VR6 Understatement
Der echte Wolf im Schafspelz
For those who like power without frills, we have built a real gem.
Tuning Aims were:
- V-Max at least 240 km/h
- Acceleration 0-100 km/h < 7 s
- As lowest fuel consumption as possible < 12 l SP/100 Km
- All steps accecpted by MOT
- Stability
- Weekday suitability
Basis
Golf III, year of construction 92
Changes
Engine: Completely reconditioned and new stored.
New parts
Water pump, thermostat case, control chains incl. slide rail and control chain tension, belt tension, hydro tappet.
- Block drilled, honed and planned
- 83mm forge pistons built
- Cylinder head in-/ outlet channels stream favourable processed and enlarged
- Valves stream favourable processed
- Intake bridge channels enlarged and polished (Intake tube adapted)
- Intake manifold channels enlarged
- Schrick Camshaft 268 degree ÜW
Undercarriage
- Tyre: 215/40 W 16
- Rims: 7,5J*16
- Brakes: 330mm 4 Kolben
- Shock absorber: Monroe Sensotreck
More accessories
- Supersprint Header
- Metalkat
- K+N Air filter
- Oil cooler 19 rows
- Bastuck Exhaust System
- Adaption of engine control system
Project phases
1. After about 1300000 KM the slides rails of the control chains of our Golf were worn-out, which was hearable in rattle noises. Since the engine anyhow had to be overhauled, we carried out some power increasing changes.
2. After the rebuilding it was striking, that the water pump, the thermostat case and the oar tension were at the end of their lives. The clutch still was alright but not able for eternity. Therefore we renewed everything.
3. The engine that was taken apart showed the following: All the storing bowls were run in but completely harmless. The cooling water channels and the seal areas already had been quite shabby, supposingly someone used an inappropriate cooling liquid. The pistons still looked very good. One still could see the honing traces an the cylinders.
4. Processing
- Completely overhauled new stored. New parts: water pump, thermostat case, Control chains incl. slide rails and control chain tension, oar tension
- Block drilled, honed and planned
- 83 mm forge piston installed
- Cylinder head in-/ outlet channels stream favourable processed and enlarged
- Valves stream favourable processed
- Intake bridge channels enlarged and polished (Intake tube adapted)
- Intake manifold channels enlarged
- Schrick Camshaft 268 degree
5. For first test drives the engine was reinstalled into the Golf without any more changes at the exhaust system or the undercarriage.
6. Already at the first starting of the engine the sound was striking, although it was the original exhaust with ceramical cat. While stepping on the gas pedal, one could feel the increase of HP. Those who were not able to control their foot in the second gear, had to feel quite quickly that those 205er tyres had limited traction. Unfortunately the engine died when taking away gas rapidly, furthermore the neutral was so bumpy, that weh ad to work on the control system. Things like KENNFELD shift, changes of the stroke times of the injection jets, increase of the fuel pressure by means of a special pressure control were the follwing steps. The result ware proven and noticed.
- 1. measuring of the original engine KM-level 130000: 168 HP at 5800 r.p.m. torque 235 Nm at 4300 r.p.m., Intake air temperature 23 degree Celsius.
- 2. measuring tuned engine without control system changes : 207 HP at 5900 r.p.m. torque 265 Nm at 4500 r.p.m., Intake air temperature 25 degree Celsius.
- 3. measuring after control system optimisation. 218 HP at 6000 r.p.m., 280 Nm torque at 4500 r.p.m. Essentially stable torque course at FÜLLIGERER power curve. Intake air temperature 25 degree Celsius.
7. Then we went to the racing track, and one has to say - The Golf is real fun. The draught and the acceleration from beyond are simply great. At a long straight the speedo needle climbs up to 250 Km/h (VW Tachos are fast ), whereas it becomes a bit tough at 5500 r.p.m. While braking in a curve one notices that the ATE Powerdisks slow down on the one hand, but it wouldn't destroy the brake if one went on. Unfortunately the oil became hot - over 140 degree - so that we had to take away gas more and.
8. Back home we decided to do more things against the discovered weaknesses:
- 1. Better brakes in front
- 2. Header Supersprint
- 3. Metal cat
- 4. Bastuck Exhaust system
- 5. 19 rows oil cooling
- 6. 16 inch tyres 215/40 on 7,5 J rim
- 7. K+N air filters
9. Said - done and again a date in the test bed - with pretty satisfying results: 229 HP at 200 r.p.m. Max. torque 287 Nm at 4600 r.p.m. with again adapted control system, excellent exhaust results.
10. Back to the racing track: At the long straight we achieve speedo 260. (measured 242). The slwoing down of the new brake allows late braking and does not make any problems after a couple of emergency stops at 200 Km/h . The oil temperature only reaches maximum 120 degree. The sound of Bastuck group A exhaust system is really good und underlines the power of the engine.
11. Now: MOT - After giving them all papers, proof for exhaust results and after they watched the changes at our vehicle carefully, we got the permission to use it on the street.
12. In the meantime we drove over 5000 Km with our Golf on the streets, the average consumption is 10.9 Liter Superplus despite sportive driving.