* Each turbo's horsepower figure depends on your car's configuration and tune aggressiveness. For instance, a CP3 HPFP (fuel pump) upgrade may unlock another 10HP. Spraying dry N2O (nitrous oxide) can support significantly more power than advertised.
Tune sold separately.
If your current exhaust down pipe fits a stock turbo, then it likely will fit this kit. 2009-2014 Golf, Jetta, A3, and Beetle TDIs are some of the many TDIs that are supported. This kit will not fit 2012-2014 Passat TDIs and 2015 2.0L TDIs (all oval cylinder ports).
This kit is designed to maximize use of OEM parts. It minimizes second-guessing or after-install tinkering.
The installation method is virtually identical to re-installing the stock turbo.
This kit allows you to retain all original emissions parts. We tested this in our vehicle with VW's latest emissions fix for several months, with no faults.
Our three turbo options are based off OEM Garrett GTB1756VK, GTB2056VK, and GTB2260VK, some of which are found in factory 3.0L diesels. We label them as "MTB1756V" or "MTGTB1756V," because of the following modifications made to the turbo:
The electronic turbo actuator is converted to an OEM vacuum actuator, which is used by most stock 2.0L CR TDIs.
We install a new (fully cast, not welded) compressor housing that replicates a common stock 2.0L CR 16v TDI turbo. This contributes to the plug 'n play nature of this kit.
These are otherwise OEM-intact turbos, including all the critical internal moving parts.
Even though the MTGTB1756V turbo is larger than a "CR170" turbo (a popular Stage 3 turbo), it achieved 360ft-lb at the wheels @ 2,231 RPM on a conservative dyno! That applies to both DSG (automatic) and manual cars.
Comparing turbo compressor and turbine wheel sizes
Turbo
Compressor Wheel Size
Exhaust Wheel Size
Inducer
Exducer
"CR170"
37mm
47.5mm
43mm
38mm
MTGTB1756V
41.5mm
56mm
40mm
MTGTB2056V
47mm
MTGTB2260V
44.5mm
60mm
50mm
45mm
We found all MTGTB turbos to produce lower overall exhaust soot and lower exhaust gas temperature than the CR170. Your results may vary.
Upgrading your stock HPFP (high pressure fuel pump) to a "CP3" unit and upgrading your simple fuel rail pressure sensor to 2,700bar, plus a proper tune to support, can unlock an additional 10-15HP with stock fuel injectors.
With our new exhaust manifold design that has been intensley tested and revised during R&D, we were pleasantly surprised to find that even the MTGTB2260V does not have much more boost lag (roughly +100 RPM) than the MTGTB1756V. While MTGTB2260V is the most popular choice, we recommend the MTGTB1756V for high elevation residents (including Colorado, New Mexico, or those who occasionally drive over mountains) to avoid a significant increase in boost lag at high elevation. Also to minimize compressor surge risk.
Maximum boost specifications at sea level for a 2.0L or smaller engine:
MTGTB1756V = 28-30 PSI peak, tapering down at high RPM. We tested more than 30 PSI on a dyno and did not detect appreciable gains that justify extra strain on the turbo.
MTGTB2056V = 30 PSI peak, tapering down at high RPM.
MTGTB2260V = 32 PSI peak, tapering down at high RPM.
A good tune will automatically reduce boost at higher elevation, like the factory tune.
The exhaust manifold is cast and designed to exceed the quality of the original OEM cast manifold. Click here or the above image to learn more.
