VR6 Schrick VGI manifold

[Rpmayne 0]

Does anyone know where I can find some information about this manifold and the advantages / disadvantages of fitting it? Also, how much do you recon? Cheers

[vr6storm 0]

Does anyone know where I can find some information about this manifold and the advantages / disadvantages of fitting it? Also, how much do you recon? Cheers

 

 

try AmD in Bicester

[Rams 0]

Give John Mitchell a call, x PJD Motorsport. He has a wide knowledge of this manafold and the performace increases. Or e mail him. User name 16VG60

[Kevin Bacon 5]

£1500 + VAT is how much they cost although someone on the clubgti forum reckons you can import them for a lot less. From where I don't know.

 

Advantages - 25% more torque at lower rev ranges and a better top end.

 

Disadvantages - Price and messy HT leads as the VW cable-tidy is removed. You also have to dismantle the manifold to change the plugs, which every 20-30K is no real hardship.

 

Mike Edwards on the forum has one fitted and is the best person to describe the benefits it offers when driving.

 

It's on my wish list! Don't even bother searching ebay for one cause they are VERY rare on the s/hand market.

 

Cheers

Kev

[W3RKD 0]

calling NIKO he is also the man when it comes to these baby's.....

[VR6 0]

Just spotted one for £950 actually. :)

[Kevin Bacon 5]

Just spotted one for £950 actually. :)

 

Where from??

 

Kev

[VR Zen 0]

also on my wish list if i don't but the car we seen. :lol:

[vr6storm 0]

i was also under the impression that to get the best benefit out of fitting the VSR that you also need to get a pair of schrick cams and the ecu re-mapped for it all.........so your really looking at an additional.......£1k after finding a 2nd hand VSR

[Joe M 0]

I had a chance of one for £750 but had to knock it back as it was when I had to get my engine mounts done. :cry:

[VR6 0]

Kev - YGM.

[endor71 0]

Schrick VSR Manifold

 

Ever wondered why Audi and VW spent time and money developing two different V6 motors of very similar displacement and horsepower and torque? One of the reasons was certainly that of the limited under-bonnet space on Golf. There was simply not enough space to fit a longitudinally mounted V6 engine in the bay.

 

Audi’s V6 engine actually produces more torque than VW’s VR6 because it has a dual-length inlet manifold. However, VR6 does not have to be left out! An aftermarket inlet manifold which does just the same thing is available from Schrick. VW’s accountants apparently kept the variable inlet manifold from standard production engine due to its high cost. Fitting the manifold would have negated any cost-savings from developing the VR6 with one head.

 

Background

Limited by the transverse mounting of the VR6 engine, there isn't much room for generous inlet manifold. In order to achieve a good compromise between maximum power output, and adequate torque for day-to-day use, the inlet manifold runs across the top of the head. This has circumvented the shortage of space and allowed the use of an oscillating-flow tuned inlet manifold. Each cylinder has its own inlet tract that is tuned to such a length as to ensure positive inlet pressure.

 

 

 

A standard 2.8 litre VR6 produces 174bhp and 172lb ft of torque and the 2.9 litre engine achieves 190bhp and 184lb ft. But this achievement wasn't enough to satisfy the Wolfsburg Developers. To produce more torque lower down in the rev range, the 6 cylinders needed to breathe even more freely. The idea of the variable inlet manifold was born and developed in parallel with the assistance of Pierburg, the carburettor specialists.

 

That this piece of motor technology was not condemned to the depths of the Wolfsburg catacombs is thanks to the interests of Volkswagen Motorsport. They quickly realised the potential in the aftermarket industry.

 

How it works

The VSR manifold can be fitted to both 2.8 and 2.9 litre engines. Eventhough the VSR achieves similar aims to Audi’s switching inlet manifold, the operating principle is different.

 

In the Audi engine, a long, narrow inlet tract achieves high torque at low revs and maximum power is achieved using a short, wide inlet tract. For the engine to feed through the appropriate channels, inlet manifolds are switched using six individual vacuum operated flaps at 4000 RPM. In both stages, the technology is based purely on tuned oscillating-flow inlet manifolds, with the necessary switching.

 

In contrast, two diverse technologies are applied in the VSR. It is designed so that at low engine speeds, resonance is used to improve cylinder-charging efficiency. At higher RPM, oscillation-tuned, individual, broad tracts are used. Switching from one to the other is achieved by single flap, also vacuum operated at 4000 RPM.

 

The tuned inlet tract operates by the low pressure caused between the throttle valve and the inlet valve, by suction of the descending piston. Through inertia of the air in the tract, the airflow tends to keep moving towards the inlet, even after its closed, causing a slight over-pressure when the inlet valve next opens. This ensures high charge efficiency even during early stages of the induction stroke. Further during the same stroke, inlet pressure falls followed by high pressure but not before the inlet valve closes.

 

In order to achieve optimal control of the oscillation and reflection of the column of air in the inlet tract, it needs to be closely co-ordinated with valve timing, but this is not possible due to variation in the engine speed. Even at mid-range-rpm, the valve opening and they are out of synch. The second pressure wave arrives much too early before the inlet valve closes and a backflow reduces fuel efficiency.

 

Now to achieve high torque under these conditions, resonance-fuel is utilized. This is achieved by closing the connection flap between a small resonance chambers immediately before short inlet tracts above the inlet valves. These transforms the 6-cylinder engine into effectively two 3-cylinder engines with uniform firing times, which do not have overlapping inlet strokes. A resonance pulse of up to 6psi (0.4bar) above atmospheric is achieved, leading to remarkable fuel efficiency and torque increases.

 

On the road

The effect of the manifold is immediately apparent – you won’t need any test equipment! A new urge is sensed almost right from the idle. There is markedly better acceleration up to 4,000rpm, followed by a strong surge to the redline. The switchover of the flap is almost undetectable from inside the car.

 

The new low to mid-range power is particularly useful in the higher gears. The 50-70 sprints in fourth is reduced by almost a second! Fuel consumption is also improved, as higher revs don’t need to be used as much.

 

 

Copied from club vr6 hope they dont mind :oops:

[Valver 0]

There's one on the PVW Classifieds. Quite rare second-hand tho, a mate managed to get one at Inters last year from the Autojumble for ..........£460!!! :shock: :twisted:

[Kevin Bacon 5]

i was also under the impression that to get the best benefit out of fitting the VSR that you also need to get a pair of schrick cams and the ecu re-mapped for it all.........so your really looking at an additional.......£1k after finding a 2nd hand VSR

 

Yeah Schrick 256 cams (or 268s if you want more top end) and a Milford Electronics changeover module, plus a rechip will give phenomenal results, however, the VGI manifold on it's own is still a very worthy modification.

 

Kev

[Mike Edwards 0]

The Vr I have went from 180bhp/190ftlb to 205bhp/230ftlb with the combination of Shrick/tb/re-map.

 

Now makes more torque from 2500rpm to 5500rpm than it used to do as a peak value.

 

the torque peak is also 1000rpm lower.

 

HTH

[Kevin Bacon 5]

Blinkin eck, that's a very healthy improvement. Why VW didn't pursue the original idea is a mystery. In gear acceleration times must be much better?

 

Kev

[Joe M 0]

Blinkin eck, that's a very healthy improvement. Why VW didn't pursue the original idea is a mystery.

 

Kev

 

I think they did eventually. Im pretty sure the newer 24v vr6's have something similar.

[emax 0]

Hi there.

 

Just had the Schrick VSR inlet manifold fitted to my VR6 and am very

impressed so far!!!

 

I did kind of know what to expect; more torque everywhere basically but

the mid-range acceleration is fantastic and the whole character of the

car has been transformed by this mod.

 

I had it fitted on Thursday and got the car back on Friday. Decided to

take a trip up to Lochearnhead, Killin, Loch Tay, Loch Tummel etc.etc...

to try the car out on some decent back roads.

 

You can make real progress without ever going above 4000rpm which, on a

long-distance charge, can only be a good thing for the engine's

longevity!

 

It's maybe not the cheapest modification you can carry out on the VR6

but it is definitely worthwhile IMO.

 

Here are some before and after figures from my car.

 

Before figures - March 2003:

 

192.5bhp @ 5730rpm

 

183lb/ft @ 4570rpm

 

After figures - September 2003 (had Schrick manifold fitted and re-chip)

 

209bhp @ 5880rpm

 

196lb/ft @ 3940rpm

 

What these figures don't show is that the torque is available over a

much greater rev-range.

 

Euan.

[Joe M 0]

emax, Euan Maxwell I take it? If thats John Webster's old VSR I was third in the list of people wanting it, just behind you. :mad: Jammy get. :lol:

 

Still on the lookout if anbody knows of a used one. :twisted:

[emax 0]

Heh! Sorry mate!! I guess that's the way it goes sometimes eh? A good bet would be to contact Niko to see if he will source one for you. He seems to have good contacts.

 

Email me privately and I'll pass on his address.

 

Cheers,

 

Euan.

[Kevin Bacon 5]

I was browsing the vortex forum earlier and I read something that appeared to be suggesting fitting a plastic manifold from a 2000 VR6 onto AAA/ABV engines. I'm guessing they mean the 24V manifold, perhaps?

 

Midrange torque is said to be much improved.

 

I couldn't find any exact details though.

 

Kev

[dr_mat 0]

Plastic???

The big question I suppose, is does it do the 2-path system that the VSR does? I've heard you can take an off the shelf early Golf VR6 manifold and fit it on the corrado. That, along with the golf throttle body gives you the torquey, but relatively lower-powered feel of that engine. But critically it's not a VSR - it's a fixed manifold, giving improvements only at a single rev range...

Interesting concept tho..

[VR6 0]

Why not plastic though?

 

I've heard that there are people developing an entire plastic engine!

 

Surely the low torque improvement in the Golf TB is compromised by the loss of torque higher up. Depends what you want it to do really.

[dr_mat 0]

I've heard that there are people developing an entire plastic engine!

 

Surely the low torque improvement in the Golf TB is compromised by the loss of torque higher up. Depends what you want it to do really.

 

Plastic engine?? Ah well, that's gonna be a flash in the pan, ain't it?

 

Just like the porcelain engine! (No need for a coolant system..)

 

And yes, the low torque improvement you mention for the Golf TB is lost higher up the rev range, of course. The 2.8, Golf VR6 produces what 176bhp and 175lbft, whereas the 2.9 VR6 (which is only 0.06 litres larger) produces an extra 14bhp.. That has to come from somewhere!! It certainly doesn't come from 0.06 litres of cubic capacity. Clearly it comes from engine tune at high revs.

[Joe M 0]

The manifold talked about on the vortex is the one from mk4 golfs, not sure if its the later 12v engine (dont even think we get this over here) or the 24v 4motion engine.

It does use a variable intake, but the throttle body is at the opposite side I think so there are some hassles to fitting. It was a while ago I read about this so I cant remember the exact details but in the end it seemed more sensible to try and find a used schrick as its less hassle. (If u can find one.)