Latest Modifications Page
After much deliberation and study the next level of 16V performance has been achieved in the Cabster. First step was to send a spare 1.8L 16V head off to be ported, thanks go out to Roger and Tim at Berkeley Auto Service who recommended Norman Racing Group. Most of the work involved cleaning up the exhaust ports, reducing the 'bend' as well as removing any casting lumps in the airflow. I decided against decking the head (shaving metal to increase compression) other than the minimum of material to properly seat the head on the block. Intake ports were mildly worked to improve tumble, new valves were 3-angled, all new parts installed (lifters, seats, guides, seals, etc). New heavy duty valve springs were installed for the exhaust and new stock springs for the intake side. Oh yes, we got new cams alright! I spent a great deal of time hunting for information during the winter as I knew the Euro intake cam was not going to keep up with the improvements made to the head. Luckily, Kris Valdez at Velocity Sport Tuning had just finished testing many different types of 16V cams looking for the best street setup. Installing a 'blend' of Schrick 260-deg intake and 276-deg exhaust cams offered increased top-end power versus the stock, Euro or benchmark Schrick 260 cam setup (as well as other Schrick and Kent cams) while retaining good low end power and smooth idle. With Techtonics race header, Garrett chip, Eurosport intake, 50mm Euro intake manifold and some other tweaks (cam timing) Kris saw over 150 wheel HP with a far better bottom end than 276 cams alone and only slightly less than Euro intake cam. He later saw over 160 wheel HP with 268/276 cams and improved CCH/Velocity head setup, but the lumpy idle and reduced low end pushed me towards the milder intake cam. The theory is the increased exhaust duration increases intake port velocity (borne out by the gains seen when the 50mm intake is used, their added intake air 'reserve' is usually untapped with other cams), with the added benefit that the power curve is nice and flat as well as staying strong to the redline. Where the Euro intake cam or Schrick 260 setup drops off sharply after 6800RPM, the Schrick 260/276 'combo' revs freely and pulls until the fuel cutoff. I also installed a Techtonics adjustable cam sprocket, as the combo cams require a bit of tweaking to find their sweet-spot. A trip to Dynospot Racing and an hour spent on Dick Chiang's dyno fiddling with the cam timing showed the best all-around gains were with mild advance (2-deg). With my stock Scirocco intake and exhaust manifolds and Techtonics chip I did not gain the top-end that Kris saw, but the results were still impressive. Peak wheel HP increased substantially (from 128.5HP @ 5500 RPM to 137.6HP @ 6600RPM) with a mild peak torque drop (from 126.3 ft-lb @ 4500RPM to 123.4 ft-lb @ 5500RPM) versus my previous best runs (see Feb 27, 1999 section below for details/charts). However, more HP (at least 125HP from 5300RPM to the cut at 7900RPM) and torque (at least 100 ft-lbs from 2500RPM to 7000RPM!) is available over a much wider range making the setup far more drivable. Porting and high lift cams usually sacrifice a lot more bottom end for their higher peak numbers, and I have yet to drive a 16V that pulled as strong down low AND as willingly to the redline. Overall a highly recommended upgrade, with or without head work. Next step is installation of Garrett's latest 16V race chip.
Remember that line from the camp-rock classic Spinal Tap? Well, most VW transmissions go to 10 (5-speeds), but THIS one, it goes to eleven. Yes, ELEVEN, as in SIX FORWARD GEARS. That's right, the VL 6-speed is finally installed. Stump-pulling 4.25 ring & pinion, Code 2Y 16V gears (3.45, 2.12, 1.44, 1.13, 0.91) plus the ever popular 0.71 'cruise' gear as 11th - err, I mean 6th. How does this compare to the previous 'Super Box' with VW Motorsport gears and tall fifth? Pretty darn well, actually! Rather than the tall first, close 2nd - 4th, tall 5th of my previous sport box, the 6-speed gives almost perfect gear spacing. Having a useable 5th gear for Honda crushing on the highway, but also an easy cruising overdrive (that pulls better than the old 3.67/0.80 combo) makes this the best of both worlds! I am still getting used to it, and for most around town use second gear starts are preferable, but so far I am amazed at the accelerative qualities of this box. 
Adobe Acrobat V4.0 Files showing the speed in gears for both transmissions are linked below.
VW Motorsport 5-Speed VL Enterprises 6-Speed
My long time tires of choice, Toyo Proxes RA-1 size 205/60-13, were replaced in November. Why change, especially from a tire that has provided consistent supercar grip in almost every condition? Because I may have found a better tire, that's why! Yokohama has come out with a new 'Competition' road race tire, labeled Advan but known as the A032R. While the treadwear rating is higher than the Toyo RA-1 (60 versus 40), these tires offer a newer high-silica compound for longer wear AND unrivaled grip in a wide range of conditions. An added benefit was they come in a wider size for my 13" wheels, 215/50-13 with an 8" tread width! This upgrade adds a half-inch wider contact patch and lower sidewall to my wheel/tire combination while still coming in under 30-lbs per corner. Also, the Yokes have a very aggressive tread pattern that works very well in the wet (recent rain storms in my area have proved this for me!) and also looks really good. I have dialed them to 28-psi front / 30-psi rear and find them to be gripping perfectly, and no loud noise when freeway cruising like some reports I had heard about them.
So far I think they're a winner!
Toyos on the left, new Yokohamas on the right
Well, don't ask me why but the trusty CIS-E Management system in my 16V Rabbit has been upgraded to CIS-Motronic, using the Digital ECU and harness (plus more...) from a 1991 16V Passat. This and a Techtonics EPROM have added 10HP at the top end and at least 2-3HP across the RPM band. The 16V Rabbit from Hell is now both quicker around town AND scary fast on the mountain roads & at the track. Maybe some 15" wheels and a 11" brake upgrade are in order...
For details on the swap, and a list of parts required, see the Hot Rabbit Club or send me mail.
"Hast du lust fur einen gate-zum-gate berg zurennen!" Translated: "Are you ready for a gate-to-gate mountain race!" Marin County's own Nurburgring, Mt Tamalpais' Pan Toll gate to Meadow Club gate, covers over 20 miles and countless corners. Terrain varies from dusty sweepers to redwood tree-lined alpine switchbacks. Anyone keen on learning one of Northern California's best kept roadway secrets, send me an email and let's set up a date!
Wet Drivers School at Sears Point, CA February 6th, 1999. These photos show my 13" x 7" Compomotive ML Racing wheels with Toyo Proxes RA-1 rubber, also visible is my German-copy License Plate from GAK Motorsport. You can see that the tires are shaved, I ended up swapping my 14" x 6" GTI Alloys with Bridgestone RE-71 tires for the rest of the event as the rain came down in buckets!
Superior Dyno Service's Dyno Trailer was at Sears Point for the February 27th, 1999 Event. I paid the $60.00 for three runs, but wished I had my full race setup - there was a chance of rain, so I wasn't keen for too much wheelspin. The street setup stock downpipe (with catalytic converter...) was installed, instead of the Techtonics 2" Race dual-downpipe. Even so, almost 130HP to the front wheels, and gobs of torque!
Click Below!! Dyno Results for 2.0L 16V Motor, HP at Wheels by RPM and MPH
Techtonics Race Downpipe was not installed, more power to come!
Photos from November, 1998 showing new paint and body work. The trim and marker lights were shaved, minor bodywork performed, and the entire car was sprayed with factory Montego Black metallic paint. European bumpers and Zender front spoiler were also fitted. The work was performed by Auto Body Rebuilders in San Rafael, California.
Front Right Quarter and Head On Views
Right and Left Rear Views
Interior View