Polo Classic

Brakes are not a problem on G40's, as long as you have a LHD one. They actually stop on a shorter distance from 100 or 80 kmh than a Porsche 911 Turbo of the same year. Only around 20 cm less, but that is still shorter ;)

I guess the pic is of Karls old 180 bhp big valve std cammed G40. If you do the math of rpm, final drive and tire size it is not far off. I've had around 205 kmh in my G40 @ around 5700 rpm. It will happily hit the 8000 rpm revlimit in 3rd. I do have slightly shorter gearing than the std ATV box though. Corrado G60 for pleasent sporty and comfortable cruising, Polo G40 for all out fun drive(e.g no comfort)

My car has never been financially viable, have spent around 20K on it already

And the PSD ones are the biggest. From left G60 ubend, PSD rs, and AC Golf/Passat outlet Bahnbrenner is similar in size too the PSD one, but with rubber o-ring like the AC G60 outlets

250 bhp in a G40, never done before? You guys need to check out Sorg Motorsports 260 bhp kit http://www.sorgmotorsport.de/Kataloge/P ... Polo86.pdf Tuningkit 25 I'm aiming for 220-240 on my 1478cc long term project. How I am doing it is: Ported head with 38/33mm valves (std 35/29) Newman cam, probably 268/276-280 GT inlet manifold, ported 49,5mm throttle body heavily flowed charger with 65/58mm pulley on modified SLS charger bracket 77mm bore pistons from PSD, CR 9-9,5;1 1W block and crank, balanced and lightened 4-branch and racing cat 250mBar mapsensor with suitable map and redtops To get the power down (or trying to anyway) I will be using a Salzmann wishbone conversion and G40 Cup box The G40 front suspension suck with over 160 bhp, my front wheels move back around 1/2 inch when launching with std suspension and around 164 bhp

We found we had to change springs when we fitted my brothers 268/272 Newman with same lift as the 268/276 Schrick

I rebuild chargers, and sell rebuilt chargers. Cheaper and easier to get them already rebuilt from Germany than finding a suitable core and rebuilding here in Norway. Got a lot of good tips from PSD and sell their stuff here in Norway. My personal best on a G60 Full Blend is 1,1 bar on standard pulley and 1,6 bar on 68mm pulley

L&S Cartec are good people. I have bought around 5 chargers off them and never had any problems. Not as nicely ported as PSD or jabba, but does the tricks

There's a few G60 intercoolers on ebay at the moment. I'm bidding for one, obviously the most expensive one............ Keep in mind that if you go for the Rallye on as a opposed to the std Golf G60 on, you might want to mod the end tank like the one in the pic of my mates ex-16v G60 Rado *Mod edit - image resized - Henny*

Check out this german how-to http://www.corrado-psychopath.de/9254.html

According to Jabba when i got my Jabba stg 2 head for the G40, both Jabba, C&R and TSR used the same guy for porting, so go with who ever is cheapest

It was most likely the other way around. The charger grenading and shredding belt. The bearings on the top shaft is lubed only by the grease inside. When the bearings get old/hot the seals let the grease out and it will lead to a broken bearing, "stalling" the shaft, and grenading everything else.

How much boost are you guys running? My brother runs a Corrado with 1,1 bar boost@6200 rpm. Opinions? Spec: ported inlet manifold ported throttle body heavily blended charger, port matched to PSD RS outlet Supersprint 4 branch PSD chip for redtops, Siemens 315cc injectors Jetex conefilter Custom grind Newman cam 268/272 with same lift as Schrick 268/276 Schrick valvesprings Bastuck Gr.A exhust with one box The charger has run 21000 km since rebuild, and has not got any teflongrease anymore

It is quite easy to make a hole in them if you decide to hog it out hard. I did that on the second one I did

Try Newman, 300 for a pair. Std ones are 264-270 and 288's He can also do custom grinds. Nice chap to talk to and very knowledgeable

I was refering to the exhaust port in the head, and the need for a larger exhaust valve (35-36mm)

The Audi manifolds does require a lot of porting to the head it self to have the ports match. It does work very well when done properly, but as g-amn indicates, it is the exhaust side of things on the G60 that really needs work

I think you should have it remapped. I it will give you more power, as you can give it better ignition curves than the std chip gives

ER-07505 The filter used : Jetex ROUND RUBBER 75*190*152 CENTER rated to 438 bhp £38.07 Or this one ER-07504 ROUND RUBBER 75*190*102 CENTER rated at 286 bhp £34.81 http://jetex.co.uk/Jetexwebsite/airfilt ... rical.html

What about using the Digifant on the 16v. with good mapping it should be easier to set up than K-jet, and more precise

I have a 58 mm for my G40 It is track only as oil seals lasts only 2000-3000 miles. Steve's old G40 produced a massive 1,6 bar boost on this pulley

Reminds me of the text in an old CCC, I think they tested a 911 Turbo racer: The turbo lag can be meassured on a sundial

What did the gauge read? Absolute pressure or boost? 2 bar absolute is 1 bar boost A standard charger should give 0,65 bar boost on the standard 78 mm pulley at the bottom of the page here is a guide on how to use the MFA to read boost http://www.snstuning.com/DIY/Tips/tips.htm

I've just ordered a 264/274 with 11,2/11,5 mm lift and 112 ls for my brothers rado. Will be fun to see how it goes.....

What make is the seals? Is the oilsupply and retur hose oem size? Any chips in the scroll around the oilseal seating area?