Discussion
Great build thread and loving that you have taken the plunge for the supercharger. I have been toying with parting with my MKV R32 but nothing does everything that it does.
Can I ask a few questions regarding your supercharger?
- Why supercharger over turbocharger?
- Does the garage you deal with have a package for this kind of conversion?
- And if so, how much all in?
- Expected figures?
If you would like to PM that's fine, but this is certainly the kind of route I would perhaps like to go down with mine.
Thanks, George
Can I ask a few questions regarding your supercharger?
- Why supercharger over turbocharger?
- Does the garage you deal with have a package for this kind of conversion?
- And if so, how much all in?
- Expected figures?
If you would like to PM that's fine, but this is certainly the kind of route I would perhaps like to go down with mine.
Thanks, George
georgefreeman said:
Great build thread and loving that you have taken the plunge for the supercharger. I have been toying with parting with my MKV R32 but nothing does everything that it does.
Can I ask a few questions regarding your supercharger?
- Why supercharger over turbocharger?
- Does the garage you deal with have a package for this kind of conversion?
- And if so, how much all in?
- Expected figures?
If you would like to PM that's fine, but this is certainly the kind of route I would perhaps like to go down with mine.
Thanks, George
This may help, George:Can I ask a few questions regarding your supercharger?
- Why supercharger over turbocharger?
- Does the garage you deal with have a package for this kind of conversion?
- And if so, how much all in?
- Expected figures?
If you would like to PM that's fine, but this is certainly the kind of route I would perhaps like to go down with mine.
Thanks, George
http://www.r32oc.com/topic/160346-trd-ruf-supercha...
My priority is a reliable car and not to be a test bed.
I think TRD, who are reasonably close to where I live, have reached critical mass when it comes to forced induction on VR6 engines. They use a kit that must be at least one of (if not the) most popular forced induction options out there. It's not the most powerful or cheapest option, but it is proven.
TRD do packages and the costs are in the link above.
Mine is up on the ramps with another R32 at the moment - and I counted at least half a dozen VR6 cars done by TRD since last year. Across the world, there are reported to be around 80 cars using the RUF supercharger conversion.
Depending on the map and other mods (e.g. exhaust), the potential of Stage 1 is 350bhp. Stages 2 and 3 add cooling and therefore more boost, climbing in c.25bhp increments.
RUF Kompressoren are a Swiss supercharger and associated parts manufacturer; not to be confused with the German Porsche tuner, RUF Automobile.
Surprised there's no form of intercooling on the setup, very tidy install though regardless, but can't help but thinking there's got to be a fairly large drop in air desnsity due to temps that could be reduced with an air to air intercooler or a water to air one.
That is unless there is a cooler further down the line.
That is unless there is a cooler further down the line.
Got the car back! 
I'm afraid that I've only driven it for 40 or so miles today and hence only some first impressions.
The car now sits around 10mm lower to look at, although it may settle some more. Other than this barely perceptible ride height reduction and the Milltek pipes at the rear, you'd never know it wasn't standard. This is exactly what I need.
Firing-up the engine, there's a deeper and more pronounced bark at the tailpipes - plus of course some whine from the supercharger up front. Again, it's quite subtle though. Driving at low revs and light throttle produces no more noise at all and during cruising the whine and exhaust note are almost as quiet as standard - I guess that's due to the soundproofing.
I had put in a tank of 95RON before the work was done, which now needs to clear before I can use the engine to greater effect. That put a bit of a dampner on the initial drive, but even so - it's clear that the charger has made an enormous difference. There was no time to do a dyno run, but I'm going to work out a time with TRD to get that done soon.
The overwhelming impression is that it feels like someone has put a bigger NA engine in it. The all-revs flexibility of the VR6 is still there, but with a turbo-like urge throughout the revs. Just tickling the throttle in 6th takes the car from 50-70 in the blink of an eyelid.
On its new suspension, the car feels very planted and with no obvious loss of comfort. That aspect will really be put to the test when I take the family on holiday to west Wales this weekend.
I am realistic about what this is in comparison to more exotic, factory-developed cars - but be in no doubt that this is a very quick, subtle and characterful way to travel.
Fuller report to follow.
I'm afraid that I've only driven it for 40 or so miles today and hence only some first impressions.
The car now sits around 10mm lower to look at, although it may settle some more. Other than this barely perceptible ride height reduction and the Milltek pipes at the rear, you'd never know it wasn't standard. This is exactly what I need.
Firing-up the engine, there's a deeper and more pronounced bark at the tailpipes - plus of course some whine from the supercharger up front. Again, it's quite subtle though. Driving at low revs and light throttle produces no more noise at all and during cruising the whine and exhaust note are almost as quiet as standard - I guess that's due to the soundproofing.
I had put in a tank of 95RON before the work was done, which now needs to clear before I can use the engine to greater effect. That put a bit of a dampner on the initial drive, but even so - it's clear that the charger has made an enormous difference. There was no time to do a dyno run, but I'm going to work out a time with TRD to get that done soon.
The overwhelming impression is that it feels like someone has put a bigger NA engine in it. The all-revs flexibility of the VR6 is still there, but with a turbo-like urge throughout the revs. Just tickling the throttle in 6th takes the car from 50-70 in the blink of an eyelid.
On its new suspension, the car feels very planted and with no obvious loss of comfort. That aspect will really be put to the test when I take the family on holiday to west Wales this weekend.
I am realistic about what this is in comparison to more exotic, factory-developed cars - but be in no doubt that this is a very quick, subtle and characterful way to travel.
Fuller report to follow.
Driving notes
I've driven the car 600 miles during the first week since the supercharger conversion!
It's not all been exciting, though: 400 miles of this has been with the wife / kids / luggage / bikes on roof, while on holiday! If nothing else, it's proven that the car has massive capability in the 1,500-3,000rpm range, isn't especially noisy in "normal" driving and is perfectly comfortable on its Bilstein B14 suspension.
The VR6's instant throttle response is even better now and I really don't need to change gear to keep up with traffic in any gear, in any situation. This is unlike my old (mapped) S3 and other turbo cars, all of which were caught off-boost; no matter how impressive they were on-boost.
More excitingly, I had a nice 200-mile run down to Southampton without passengers yesterday. I'm usually an inside lane cruiser, but I wanted to see what the car is now capable of.
This included a spirited encounter for around 20 miles with an F30 330d, which is a very quick car in my estimation and exactly the kind of benchmark I had in mind when doing this conversion. Suffice to say, the 330d driver will no doubt be examining re-map options after that.
At full throttle and above 5,000rpm it sounds like a jet! With no badging or other visual giveaways, the way it sounds at full chat must be the only thing that gives a clue...
There are a few things now to do:
- Replace front discs, which I suspect are warped and only lasted 10k;
- Arrange a dyno run - feels like at least 300bhp, although I'm told its potential is 350bhp;
- Investigate occasional "lumpiness" at part throttle (mapping?);
- Get some more pics or a video (the things I have least time for).
I've driven the car 600 miles during the first week since the supercharger conversion!
It's not all been exciting, though: 400 miles of this has been with the wife / kids / luggage / bikes on roof, while on holiday! If nothing else, it's proven that the car has massive capability in the 1,500-3,000rpm range, isn't especially noisy in "normal" driving and is perfectly comfortable on its Bilstein B14 suspension.
The VR6's instant throttle response is even better now and I really don't need to change gear to keep up with traffic in any gear, in any situation. This is unlike my old (mapped) S3 and other turbo cars, all of which were caught off-boost; no matter how impressive they were on-boost.
More excitingly, I had a nice 200-mile run down to Southampton without passengers yesterday. I'm usually an inside lane cruiser, but I wanted to see what the car is now capable of.
This included a spirited encounter for around 20 miles with an F30 330d, which is a very quick car in my estimation and exactly the kind of benchmark I had in mind when doing this conversion. Suffice to say, the 330d driver will no doubt be examining re-map options after that.
At full throttle and above 5,000rpm it sounds like a jet! With no badging or other visual giveaways, the way it sounds at full chat must be the only thing that gives a clue...
There are a few things now to do:
- Replace front discs, which I suspect are warped and only lasted 10k;
- Arrange a dyno run - feels like at least 300bhp, although I'm told its potential is 350bhp;
- Investigate occasional "lumpiness" at part throttle (mapping?);
- Get some more pics or a video (the things I have least time for).
Edited by Basil Hume on Thursday 7th May 13:47
The Bilsteins were fitted by TRD during the conversion work.
Over very broken roads or undulating smooth ones, it does feel ever so slightly less comfortable (quicker rebound) - but it's 95%+ comfortable compared to standard. I have had it lowered only very slightly though; looks like 10-15mm to me.
And yes, it does sound ace. The supercharger whine has worked its way under my skin in the same way that the exhaust note has.
Over very broken roads or undulating smooth ones, it does feel ever so slightly less comfortable (quicker rebound) - but it's 95%+ comfortable compared to standard. I have had it lowered only very slightly though; looks like 10-15mm to me.
And yes, it does sound ace.
The supercharger whine has worked its way under my skin in the same way that the exhaust note has.I went back to TRD today for some new front discs, a checkover...
...and a rolling road run.
I was busy with work calls all day - so they took it off to South West In-Car Tech after the discs were fitted. I know SWICT from long ago and they aren't associated with TRD and seem well-respected locally.
Anyway, the results are in:
The first run was 295bhp ATW (calculated as 371 at the flywheel), dropping to 279 (352) and 270 (338) on the second and third. Torque was 300lb/ft, 280 and 270 respectively.
To me, this says that my non-intercooled engine is capable of an eyecatching peak output in stone cold days or making a first dash on warmer days - but is more likely to have around 10% less on tap when on a longer run or during repeated acceleration. Intercooling would obviously help it hold the boost for longer, which is what Stage 2 & 3 are about I guess.
There were 2 other supercharged R32s on site at TRD, plus a 3.2 TT. I completely recommend these guys if you are looking into something similar.
...and a rolling road run.
I was busy with work calls all day - so they took it off to South West In-Car Tech after the discs were fitted. I know SWICT from long ago and they aren't associated with TRD and seem well-respected locally.
Anyway, the results are in:
The first run was 295bhp ATW (calculated as 371 at the flywheel), dropping to 279 (352) and 270 (338) on the second and third. Torque was 300lb/ft, 280 and 270 respectively.
To me, this says that my non-intercooled engine is capable of an eyecatching peak output in stone cold days or making a first dash on warmer days - but is more likely to have around 10% less on tap when on a longer run or during repeated acceleration. Intercooling would obviously help it hold the boost for longer, which is what Stage 2 & 3 are about I guess.
There were 2 other supercharged R32s on site at TRD, plus a 3.2 TT. I completely recommend these guys if you are looking into something similar.
Month 17: Fuel economy and a 65hp Polo
I've recently got a Shell loyalty card, as it's apparent that I'm going to need one! That's not so much due to fuel economy: rather, it's because the car runs so much better on a higher octane fuel.
I've not kept a very close eye, but managed to get just short of 29mpg on today's brim-to-brim calculation. I had my first weekend on my own since goodness knows when; so I did a nice run over to my parents' place for a road bike race, followed by a gentle 60mph run to Watford for work at 5:45am this morning. I'm currently sat in a soulless hotel here... hence the time to write! That 29mpg is a combination of lots of different driving, but none of it urban - where I suspect the fuel economy is a lot less.
My wife has been driving her mum's 65hp Polo while I'm away, which she "keeps stalling". I advised her to keep the revs up, as it won't quite drive like our grey Golf.
It does make me think seriously about getting a second car again though. That Polo - a dark blue 55-plater, complete with 5-doors and inner-London battle scars - is just what we need for around town / forest school / kids' parties.
I was also very tempted to get on the tail of a passing Mk7 Golf R this morning, although sense got the better of me - as it usually does. Not so with a 15-plate E63 AMG the other day, which I mistook for a Derv-sipper in my rear-view mirror. Inconclusive is all I can say.
Finally, I like the idea of a small question mark decal somewhere on the back of the car. Perhaps something like Valentino Rossi used?
I've recently got a Shell loyalty card, as it's apparent that I'm going to need one! That's not so much due to fuel economy: rather, it's because the car runs so much better on a higher octane fuel.
I've not kept a very close eye, but managed to get just short of 29mpg on today's brim-to-brim calculation. I had my first weekend on my own since goodness knows when; so I did a nice run over to my parents' place for a road bike race, followed by a gentle 60mph run to Watford for work at 5:45am this morning. I'm currently sat in a soulless hotel here... hence the time to write! That 29mpg is a combination of lots of different driving, but none of it urban - where I suspect the fuel economy is a lot less.
My wife has been driving her mum's 65hp Polo while I'm away, which she "keeps stalling". I advised her to keep the revs up, as it won't quite drive like our grey Golf.
It does make me think seriously about getting a second car again though. That Polo - a dark blue 55-plater, complete with 5-doors and inner-London battle scars - is just what we need for around town / forest school / kids' parties.I was also very tempted to get on the tail of a passing Mk7 Golf R this morning, although sense got the better of me - as it usually does. Not so with a 15-plate E63 AMG the other day, which I mistook for a Derv-sipper in my rear-view mirror. Inconclusive is all I can say.
Finally, I like the idea of a small question mark decal somewhere on the back of the car. Perhaps something like Valentino Rossi used?
My wife is driving the car to the zoo today - it was last used at the weekend to take the kids for swimming lessons. The pic below is typical of the sort of use it's getting from me; a short trip after school with the kids' bikes last week:
The car is totally overkill for these sorts of needs. I am beginning to think about our next car, which I think is going to be closer to 200hp than the 350hp I don't use from month to month!
The car is totally overkill for these sorts of needs. I am beginning to think about our next car, which I think is going to be closer to 200hp than the 350hp I don't use from month to month!
Month 18
I've now clocked-up 12,000 miles on the R32, of which 3,000 have been with the supercharger conversion.
“The Minister is visiting North Wales…”
I’d negotiated for the local head of region to meet the Minister in North Wales, but they'd called-in sick 3pm on the afternoon before.
Damn – it was me who was going to have to meet him now! Notwithstanding having to drop all my work, at least my trusty R32 was ready for a bit of action. With a pit-stop hotel booked for a 10:30pm arrival, I set off for the 170-mile trip once the kids were in bed.
Leaving Bristol, I had my second near-encounter with a Mk7 R. Leaving the M4’s managed motorway section, I was really hoping that he’d pop onto the deserted M5 and head north with me… but unfortunately he went south.
After what seemed like an eternity, I left the M5 and onto the M54 – where the fun really began, due to Shropshire’s programme of night road closures.
This gave me an hour or so of unexpected A- and B-road action, following detours through the county. The temperatures were dropping into the mid teens and below by now, which had a very noticeable effect on the perkiness of the engine.
With its new suspension, it’s clear in these situations just how composed and competent the car’s handling now is. It really handles like it’s on rails and you can see normal cars behind just simply unable to follow the cornering lines I take through roundabouts and corners.
The real magic trick is how composed the car feels in these situations and how normal it all feels from in the cabin. It’s really no sweat and there’s rarely any need to change gear; the pull as I drop down to 1,500rpm in 6th gear is so convincing.
Back onto the planned A5 and then A483… Wide, open roads with plenty of roundabouts - ahead of an uncomfortable overnight stay in a Chester motel and a gratuitously boring car park shot:
I took the M56, M6 & M5 route home the next day, having done what was needed of me.
I had a decisive 4th gear shoot-out with an SQ5 on the last stretches of the M56, which I must say was a fair bit slower than I was expecting. I also had a good-natured spar with a Mk7 GTD along about 20+ miles of M5 - he must have wondered what was going on, given the gaps I was pulling.
With an upcoming (positive) development at work, I think that may well have been my last run to North Wales - which I've enjoyed a lot over the last 3 years or so. I'll miss them especially because they've been the few occasions where I've had time on my own in the car.
Transformer
The roof bars came out that following weekend, because it was time to go camping! We've not used our bell tent since having the kids, but it all came together for a beautiful weekend:
To be honest, it was a bit of a squeeze to get all our gear into the car and there was no way it would have been possible without the roof "box" (a foldable Thule Ranger). I did like the 12V boot power socket in the boot though, for our inflatables.
Just goes to show how versatile a Golf is - even a scalding hot one.
Driving notes - updated
With 3,000 miles now under its wheels since the supercharger conversion, I thought I'd update my driving notes - at risk of repeating some earlier impressions...
The basic characteristics of the engine are still very similar to the standard R32, in that it's very linear.
It's one of the few petrols I've driven where you can make progress by simply engaging the clutch at idle speed and it comes on very strong from about 1,500rpm. The supercharger boosts fully from about 3,000rpm, where it's making peak torque of 280-300lb/ft all the way to the redline at 7,000+rpm. Because it's also making 150bhp at that point, it's basically like driving a moderately powerful TDI from idle to 3,000rpm - except with a much richer engine note and no lag whatsoever.
I spend most of my time driving at those engine speeds and it proves the point that doing this sort of conversion really isn't just about peak power. It's very driveable at normal speeds and, because of the instant throttle response, it's very quick too.
Above 3,000rpm: it's as nuts as you might expect. You don't feel a massive jump in outputs as you do in a turbo'd car, but the exhaust note hardens and from 5,000rpm it really does sound like a jet from there to the redline (which I've not hit yet, but think is about 7,500rpm). I don't drive at these engine speeds very often at all, but when I have done it's been more than enough to very comfortably see off whatever's bothering me.
Obviously it's still 4WD, which means it's always possible to get that power down. This - along with the lazy power delivery - gives the car its unique selling point over the likes of a big power K04 turbo (GTI 30 etc).
Downsides are few. The car runs a custom ECU code. The only difference I notice to the factory mapping is that the car sometimes idles at 1,500rpm for c.30 seconds when it's warmed-up and will sometimes drop idle speed from there before rising again. After that 30 seconds, it will drop for the last time to the usual idle speed of 800rpm or so. It's something you'd notice only at traffic light stops or at a snail's pace and arguably gives it character, but leads to me feathering the clutch for a smooth drive at slow speeds sometimes.
My Stage 1 conversion isn't intercooled either, which means although the outputs can peak at 370bhp & 300lb.ft, that will drop by up to 10% on repeated runs due to heat soak. That's really no bother for me, as I (nor most people) won't be driving at maximum outputs for very long at a time.
Bottom line
Altogether, I'm delighted with the car - it's just a regret of mine that I don't get sufficient time to spend with it on my own!
I've now clocked-up 12,000 miles on the R32, of which 3,000 have been with the supercharger conversion.
“The Minister is visiting North Wales…”
I’d negotiated for the local head of region to meet the Minister in North Wales, but they'd called-in sick 3pm on the afternoon before.
Damn – it was me who was going to have to meet him now! Notwithstanding having to drop all my work, at least my trusty R32 was ready for a bit of action. With a pit-stop hotel booked for a 10:30pm arrival, I set off for the 170-mile trip once the kids were in bed.
Leaving Bristol, I had my second near-encounter with a Mk7 R. Leaving the M4’s managed motorway section, I was really hoping that he’d pop onto the deserted M5 and head north with me… but unfortunately he went south.
After what seemed like an eternity, I left the M5 and onto the M54 – where the fun really began, due to Shropshire’s programme of night road closures.
This gave me an hour or so of unexpected A- and B-road action, following detours through the county. The temperatures were dropping into the mid teens and below by now, which had a very noticeable effect on the perkiness of the engine.
With its new suspension, it’s clear in these situations just how composed and competent the car’s handling now is. It really handles like it’s on rails and you can see normal cars behind just simply unable to follow the cornering lines I take through roundabouts and corners.
The real magic trick is how composed the car feels in these situations and how normal it all feels from in the cabin. It’s really no sweat and there’s rarely any need to change gear; the pull as I drop down to 1,500rpm in 6th gear is so convincing.
Back onto the planned A5 and then A483… Wide, open roads with plenty of roundabouts - ahead of an uncomfortable overnight stay in a Chester motel and a gratuitously boring car park shot:
I took the M56, M6 & M5 route home the next day, having done what was needed of me.
I had a decisive 4th gear shoot-out with an SQ5 on the last stretches of the M56, which I must say was a fair bit slower than I was expecting. I also had a good-natured spar with a Mk7 GTD along about 20+ miles of M5 - he must have wondered what was going on, given the gaps I was pulling.
With an upcoming (positive) development at work, I think that may well have been my last run to North Wales - which I've enjoyed a lot over the last 3 years or so. I'll miss them especially because they've been the few occasions where I've had time on my own in the car.
Transformer
The roof bars came out that following weekend, because it was time to go camping! We've not used our bell tent since having the kids, but it all came together for a beautiful weekend:
To be honest, it was a bit of a squeeze to get all our gear into the car and there was no way it would have been possible without the roof "box" (a foldable Thule Ranger). I did like the 12V boot power socket in the boot though, for our inflatables.
Just goes to show how versatile a Golf is - even a scalding hot one.
Driving notes - updated
With 3,000 miles now under its wheels since the supercharger conversion, I thought I'd update my driving notes - at risk of repeating some earlier impressions...
The basic characteristics of the engine are still very similar to the standard R32, in that it's very linear.
It's one of the few petrols I've driven where you can make progress by simply engaging the clutch at idle speed and it comes on very strong from about 1,500rpm. The supercharger boosts fully from about 3,000rpm, where it's making peak torque of 280-300lb/ft all the way to the redline at 7,000+rpm. Because it's also making 150bhp at that point, it's basically like driving a moderately powerful TDI from idle to 3,000rpm - except with a much richer engine note and no lag whatsoever.
I spend most of my time driving at those engine speeds and it proves the point that doing this sort of conversion really isn't just about peak power. It's very driveable at normal speeds and, because of the instant throttle response, it's very quick too.
Above 3,000rpm: it's as nuts as you might expect. You don't feel a massive jump in outputs as you do in a turbo'd car, but the exhaust note hardens and from 5,000rpm it really does sound like a jet from there to the redline (which I've not hit yet, but think is about 7,500rpm). I don't drive at these engine speeds very often at all, but when I have done it's been more than enough to very comfortably see off whatever's bothering me.
Obviously it's still 4WD, which means it's always possible to get that power down. This - along with the lazy power delivery - gives the car its unique selling point over the likes of a big power K04 turbo (GTI 30 etc).
Downsides are few. The car runs a custom ECU code. The only difference I notice to the factory mapping is that the car sometimes idles at 1,500rpm for c.30 seconds when it's warmed-up and will sometimes drop idle speed from there before rising again. After that 30 seconds, it will drop for the last time to the usual idle speed of 800rpm or so. It's something you'd notice only at traffic light stops or at a snail's pace and arguably gives it character, but leads to me feathering the clutch for a smooth drive at slow speeds sometimes.
My Stage 1 conversion isn't intercooled either, which means although the outputs can peak at 370bhp & 300lb.ft, that will drop by up to 10% on repeated runs due to heat soak. That's really no bother for me, as I (nor most people) won't be driving at maximum outputs for very long at a time.
Bottom line
Altogether, I'm delighted with the car - it's just a regret of mine that I don't get sufficient time to spend with it on my own!
Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff