.0-liter turbos for other customers, so by the time Ali came to them, they had a good idea of what worked well. Ali's differs from the other systems, using a front-mounted intercooler and the latest turbo hardware. A Turbonetics-modified Garret T3 Stage 3 super 60 Turbo works in tandem with a Turbonetics Delta Gate wastegate. The turbocharger is mounted on an EIP manifold, and cool air is provided by a Bell Engineering custom intercooler with custom-bent piping connecting it all. Ali uses a Techtonics adjustable cam sprocket to advance or retard timing. A custom 2.5-in. downpipe with flex joint was made by EIP, and it's connected to a Genie stainless-steel 2.25-in. catback exhaust with dual DTM tips.
A GReddy Profec boost controller and GReddy Turbo timer, along with a Cyberdyne digital boost gauge and digital air/fuel gauge, monitor the system. Inside the ECU resides an Autothority custom chip optimized for this particular set-up. The engine dynoed in the 220-bhp range, peaking around 4750 rpm; torque is an impressive 230 lbs-ft at 5700 rpm. These figures were obtained without squeezing the optional ZEX Innovations 50-shot nitrous system.
Power is transferred through a Clutch Masters heavy duty clutch and a Quaife LSD imported from the source at G-Force International in Holland. A Weapon R fuel-pressure regulator works in conjunction with a Vortech boost-sensitive fuel-pressure regulator. The engine breathes through a Weapon R air filter, and fresh cooler air is fed to is via a side scoop cannibalized from a '76 Pontiac Trans Am.
In keeping with his desire to be unique, Ali chose a Wings West body kit comprised of a front spoiler, side skirts and rear wing. The rear deck lid has been shaved of extraneous badges, as have the side blinker lights. A Bonrath badgeless front grille blends in nicely with Projecktzwo dual round projector beam headlights. Turn signals are clear, as are the Hella rear taillamps. The door handles and side mirrors are covered in carbon fiber pieces made by Freedom Design.
Ali gutted out the interior and removed the rear seats. Half of the gauges were painted silver for a one-of-a-kind look. At the time of the shoot, a polished Autotech rear strut bar worked with a Freedom Design front brace to keep the car stiff. Both systems have been removed, and a full racing cage now handles the duties. Shift knob, shift boot and steering wheel are all MOMO pieces, and the aluminum pedals are from OBX.
The car sits on Ground Control height adjustable coilover springs and uses Tokico Illumina five-way adjustable shocks. Big 7.5x18-in. Axis Racing Spec wheels fit snuggly under the fenders, and grip is provided by Toyo Proxes FZ4 tires sized at 215/35/18. Inside the wheels reside ATE slotted and vented rotors, and they're clamped on by Repco/Axis Metal Master pads.
On the road, both cars retain good driveability. The Golf builds boost earlier, coming on shortly after 2500 rpm, while the Jetta gets into it shortly after 3000 rpm, with most of the power felt on the top end when the big cam really comes into play. So you have one engine with excellent midrange to pull you out of corners and another with more punch on the top end.
As it rides on a firmer set-up, Ali's Gold has sharper turn-in and less roll in the corners, but the tradeoff is a harsher ride. The Jetta, although it uses race springs, still needs more roll control, available with firmer shocks and thicker roll bars. Both cars need more brakes, as the speeds they can generate can sometimes overwheel the stock-sized discs.
It's unfair to determine a winner between these two, as we didn't have the means to do instrumented testing or lap times. Much of it, if you have to choose, comes down to characteristics. Do you like top-end power or a punchier mid-range? One has to also consider the fact that both cars are still in development; for example, Quinton will soon try out a Garrett T3/4 turbo, and he's also designed a new manifold on a CAD/CAM program. Ali, meanwhile, has another engine he'll be building up with even more tricks.
Rather, these two are fine examples of ingenuity and creativity, a showcase for what can be done to the many 2.0 liter cross-flow engines out there.
