Stage 1 is designed to squeeze every drop of fuel from original (stock) fuel hardware, for excellent power potential. Most people report MPG improvements. Do not use with upgraded fuel hardware.
Upgraded injectors
Upgraded injectors, and clutch (if manual transmission)
Upgrade
Requirement
A "VNT-17" turbo (see table below)
Required
3 bar MAP sensor
Required, unless you want to run 21 PSI or lower boost with a stock MAP sensor. Please contact us
Clutch Upgrade (manual)
Required, otherwise you can pick the Stage 4 Clutch Saver tune for similar low-RPM torque to Stages 1.5 and 2
Turbo discharge adapter
Required to adapt a VNT-17 turbo's compressor outlet to your intercooler pipe
Injector or Fuel Injection Pump Upgrade
Highly Recommended in order to realize power gains from a turbo upgrade
Exhaust Upgrade
Recommended for quicker boost build-up and lower exhaust gas temperature
"VNT-17" turbo detail chart:
Turbo
Alternative Turbo Name
Max. Boost
Source
Note
Garrett GT1749V
"VNT-15"
18 PSI (1.24 Bar)
90HP 1.9L TDI
Limited to Stage 2 tune!
Garrett GT1749VA
"VNT-17"*
22 PSI (1.51 Bar)
Euro 130HP 1.9L PD TDI
Please ask us for a Stage 4 tune that sets 22 PSI instead of 24 PSI.
Borg-Warner S7
Garrett GT1749VB
24 PSI (1.65 Bar)
Euro 150HP 1.9L PD TDI
This is the most common "VNT-17" turbo and you can use the Stage 4 tune from our InstaTune server.
Garrett Distributor custom build
"VNT-17/22"**
26 PSI (1.79 Bar)
Hybrid turbo
Pick Stage 5 if you want to run 26 PSI and if you have enough fueling to support that boost. Otherwise, you can comfortably run Stage 4 set at 24 PSI or lower with this turbo.
* Genuine (OE) Garrett or Borg-Warner turbos are strongly recommended. The vast majority of rebuilt or hybrid turbos are not optimally calibrated. VNT type turbos are naturally more complex than wastegated turbos commonly found in gas (petrol) cars, so there is more room for error. We do not recommend other brand turbos. However, if you put in a potentially significant amount of work logging boost and recalibrating the vacuum actuator and/or stop screw, then you might get reasonable results from an aftermarket/rebuilt turbo.
** VNT-17/22 was a popular turbo which our Stage 5 tune was built upon on. Stage 4 also runs well with that turbo. That turbo was originally created by an official Garrett distributor, with very consistent results. However, the performance upgrade over a regular VNT-17 is marginal. They also stopped producing the turbo years ago due to parts availability issues. "17/26" or "GT1752v" aftermarket options may exist today - they are similar in size to the classic VNT-17/22, but we see more inconsistent boost control with them due to their actuator & stop screw setup being of lower than OE quality. We recommend a brand new & genuine Garrett / Borg-warner "VNT-17" instead paired with Stage 4 to give your vehicle a rock-solid OEM+ boost.
For cars with automatic transmissions (01M, 09A Jatco JF506e, etc.): Stage 4 can still be used. We do not have tunes for automatic transmission computers (unless it's a DSG in 2004-2006 New Beetle TDI). The automatic transmissions are known to have less-than-stellar reliability, even with stock 100hp power. Although we have many such customers running a full Stage 4 ECU tune without issues, we can offer a reduced-torque Stage 4 tune if you want reduced risk - please ask us.
This is a low-torque version of Stage 4 designed to reduce chance of clutch slip in manual transmission. The peak torque typically occurs at lower RPM, and that is where it's limited. This tune attempts near Stage 4 power at higher RPM.
Automatic transmission owners may also consider this to reduce transmission stress. We do not offer tunes for automatic transmission computers.
* Genuine (OE) Garrett or Borg-Warner turbos are strongly recommended. The vast majority of rebuilt or hybrid turbos are not optimally calibrated. VNT type turbos are naturally more complex than wastegated turbos commonly found in gas (petrol) cars, therefore there is more room for error. We do not recommend other brand turbos. However, if you put in a potentially significant amount of work logging boost and recalibrating the vacuum actuator and/or stop screw, then you might get reasonable results from an aftermarket/rebuilt turbo.
A "VNT-17/22" hybrid turbo
May be required to adapt a VNT-17 turbo's compressor outlet to your intercooler pipe
Larger than VNT-17/22 turbo, or a wastegated turbo.