On a makeshift dragstrip cut from the straightest, flattest stretch of Buttonwillow Raceway, the VW R32 launches in a cloud of blue smoke as the overwhelming power makes a mockery of the all-wheel-drive system and the normally sticky Toyo Proxes T1-S tires.
Witnesses say later that the R32 spewed tire smoke during its entire run, and the driver, Rich Cavacci of EIP Tuning in Westminster, Md., said he didn't feel it hook up until he got into fourth gear.
When Cavacci goes out on the hunt for prey, he doesn't look for STi's or EVO VIIIs, he looks for Ducatis, GSX-Rs and R1s, just to keep it exciting. After all, this boosted R32 is rumored to make more than 600-wheel hp.
When Volkswagen convinced itself and then announced it would ship 5,000 R32s to the United States, Cavacci knew EIP had to have one. The R32 would come to the States with a revised VR6 using a four-valve head (instead of two) and 400cc more displacement, so Cavacci had a feeling it wouldn't take much to meet EIP's goal: to build the most powerful R32 in the United States, if not the planet.
A few years back, EIP imported drivetrain components from old Synchros (VW's early attempts at all-wheel drive) and Rallye Golfs from Europe. Then EIP's gurus cut up an Mk III chassis and created their own four-wheel-drive Golf. All-wheel drive was necessary to put down the claimed 600 hp their turbo VR6s were making at the time.
This older Golf is one of the most frightening missiles we've ever strapped ourselves into. It was capable of breaking traction on all four tires from 40 mph and wagging its ass before the front wheels found grip. It damages your cartilage with its rock-hard clutch and assaults your senses with a stripped interior. For reference, it ran consistently in the low 11s.
However, EIP's turbo kit for the R32's VR6 is all-new, carrying over zero parts from the older two-valve kit. At the heart of the system is a Turbonetics turbo made to EIP's specs, a fabricated stainless-steel exhaust manifold and a front-mounted intercooler and piping. A Turbosmart Ultragate 35mm wastegate and GReddy's Type-S blow-off valve complete the boosting package.
The Stage 4 version of the kit in use here requires internal changes to the engine. Custom 84mm pistons made to EIP's specs by Ross Racing Pistons and Cunningham rods and bolts replace the stock VW bits. The head is ported, polished and flowed and sits atop a multilayer, stainless-steel head gasket. EIP head studs secure the head to the block.
EIP's 3-inch stainless-steel downpipe and high-flow catalytic converter, followed by a 3-inch cat-back exhaust, handle exhaust duties. The VR6, sans its center resonator, sounds like it's gargling on glass and nails while smoking Camel nonfilters.
The fuel system has been updated with larger 1000 cc/min RC Engineering fuel injectors, an Aeromotive billet fuel pressure regulator and an EIP distribution block. EIP also built a custom in-tank fuel pickup to alleviate fuel starvation under prolonged lateral loads.
Fuel and spark are controlled by an Electromotive TEC3 programmable engine management unit. And because EIP has been using the TEC3 for its other high-horsepower engines, tuning was relatively easy. An A'PEXi AVC Type-R digital boost controller set to about 29 psi for Stage 4 finishes the engine controls.
For such a potent engine, it's surprisingly nontemperamental. It starts easily and idles at a rock steady 1000 rpm thanks to the TEC3. The clutch, an EIP Competition Series unit, requires a little more leg than stock but isn't rock hard. Shift throws have been reduced with an EIP short shifter. Getting moving requires some feathering of the throttle and slipping of the clutch to keep from bogging.
There's enough low-end torque to stay up with traffic, but it's not a car you'll want to find yourself in during major congestion. Boost comes on slowly after 2500 rpm. The digital numbers spiral frantically upward on the boost controller readout, but the car builds momentum without drama. The speedometer makes good progress, but there's no sledgehammer wallop, no neck snapping. Instead, you can feel the big turbo starting to wind up, releasing just enough torque to forewarn you of the power that's about to hit.
There are quick cars, there are fast cars and there are cars that can only be described with the most fantastic adjectives. Then there are the rare few with a performance envelope so far beyond what you're used to, you can't get your head around them. These cars blur the scenery and force you to look as far down the road as you can because in a very short amount of time, that's where you'll be. These cars are the precursors to teleportation. And EIP's R32 Golf is one of them.
The power-to-weight ratio tells the whole story. Putting out a claimed 620 hp and 560 lb-ft of torque to the wheels and having to move only 3,300 pounds (VW should do a lightweight R32) means that no straight is too long and no competitor should be feared. This car dispenses long stretches of terra firma in a business-like way with an almost emotionless demeanor to its bursts of controlled violence.
On the twisties, it's equally impressive. Instead of excessive understeer like its brethren, the R32 is as close to neutral as we've experienced in a Volkswagen. Coming out of tight turns, the inside tires cry in protest before the 4Motion redistributes the power.
Slowing the rig are Porsche 993 rotors and calipers in the front. EIP fabricated the caliper mounts and hat to adapt them to the R32 uprights. Rear brakes are stock. Hawk pads are used all around.
EIP offers its entire Stage 4 kit, everything except for the wheels, tires and suspension, for $19,995. Just drop off your R32 and come by a month later to pick it up. The kit also includes a Haldex AWD Performance Module that allows the owner to adjust the front/rear torque distribution.
If Stage 4 is a little over the top, there's the perfectly sensible Stage 1. That kit uses the OEM engine management, a smaller turbo for quicker spool-up and no internal modifications. EIP claims it's putting out 365 whp on a Dynojet dyno-the same as a 996 Turbo. Stage 2 is good for a claimed 425 hp to the wheels.
VW enthusiasts have been waiting for a car to rightfully succeed the GTI just as long as tuners have been waiting for a competent platform to sink their teeth into.
With the R32, the wait is over. And given EIP's knack for pressurizing VR6s and stretching performance envelopes until they burst at the seams, the blueprint for a dominant road machine is obvious.
EIP Tuning 2004 VW R32EngineEngine Code: VR6Type: V6, iron block, aluminum head, turbocharged and intercooled, four valves per cylinderInternal Mods: EIP/Ross Racing pistons, EIP/Cunningham 4340 chrome-moly rods, Cunningham rod bolts, EIP multilayer stainless-steel head gasketExternal Mods: Custom EIP-spec Turbonetics turbo, Turbosmart 35mm wastegate, EIP stainless-steel exhaust manifold, EIP custom intercooler & plumbing, GReddy Type S blow-off valve, EIP 3-in. downpipe, high-flow catalytic converter & exhaust, EIP 75mm throttle bodyEngine Management Mods: Electromotive TEC3 engine management, Aeromotive billet race fuel pressure regulator, EIP fuel distribution block, EIP Bosch Competition Series fuel pumps, custom RC Engineering 1000cc/min fuel injectors
DrivetrainLayout: Transverse front engine, all-wheel driveDrivetrain Mods: EIP Competition Series clutch, EIP R32 short shift, EIP motor/transmission mount
SuspensionFront: Intrax ARS coil-over suspensionRear: Intrax ARS coil-over suspension
BrakesFront: Porsche/Brembo four-piston fixed calipers, 304mm cross-drilled and vented discs, Hawk brake padsRear: Stock rotors, Hawk brake pads
ExteriorWheels: 19x8.5-inch Axis MilanoTires: 235/35ZR-19 Toyo Proxes T1-S