The front half of the system includes the transmission bell housing from a German-market VRSynchro. The swap was made easier, as the VRSynchro is based on an A3 chassis. Inside the transmission exist hardened and machined steel gears from the same company that supplies VW Motorsport. An EIP Competition Series limited-slip differential distributes the power along with its Stage 4 Competition Series clutch and pressure plate. And to handle the extra forces in back, EIP designed a new rear cross member. The driveshafts come from the Golf Country; however, new chrome-moly pieces are being made as Chavacci believes that they're a weak link. With all the pieces in front of him, Chavacci said the install took two weeks of after-hours wrenching.
The engine is what EIP calls its Stage 6 version. It's as far as they can go without having to use a full-race or alcohol-derived fuel. The block was bored to accept EIP's 2.9-liter, hand-edged, thermal-coated pistons. The rods are 4340 chrome-moly and utilize EIP's custom rod bolts as well, while the crank stays the same. Between the head and the block resides a custom copper gasket. On top are big-valve, high-flow, CNC-machined cylinder heads. The intake manifold and throttle body are also modified EIP pieces. It's all kept tight with a set of EIP's head bolts. To feed the required fuel, the VR6 relies on EIP high-flow injectors and a proprietary fuel system.
The block was bored to accept EIP's 2.9-liter, hand-edged, thermal-coated pistons. The rod
To clear the space taken up by the driveshaft, EIP designed a custom steel exhaust manifold, upon which sits a Turbonetics T04 turbo with a special compressor section and 4-inch outlet. The Stage 6 package also includes the external wastegate and GReddy "S" blow-off valve used in all its turbo kits, plus a Stage 5 intercooler and a Stage 4 3-inch steel downpipe with dump tube. Specific to Stage 6 is EIP's Competition Series air intake. It's all managed by an EIP/Electromotive TEC-II distributorless ignition that's laptop programmable. Boost is controlled by an Apex AVCR digital controller. The exhaust is an EIP custom, 3-inch unit that exits out the side.
Pumping a "mere" 28-29 psi or 2 bar, the engine dyno'd at 683.6 hp. Chavacci estimates up to 750 hp, with 40-plus pounds of boost. Up until the 4WD system was installed, 750 hp wasn't needed, as 683 hp was already too much.