It is well accepted: the new Mk5 GTI is an outstanding drive. It has a strong and balanced turbocharged 16v engine, a responsive chassis and is arguably the most fun-to-drive VW in the last 20 years. So naturally, when our East Coast photographer Josh Brown bought one, we had to see if we could make it even better.
But should we? After all, VW's advertising campaign suggests the GTI is "pre-tuned" by German engineers (which it certainly is) but we're not going to pimp it. Fair and balanced mods are the name of our game, so we turned to New German Performance in Aberdeen, MD, to carry out the first round of upgrades. This would also give us the chance to scrutinize a second set of engine components for the car, after our first attempt last month with project GTI. We also have a third test next month to give you an idea of what's currently available for the 2.0T.
The new GTI has two hearts; the engine (smooth, torquey, free-revving) and the suspension (firm but not harsh, good dynamics). But despite its sporting characteristics, the GTI could stand to lose a few inches off of its ride height, and you can always use more power, right? Josh made it clear he didn't want his new ride dumped on the ground since the GTI has to double as an equipment hauler for photoshoots, and needs to remain useful on the potholed streets of NYC.
The stock ride height can...
The stock ride height can make you giddy, especially as US cars are slightly higher than European GTIs
Dumping itAfter hearing Josh's goals, NGP Racing recommended the Vogtland Autosport coilovers that would allow us to fine-tune the ride height while maintaining a sporty, but not harsh ride. For the Mk5 GTI, Vogtland uses its VVS spring technology and the compound-spring to achieve a balance of comfort and performance. The kit is available with an optional adjustable shock absorber, but we chose the standard non-adjustable type for our budget.
Vogtland's non-adjustable shock is a twin-tube low-pressure design, which can provide a balance of control and response. It should allow for a smooth ride, even with the higher spring and damper rates.
NGP technician Jesse James Dalton disassembled the stock suspension, allowing us to poke around underneath. The GTI is outstanding, and the engineering is so nice Josh wondered if he was making the right decision. Could the car really be improved with aftermarket suspension?
Initial dyno runs produced...
Initial dyno runs produced 189whp and 207wtq - not bad for a stock car
Jesse James came by his name rightly - fastest impact gun in the East - and after a few hours we were able to take the car out for a shakedown run. The answer is a resounding "yes", but more on that later
After a quick re-adjustment in ride height (initially set a bit too low), NGP moved onto the next order of business: Improving power. But power is nothing if it's not smooth and reliable, so we decided on one of the best-known chip-tuners in VAGland - APR.
Tuning itAs a long-time user and installer of APR performance software, NGP assured us that we would be pleased with the results. The company's resident APR expert Jim Thorpe strapped our Candy white GTI to the in-house Dynojet 248c, to get a baseline reading before the upgrades began.
With only 2500 miles on the odometer, the GTI put down 189whp and 207wtq. To figure out the crank horsepower, we used a quick conversion using 15% drivetrain losses that told us this car's under-rated from the factory. Not that we're complaining. However, this would put our stock crank horsepower at around 220hp much more than VWoA claims.
It also compares favorably to et's Project GLI that recorded stock figures of 177whp and 190wtq during last month's test, although we suspect it can be explained by use of different dynos and weather conditions.