16VG60

Meet up is a great idea. I would be happy to talk around my favourite topic, as long as you lot are getting the pints in!!! Let's get a date and venue sorted.

Any of you wanting assistance with works like this please contact me via our site . it would be a pleasure to help. There is a quick way to remove the charger but like all these methods the right tools and experience help alot. When dealing with socket head bolts always use the correct fitting allen tool, always tap in the allen tool into the socket head and beware VAG quality checkers use a white emulsion paint which must be cleared, if present, from inside the socket like any obstruction. This should help avoid stripped bolts. With regard to pulley removal, in the absence of an air impact gun, grip the pulley with an old drive belt and then drive out bolt with good fitting 17mm five sided half inch socket.

Reading your thoughts ref uprated wiring for the headlights is like re-living my worst Physics lesson at school. Fact, the Corrado lighting performance in standard form is pants. Fact, the more wire used to execute a wiring circuit the higher the resistance will become. Fact, the addition of relays into the lighting circuit will greatly assist the provision of consistant current, able to meet load demand. The variable to consider is the execution and installation of "wiring upgrades". For our own part we produce a loom thats neatly integrates with the oe item and utilises oe headlamp plugs. This loom meets the requirements of standard or uprated bulbs. Wiring is not "rocket science" but does require a certain aptitude, gone wrong is a fire in the making. I have some hates in this department ie Scothlok connectors, twisted wire joinery and incorrect wire diameter. If in doubt DON'T DO IT. All the same i can deffinately say that this is a must do for any Corrado. On a different tack as regards my best mod. I would say that i have done countless to my Corrado and enjoyed them all, so much in fact that i will not name the best one because i have not thought of it yet! So i'll just have to keep modding, it's a drug and i won't say no.

The alternative to using a spacer, and possibly a preference in some situations, is the use of a shorter belt. In either case we can supply/fit as required. You ask about raising RPM 500 to 1000 revs on the 8 valve PG engine. Obviously you are seeking extra performance, what package do you have in mind to necessitate an answer to the revs question? High revs and supercharging G60 style are not always desirable.

With regard to your enquiry ref rebuilding of your G charger, each rebuilder will adopt terminology. For our part a stage four rebuild offers replacement of all seals and bearings, application of low friction coating to internal surfaces, and mild porting to the inlet and exhaust areas of the casing. Clearly the object being to enhance the efficiency and operation of the charger. For more specific detail see http://www.pd-motorsport.co.uk Forget for one moment the tuning side of life. The essential priority here is to ensure the charger is rebuilt every 40,000 miles. One might require to entertain more frequant rebuilding if usage or state of tune dictates. In any case don't allow your charger to detonate out of ignorance or neglect. Sadly this is all too often the case, and although we can repair some casings others are just too far gone. With regard to tuning, decide what you want from your G60. Do not be dictated to by fassion. Like all matters relating to tuning, balance is essential. There is no sense in modifying one or two components on there own. Discuss your budget and requirements with a company of your choice and make your efforts count for something. We have many stages of tuning specific to the G60 which in turn can be broken down into affordable phases. Not all of these works are "glamorous" sratements but none the less essential to creating a balanced, reliable economically viable engine.In the G60 VW produced one of their best creations, in our opinion.