Gbot's 19R 2.5VR6T Build

[Jonathan_HPA]

They typically measure from the crank, so I would assume this is the same. Maybe Jonathan can add to it when they're back from the break.

I know the argument will obviously be made that sure there are other ways to make the same power and torque. It's just a number on a chart, and does not speak to the delivery of power across the whole RPM range. Everyone chases power, and the emotions their vehicle makes to their own taste. This was exactly what I wanted.

550HP / 550 ft-lbs. This is a crank number as measured on our superflow AWD dyno under SAE standard conditions. These are comparable to wheel numbers you might get if you were to run the car on the more common Dynojet - there's more to it though...

Comparing dyno numbers on the internet is a futile task. They are a a diagnostic tool and best used for before and after measurements under the same conditions. If any of your want a reall in-depth read, this is a fascinating analysis that compares the difference between the superflow and dynojet and explains why Dynojet numbers are always overstated. In the pdf it quotes an interview with Mark Dobek the creator of the Dynajet:

"Dynojet's final number fudge—which would eventually be applied to every vehicle strapped to a Dynojet chassis dyno—was arbitrarily based on a number from the most powerful road-going motorcycle of
the time, a 1985 1200-cc Yamaha VMax. The VMax had 145 advertised factory horsepower, which was far above the raw 90 horsepower number spit out by the formula. Meanwhile, existing aftermarket torque-cell engine dynamometers delivered numbers that clustered around 120.

Always a pragmatist, Dobeck finally ordered his chief engineer to doctor the math so that the Dynojet 100 measured 120 horsepower for a stock VMax. And that was that: for once and forever, the power of
everything else in the world would be relative to a 1985 Yamaha VMax and a fudged imaginary number that was close to the'agreement reality' of the average of some other imaginary numbers."

Anyways analysis is worth a read and really wild that this correction factor based on an '85 Yamaha VMax has been baked in to every Dynojet number you see.

As a builder, tuner, and parts manufacturer it was our highest priority to base our engineering on a dyno tool we could trust. We can nail OEM published HP numbers within 1-2% at SAE on our Superflow. We advertise this crank number because when you are buying a car, this is the only meaningful number you're looking at, as such you can have a good idea of how our VR550T would stack up against OE published numbers.

Time to get off my soapbox. Sorry if this was a long post. In the end, the most important thing is: Does the VR550T deliver on our goals of creating a new era modern VR6 golf R? I'll let Gerald give you that feedback


*edited for clarity

 

[Salami]

550HP / 550 ft-lbs. This is a crank number as measured on our superflow AWD dyno under SAE standard conditions. These are comparable to wheel numbers you might get if you were to run the car on the more common Dynojet - there's more to it though...

Comparing dyno numbers on the internet is a futile task. They are a a diagnostic tool and best used for before and after measurements under the same conditions. If any of your want a reall in-depth read, this is a fascinating analysis that compares the difference between the superflow and dynojet and explains why Dynojet numbers are always overstated. In the pdf it quotes an interview with Mark Dobek the creator of the Dynajet:



Anyways analysis is worth a read and really wild that this correction factor based on an '85 Yamaha VMax has been baked in to every Dynojet number you see.

As a builder, tuner, and parts manufacturer it was our highest priority to base our engineering on a dyno tool we could trust. We can nail OEM published HP numbers within 1-2% at SAE on our Superflow. We advertise this crank number because when you are buying a car, this is the only meaningful number you're looking at, as such you can have a good idea of how our VR550T would stack up against OE published numbers.

Time to get off my soapbox. Sorry if this was a long post. In the end, the most important thing is: Does the VR550T deliver on our goals of creating a new era modern VR6 golf R? I'll let Gerald give you that feedback


*edited for clarity

So short version that probably matters to most: how fast is this thing?

Got any time slips or Dragy metrics you can share?

 

[gboticus]

Can't speak to HPA & Jon's plans but it's the middle of winter here atm so I have no aspirations of getting this kind of data until at least springtime.

 

[kyle_h]

That VR would be perfect in the Tiguan even in stock form.

 

[gboticus]

That VR would be perfect in the Tiguan even in stock form.

You know, I see this as a common reply to HPA’s posts about this swap. My brain short circuits a bit thinking about a 300-550hp Tiguan

 

[kyle_h]

You know, I see this as a common reply to HPA’s posts about this swap. My brain short circuits a bit thinking about a 300-550hp Tiguan

I mean, in Europe they have the Tiguan 240hp biTDI which has similar hp/tq to the stock DDKA

 

[GolfRSR]

That VR would be perfect in the Tiguan even in stock form.

HGP in Germany did a Seat/Cupra Ateca test mule for development of the VR swap with TÜV. HPA may knew the car

 

[gboticus]

HGP in Germany did a Seat/Cupra Ateca test mule for development of VR swap. HPA may knew the car

Yeah, Martin’s prototype car! He’ll do the swap for EU folk if you ring up HGP to my knowledge as well.

 

[gboticus]

The Verkline bits finally come off the shelf and into the car

 

[j255c]

The Verkline bits finally come off the shelf and into the car

View attachment 300825

Awesome! Will you be daily driving this still? What is the goal behind this?

 

[gboticus]

Awesome! Will you be daily driving this still? What is the goal behind this?

Yes, will still be daily driving it. I've beaten out a lot of the comfort with everything prior to this and I prefer a rigid feeling of the car on the road.

As for the goals it has certainly evolved. The original intention and goal was a VR6 turbo swapped Golf R track weapon I could drive to and from the track without any additional work (save pads and tires). This was based on a cost analysis of buying an RS3 outright and going to a similar power level + track mods vs buying the R + VR550T and moving all my mods over to it from my MK7 GTI. I've always loved the VR6 engine from both an engineering and driving emotion standpoint (wookiee noises). Easy decision Not to mention the hatch format IMHO is far better than a sedan.

That being said, I guess that's more or less the same as that but I have been pushing more and more into a dedicated track car as time has gone on. It's still, to me at least, perfectly fine for long road trips and grocery getting but I can imagine that it's now to the point where it's not for everyone. It is driven year round here in Vancouver as well.

I want to focus lots on seat time from this point on. The skill ceiling of this build is sky high and I can't wait to explore the edges of its performance.

 

[j255c]

Yes, will still be daily driving it. I've beaten out a lot of the comfort with everything prior to this and I prefer a rigid feeling of the car on the road.

As for the goals it has certainly evolved. The original intention and goal was a VR6 turbo swapped Golf R track weapon I could drive to and from the track without any additional work (save pads and tires). This was based on a cost analysis of buying an RS3 outright and going to a similar power level + track mods vs buying the R + VR550T and moving all my mods over to it from my MK7 GTI. I've always loved the VR6 engine from both an engineering and driving emotion standpoint (wookiee noises). Easy decision Not to mention the hatch format IMHO is far better than a sedan.

That being said, I guess that's more or less the same as that but I have been pushing more and more into a dedicated track car as time has gone on. It's still, to me at least, perfectly fine for long road trips and grocery getting but I can imagine that it's now to the point where it's not for everyone. It is driven year round here in Vancouver as well.

I want to focus lots on seat time from this point on. The skill ceiling of this build is sky high and I can't wait to explore the edges of its performance.

Very cool. Im thinking of nabbing an early 00s Toyota for a backup. Mine has reached my goals for power- brakes and suspension to follow…orrrr get a cayman.

 

[gboticus]

Got some good action shots of the Verkline install courtesy of @Jonathan_HPA

Sounds like zero modifications required w/ the VR550T. MQB ftw.

 

[19birel]

That Verkline setup is pornographic lol This build never disappoints

 

[gboticus]

That Verkline setup is pornographic lol This build never disappoints

Just wait until we're doing shakedown laps at the local track in the coming weeks.