IE 20V Powered VW Passat, 220 MPH and Climbing!

Integrated Engineering (IE) and Potter Brothers Racing teamed up in 2012 to build the fastest Volkswagen in the world. The goal was to set a land speed record surpassing 230 MPH. While we are still working towards this goal, we have learned an enormous amount of invaluable information that IE has been able to apply to its products that several thousand enthusiasts use today. Weather permitting, we will be back out on the Bonneville Salt Flats for another attempt this summer, 2015. Below you will find a general overview of all the work and components that have gone into this project.

In 2013 the car reached a staggering 220MPH. Be sure to check back in the future as we continue to push towards beating the current record of 227MPH (set by Seat/Skoda).

The car:
The 2000 Volkswagen Passat 1.8T was chosen by Potter Brother Racing as the best possible VW chassis, due to the fact that the B5 Passat Sedan has the lowest combined drag coefficient (.27 in stock form) and frontal area (2.1 m2) of virtually any production automobile.

 Chassis features:
-Stripped to bare shell for race preparation.
-Double-hoop rollcage built to SCTA specs for 'over 200 mph'. Rollcage constructed of 180 feet of 1.625" DOM thickwall tubing, by local Salt Lake City expert fabricator, Brian Thomas
-DJ Safety parachute system with expertly engineered ‘neutral’ tether point, fabricated by Brian Thomas
-Roll cage and interior bodywork painted in OEM Satin Silver
-Four doors gutted, with lightweight trim panels and dashboard top padding installed as per SCTA Production Category rules
-All windows except windshield constructed of Lexan by Potter Bros Racing
-Fully adjustable 4-link front suspension, with custom dampers, spring rates, and alignment settings by Potter Bros Racing, OEM brake components
-Custom zero-offset 15x4.5 rear wheels with Goodyear Eagle 26” diameterracing tires
-Fully blueprinted and seam-welded OEM VW steel front wheels with 23" to 26" diameter tire choices for gearing flexibility. Moon Discs with Dzus fasteners for Aero and Cool factor
-Entire OEM electrical system discarded, one-off electrical system designed and installed by Integrated Engineering
-All exterior lights, equipment and trim in place as per SCTA production rules, with only allowance being removal of exterior mirrors
-IE designed and constructed driver-actuated dual independent aerospace-spec foam fire suppression system with multiple cockpit and engine bay nozzles
-Drag Coefficient with allowable modifications:(cD) .26
-Completed vehicle dry weight: 2950 lb.

Integrated Engineering Race Engine:
you can see a video of this engine running on the IE in-house engine dyno here: https://youtu.be/pgopfu1zOQk
Bottom end
-Blueprinted 2008cc (83mm bore, 92.8 stroke) FSI 'BPY' block with Integrated Engineering FSI Ultimate Girdle Kit (tall boy billet main caps, girdle/bedplate, custom hardware)
-IE/ARP studs and fasteners throughout engine
-IE premium I-beam Tuscan rods
-Fully coated Integrated Engineering-Spec JE pistons with thick-wall tool-steel wrist pins
-IE off-the-shelf Stroker Kit forged steel 92.8mm stroke crankshaft
-Mahle/VanderVell performance engine bearings
-Custom high-output oiling system with IE oil filter-cooler adapter plate. Oversize oil pump and IE oil pump chain modifications.

Cylinder head
-Large port 1.8T AEB 5-valve cylinder head
-IE IECVA1 camshafts with custom valve-timing settings to optimize sustained acceleration between 7000-9000 RPM
-IE titanium retainers& valve springs
-Ferrea valves
-IE valve guides
-IE 1.8T adjustable cam gear
-Early prototype cylinder head flow development, porting, blueprinting by local cylinder head expert, Bill Jones

 Turbocharger:
-Precision Turbo 6768 CEA turbocharger
-66mm wastegate with custom one-off stainless header with T4 flange
-Custom aluminum turbo intake duct by Thomas Speedworks
-4 inch full turbo-backexhaust system

 Custom intake manifold:
-Brian Thomas one-off fabricated short-runner intake manifold with incorporated 1000HP PTE air to water (ATW) intercooler. ATW intercooler fed by ice water with 30 gallon tank located in rear seat area with 1800 GPH marine pump. Oversized plumbing with custom IE billet firewall bulkhead.

 Fueling system:
-IE Dual 044 fuel surge tank in front bumper
-OEM fuel tank and pump used as zero-pressure transfer pump
-Return-less IE billet fuel rail with electronic pressure transducer for continuous monitoring and datalogging
-4 Bosch 2200cc gasoline fuel injectors
-ERC ‘A8D’ 120-octane leaded racing gasoline, lab-certified with zero alcohol or oxygenates to meet SCTA ‘Gas’ class rules.

Engine management & tuning:
-Link G4Plus Extreme Engine Management with full datalogging and 100% system automation
-Completewiring harness designed and constructed by Integrated Engineering 
-All electronics centralized on one panel in original glove box location
-IE designed-and-built comprehensive monitoring and data acquisition including wideband O2 and individual exhaust port EGT measurement, along with temperature and pressure measurement of all on-board fluids. Individual wheel speed measurement and gear-dependent engine output designed and calibrated by Integrated Engineering.
-Fully configurable Racepak instrument display with IE-calibrated, prioritized driver warnings and alarms
-Complete engine management designed by Integrated Engineering on in-house Superflow 902 dynamometer cell, and exclusive, complete vehicle calibration and simulation using IE’s Dynapack chassis dynamometer laboratory
-All engine dyno tuning and development performed using clone 2008cc 20V turbo engine, allowing comprehensive, yet rapid changes to optimize drivability, maximum output, and reliability

Clutch setup:
-Clutch Masters SFI-rated Billet Steel Flywheel and custom FX500 single disk Clutch Masters clutch
-Audi A4 (front wheel drive) 6-speed transaxle with ultra-tall gearing
-Custom IE driveshaft spacers to remedy driveshaft angle issues with zero static ride height at 200-plus MPH.

Additional Photos:
-VW Passat driver, Dewey Potter geared up for another run

Rod K. testimonial: Integrated Engineering VW MK5/MK6 Audi TT/A3 adjustable camber plates

The IE camber plates are a first class piece of equipment, quality CNC machining out of billet aluminum, fit finish is top notch the anodizing is deep and rich in color. The stainless steel threaded strut nut is fantastic, recessed and offset threads to reach in deep and get tons of thread purchase for a tight bite on the strut threads.This little bit of engineering is a step above the competition, very well thought out for those folks that are running stock VW struts yet, well done! Everything is quality the spring hats are precisely made, fitting the OE spring ID’s like perfect.

Here’s the big bonus, after switching from a popular brand of camber plates I have been running for two years and hearing the constant clatter and chatter, I forgot how nice it is to have silence from the front end. The IE camber plates are silent, no chatter, no popping and banging, BEAUTIFUL!  I am pleased to report putting the car on alignment, the plates took adjustment easily and are locked in place, we paint marked all bolts and after some rough Salt Lake City street driving, (some bad maintenance here) things are staying put! It is pure joy to drive a car and have no rattles coming from the front end.  HANDS DOWN THESE PLATES HAVE HAD MUCH THOUGHT PUT INTO THEM AND ARE MACHINED RIGHT.

Next up is track report, we have been testing the car at Miller Motorsports Park, the car has three track days, ran at 80% on Ultra performance BF Goodrich G Force Sport Comp 2 tires. This is the same tire that the Miller Motorsport Park Ford Racing School Mustangs run, so it is a good all round grippy tire with life. So far no movement or wandering of bolts have occurred, paint pen marks prove that. The car has ran up on the inside apron and out on the rumbles so far so good.

Now it’s time for DOT R compound tires , the car will be running in NASA TTC class on BF Goodrich R1’s in 245/35 R18’s. Looking forward to the extra camber the car has for its new set up and to see how the plates hold up at higher speeds and higher lateral loading, so far I’m impressed with every facet of Integrated Engineering Mk 5/6 camber plates. Plain and simple buy them you won’t regret it, what a great part. Race report to follow.   

-Rod Kujaczynski, NASA Utah instructor
2010 Volkswagen Mk 6 DSG GTI United Gray

Learn more about IE adjustable camber plates here
Read Rod's 6000 mile update review here

Rod K. 6000 mile update: Integrated Engineering VW MK5/MK6 Audi TT/A3 adjustable camber plates

Rod Kujaczynski, a local NASA Utah instructor and owner of a 2010 Volkswagen Mk 6 DSG GTI has been driving and racing on a set of Integrated Engineering adjustable camber plates for over 6000 miles now.  He has just submitted another review after driving on them for an extend period, this is what he has to say.

Dear Integrated Engineering,

It’s been over 6,000 miles since the IE camber plates for VW MK5/6 have been installed on my 2010 VW GTI MK6. To put it simply: the performance of this product has been outstanding.

After the installation of the plates and finished alignment, the car went immediately to the track to test the setup. The old set of Ground Control plates were pulled out then along with the IE plates went in a set of H&R sport springs, so the entire setup had to be reworked. After a tweak or two and a minor sway bar adjustment I felt the car was set. We settled on a 2.9 degrees of negative camber on front right and a 2.8 degrees of negative camber on driver left. With the IE plates we could have easily gone as much as 3.3 degrees of negative camber but the latter sufficed for the next N.A.S.A time attack event coming the following week.

For the final event of the year I put the car in the TTC class, as this has always been a fast car on the Miller Motorsports Park 3.0 mile outer loop configuration. I know how the car runs and what times we have as a benchmark. It was the last day of the season so we arrived at track with 34 degree air temps. Every car that ran first session including mine fought for tire temp and grip, everyone was 4 to 5 seconds off mid-summer session times. I ran a slippery 2:19.2. A tire pressure adjustment was in order and I sat out on the 2nd session hoping the track would warm up a bit. The 3rd practice came and netted a qualifying lap of 2:17.3, requiring another tweak on hot tire pressures and it was ready for the final session. Track was still cold with a 55 degree high temp for the day, with grip being an issue for everyone that came out. The fast lap for my GTI was the 6th out of 8 laps for a 2:16.1. This was a great time with the IE plates installed- the more aggressive setup yielded results! In the TTC class my GTI took the win with 2.7 seconds over second place. I’m confident that next season I’ll be able to further improve my lap times!

Now for the 6,000 mile review since the plates were installed. The plates are simply amazing! We have some of the worst roads in the country here in Salt Lake City due to harsh winters. I have run the car as a test with the same settings. We have deep potholes, frost heaving, manhole covers, and bad bridge-to-highway transitions, which can hit you hard. Despite all that, the plates have not migrated at all! Rock solid, no alignment drift, same camber setting, no rattling, no binding, and no clunking, just solid and quiet! I can easily say without reservations these are the best plates for a VW GTI MK5 & MK6 on the market. If you commit the dollars you will never regret it.

Until next time,

Rod Kujaczynski

RaceCo Driver, Instructor for RaceCo events, PCA of Utah, N.A.S.A HPDE, Lapping days

To read Rod's first initial review of our adjustable camber plates, CLICK HERE
To learn more about the impressive engineering behind IE camber plates, CLICK HERE

Jeff had been looking for a solution to help improve the track day performance of his Audi TT RS and relieve some serious tire wear issues.  Take a look at his review below after he installed a sport spring kit and IE camber plates.

"As seen in the photos (shown below), there is significant scrubbing from the stock suspension, this created significant under steer and slower lap times. Look at the difference in the later picture, same number of laps! I was cording front tires on the outside edge after 2 track days. What a savings now! So much more fun and 5 seconds lap faster on a 2 mile course.

 In conjunction with the Integrated Engineering camber plates, wider and lower aspect tires and a sport spring kit, the car is greatly improved and has near-neutral handling. The changes are dramatic and very much worth the investment!"

-Jeff
2013 MKII Audi TT RS

OEM suspension:

IE camber plates and sport spring/shock setup:

Learn more about IE adjustable camber plates here

SHIPPING NOW!
Integrated Engineering FDS performance intercooler kits have over a year of extensive research and development unseen in other designs on the market. In this post you can read all about these innovative new intercoolers, technical data, and answer any questions you may have. Read below to learn more about our exciting design.

PRODUCT OVERVIEW
The Integrated Engineering MK5/MK6 FDS intercooler system was built from the ground up to offer the ultimate in performance for your vehicle. When increasing the power output of your engine it is extremely important to ensure it has the proper cooling to match. It packs a very large intercooler core into the space available, a full 54% larger than the OEM core. This large core delivers cool air to the engine under all circumstances, increasing power and torque and simultaneously reducing heat soak.

IE FDS SYSTEM
Our end tanks feature the FDS flow distribution system, which is totally unique to our intercooler. By incorporating flow distribution channels into the inlet side end tank, air is evenly distributed from the top to bottom of the core, maximizing cooling efficiency. Other intercoolers on the market only allow natural airflow through the core, which is primarily on the bottom side near the inlet, making for poorly distributed cooling. In lab tests, temperatures across the IE FDS core were 65% more even than the nearest competitor. This proves more effective use of the core, resisting heat soak more so than any competitor and consistently delivering a cool charge.

http://youtu.be/PfKgU5k8KzU
FDS VS competition flow dynamics 

REDUCING HEAT SOAK
Heat soak occurs when the heat generated exceeds the cooling capacity of the intercooler. The most common symptom is the noticeable loss of power after long term acceleration or several back to back power pulls. By greatly increasing the core size and useable area of the core with FDS technology, we have eliminated the heat soak. The following chart of “30” second power pull shows how the intake air temperature remains consistently lower than the OEM intercooler.

HIGH QUALITY CAST END TANKS
High quality American castings for the intercooler end tanks have perfect surface finish and absolutely none of the casting flaws commonly seen in import intercoolers which can destroy your engine. This attention to detail in the design process means that our intercooler is actually lighter than many import intercoolers, while simultaneously having a much larger core volume. These features provide an intercooler with perfect OE fitment and the utmost highest level of performance available today.

PERFECT FITMENT
Our engineers also went to great lengths to ensure quality and perfect fitment. The end tanks were carefully CAD designed and CFD flow optimized. All mounting bosses are fully machined to ensure a perfect fit. Even the inlet and outlet barb connections are completely machined, ensuring a leak free seal.

IE FDS INTERCOOLER FEATURES

-Charge air temperatures lowered drastically
-Horsepower and torque increased
-Horsepower loss from heat soak removed
-IE FDS spreads the heat over the intercooler core 65% more evenly than competitors
-Large bar and fin core measures 16.39" x 24" x 2.25" 54% more core volume than OE
-USA cast and machined end tanks with fully machined mounting bosses for a perfect fit
-Fully machined inlet/outlet connections for a leak free seal
-Perfect OEM fitment, no trimming required
-Large 2.75" inlet and outlet connections
-5 ply silicone hoses and a billet adapter ensure reliability
-Includes all necessary hardware and hose clamps

APPLICATIONS

-AUDI MK2 A3/S3
-AUDI MK2 TT/TT-S
-VW MK2 BEETLE (EA888 Gen1 & 2013.5+ EA888 Gen3 Only)
-VW CC VW EOS
-VW MK5/MK6 GOLF/GTI/R
-VW MK5/MK6 JETTA/GLI (EA888 Gen1, 2013.5+ EA888 Gen3, & EA113 Only)
-VW B6/B7 PASSAT (EA888 Gen1, 2013.5+ EA888 Gen3, & EA113 Only)
-VW SCIROCCO/R VW TIGUAN

Let us know what you think in the comment section below!

Our friend Nate Brown from New German Performance installed a set of Integrated Engineering camber plates looking to get improved track performance on his 2006 MK5 GTI. Continue reading to see his personal thoughts after many miles on his set of IE camber plates.

"As I've come to expect from everything Integrated Engineering manufactures, the IE camber plates are works of art. The attention to detail, quality, fit and finish and everything else down to the packing and instructions is attended to. Assembly onto our new Type II coilovers was as simple as an OEM strut mount in my opinion, and they are equally simple to adjust. After alignment we ended up at exactly -2.25 degrees per side. The additional camber up front is just what the doctor ordered for the Mk5/6 cars. Turn in is significantly improved, as is grip through the corner. Best of all by running relatively mild toe settings I have seen no increase in tire wear over thousands of miles (I drive a lot). Noise transmitted through the chassis is higher than factory, as you would expect with the removal of the rubber OE mounts, but it is to me minimal, and well worth the improvements in handling for running on track, autocrossing, etc."

Thanks again,
-Nate Brown
2006 MK5 GTI 2.0T FSI
New German Performance
www.ngpracing.com

Nate is getting impressive performance from his GTI with lots of engine performance bolt-ons, plenty of performance suspension solutions, IE camber plates mounted on NGP Type II coilovers, BFG G-force Rival 245/40 R18 tires, and a 328mm big brake kit.  Check out a video of this track happy MK5 tearing it up HERE.

Learn more about Nate's MK5 GTI here
Learn more about IE adjustable camber plates here

UPDATED 7/1/2015

After two long years of development and testing, the IE450T big turbo upgrade kit for the MK6 Golf R is finally here! This kit is a direct replacement for the factory K04 setup and offers a 70% increase in power to approximately 450hp at the crankshaft. Contrary to most big turbo upgrades, the factory spool time is left nearly unchanged due to true twin-scroll technology used in the IE cast stainless exhaust manifold and the BorgWarner EFR turbocharger. We have carefully selected each component for this kit to work in harmony with one another and tested them for thousands of miles to confirm durability. No corners were cut in the making of the IE450T; it is truly the highest quality kit available for your Golf R. Click the image above for details, pricing, and purchasing info!

UPDATED 3/3/2015

The entire Integrated Engineering team has been hard at work finalizing all the details, hardware, fitment, software, and fine tuning every possible component of the IE450T Golf R turbo kit.  Most major kit components have been finalized and are shelf stocked waiting to be fully packaged as final IE450T kits.  The IE development Golf R has been daily driven and tested since day one of this project and continuously updated with final version parts as they have become available.

After countless hours in the IE chassis dynamometer test cell receiving software revisions, the IE450T Golf R underwent a 4 day, 2100 mile road trip.  This road trip took the car through desert, over mountains nearing 10,000 feet, down to sea level, and through a variety of weather conditions. The demanding trip was designed to test the reliability and performance of the hardware and software in any condition.  The IE 450T big turbo kit effortlessly passed the test and put a huge smile on the face of anyone behind the wheel.  The invaluable data gathered during the trip has been incorporated to further refine the perfect daily driving, yet extremely angry, tune for this big turbo kit.

Lake Tahoe, Nevada

Muir Redwoods outside San Francisco, California

Las Vegas, Nevada

We have also added other features into our IE450T tune, such as no lift shifting and launch control. These additional features push the car even further into super car speeds and a power band that never disappoints.  You can see a small example of our no lift shift and launch control HERE.

Only a few small items are left now before we can finalize the IE450T kits and start releasing some true monsters upon the streets worldwide.  Keep your eyes open for an official ETA release coming soon.  Continue reading below to see many updated images of final production parts.

Posted Sep 16, 2014

Overview

As it hit the drawing board, the idea was simple: develop a turbo upgrade kit for the MKVI Golf R which not only significantly increases the power output of the vehicle, but also greatly enhances the driving experience. Car enthusiasts, including us here at Integrated Engineering are often apprehensive when it comes to big turbo upgrades, as larger turbos carry a reputation of increasing turbo lag. We wanted to offer a kit that would increase the power without making the car lose its amazing street-friendly, daily drivability. Fast forward through nearly two years of development… and we are pleased to announce the Integrated Engineering 450T EFR turbo kit for MK6 Golf R.

The IE 450T MK6 Golf R kit is a complete turbo upgrade system based on a twin-scroll BorgWarner EFR turbocharger, which offers larger power gains than other kits on the market, while offering faster spool time. Included with the kit is everything needed to upgrade, including hardware and software. In bolt-on form, the kit will increase horsepower to 450bhp on stock engine internals, with the capability of over 500bhp if a built engine is utilized.

Pre-production images, renders, and models shown. Final kit components are subject to change.

Turbocharger

By employing twin scroll turbo technology, the IE EFR kit is the first of its kind on the market, offering both higher horsepower numbers and faster spool time than other available kits. The BorgWarner EFR turbo series offers the latest in turbo technology, using a high efficiency billet compressor wheel and superior transient response from the titanium turbine wheel, which allows the turbo to re-spool quickly. The EFR turbo offers OEM reliability with a heavy duty ceramic ball bearing center section, designed for ultimate longevity. To keep boost control simple, yet effective, the EFR turbo uses a generous 42mm internal wastegate. This wastegate setup works in true twin-scroll fashion, bleeding off pressure from both sides of the turbine housing.

Not only developed for reliability, the EFR turbos also offer the highest performance on the market, which is why they have been used on Indy cars since 2012.

Exhaust Manifold

A twin-scroll turbo is only as good as the manifold it is mounted to, which is why we allocated a large amount of engineering resources and spent time to develop and test a true twin-scroll cast exhaust manifold.  We have designed the exhaust manifold in house using the latest Computational Fluid Dynamics (CFD) software to optimize flow and balance between all cylinders. We investment cast these in North America from CF8C stainless steel, which not only looks brilliant, but will outlast other manifolds manufactured from lower quality materials.

With longevity in mind, we have designed the exhaust manifold with robust mounting flanges, which will not warp or crack over time. To keep the turbo securely mounted, we also use studs and nuts made from Monel, which is a high-temperature resistant alloy that will not deform and keeps the seal between the turbo and manifold intact.

We have designed this manifold specifically for use in the IE EFR kit; it will not be available separately for custom turbo setups.

MAF housing

To allow the additional airflow past the mass air flow sensor (MAF), we include a cast aluminum MAF housing that fits directly between the turbo inlet pipe and the intake tube. This housing features a fully machined internal diameter, which is absolutely necessary for consistent MAF readings. The diameter is a perfect match for the tune that is provided with the kit, offering OEM drivability. To finish off this beautiful cast piece, we machine the inlet/outlet hose connections and mount bosses, then powdercoat it black.

Silicone & cast charge pipe

Our kit includes a high flow cast turbo outlet pipe, which is a direct replacement for the factory piece, providing a smooth connection between the turbo and the intercooler. To keep hoses securely attached, the barbs on this unit are fully machined and the factory mount points are utilized to keep the pipe from moving.

To connect the turbo compressor inlet and outlet, we provide heavy duty reinforced black silicone couplers, which maintain the factory look. We have also opted for stainless steel, silicone-specific hose clamps, which keep hoses attached without damaging the silicone.

Oil/coolant lines

The IE EFR kit includes oil and coolant plumbing that has been designed for the specific application, with use of mandrel-bent hard lines and heat protection in critical areas. All necessary adapters and flanges are included to make plumbing a simple, plug-and-play task

Downpipe

The included downpipe is made from 3” stainless steel, which is mandrel bent and fabricated to directly fit the application. It incorporates a stainless steel flex section, which allows the exhaust to accept engine movement under normal operation. The downpipe has been designed to directly connect to the IE midpipe, which connects directly to the Milltek cat back exhaust, available separately. We use V band connections, which make for ease of installation, no leaks, and easy adaptation to other manufacturer’s cat back exhaust systems.

Wastegate bracket

To make the fitment of hardware components perfect, specific brackets and adapters have been designed. In order to use the internal wastegate on the EFR turbo, we offer an embossed stainless steel actuator bracket, which is designed to eliminate flex and maintain consistent boost control. This component was custom designed to fit within the space constraints on the 2.0T FSI engine.

Hardware, gaskets, etc

The IE kit is complete with all necessary mounting bolts, nuts, washers, and gaskets required to install the new turbo components. Several custom billet adapters are also included, which are used to plumb PCV system and oil lines to the turbo. A new set of spark plugs are included, which are necessary for the higher boost output of the EFR turbo.

Software

In order to create a truly plug and play turbo kit, matching software is included to recalibrate the ECU to suit the added horsepower from the hardware upgrades. With the amount of design and engineering that went into the hardware portion of the kit, we decided it was necessary to take the same amount of care and time developing software developed for the specific kit. Our engineers completely reverse engineered the ECU, which gave them a starting point for developing software that not only supported the additional power, but also made the driving experience much more enjoyable than stock. With use of our in-house Dynapack DP42 dynamometer, the IE Golf R spent months of its life getting software developed, endurance tested, and drivability perfected.

Along with the support for the power of the EFR turbo, we have incorporated several other features in the software, such as a raised rev limiter, removed speed governor, increased throttle response, and increased operating efficiency. The tune that is offered with the 450T kit is designed for use with either 91 or 93 octane pump gasoline, with plans to develop an option for 100 octane in the future. With the base 450T kit, the internals of the block are at a maximum safe power level. Once the 100 octane file is available, we will be offering it for customers with built engines only.

All IE software is developed and tested at our Salt Lake City location. With hot, dry summers and cold, wet winters, our changing climate is great for testing software under different conditions. We are also able to test at varying altitudes due to our local geography.

Other required hardware

Although the turbo kit is fully inclusive, a few supporting modifications are also required. These are not included in the kit, as many customers will already have them installed on their car.

Supporting hardware required for installation:

-IE HPFP (high pressure fuel pump)
-IE FDS Intercooler
-IE midpipe or similar to mate with IE downpipe (IE mid pipe coming soon)
-Aftermarket catback exhaust
-IE Intake kit (IE intake kit coming soon)
-Once 100 octane file is available, built engine will be required to match

Click image to see more about the IE HPFP

Click the image to see more about the IE FDS Performance Intercooler (now on pre-order)

Expected Release dates
It is till too early to establish a firm release date, but the kit is expected to launch in late 2014 or early 2015.  Bookmark this page and re-visit often to check for more updates and future info.

In this post we will go into detail on what IE manufactured products we have to offer, and what power stage each product is best utilized.   We will also use this post to answer questions, offer technical advice, and give you insights to upcoming products. Please feel free to look around and ask us any questions that you may have.

IE offers a broad range of performance solutions to reach your power goals with ultimate quality and reliability. From simple bolt-ons to crazy track prepped super car slaying monster, we have the parts to complete your build. Listed below is a quick link overview of currently available IE products.

Recommended for OE - Stage 1 software and above
-IE FDS performance intercooler

Recommended for Stage 2 software and above
-IE High Pressure Fuel Pump

Recommended for big turbo setups and above
-IE valve spring & titanium retainer kit
-IE H-beam aftermarket piston connecting rod set
-IE Tuscan I-beam aftermarket piston connecting rod set
-IE rod install kit (basic or ultimate)
-IE Sport Series assembled short block
-IE Sport Series assembled cylinder head
-IE adjustable camshaft gear
-IE press fit timing belt drive gear

Recommended for 500WHP+ setups and above
-IE CNC ported cylinder head (assembled or bare)
-IE crankshaft girdle kit (standard or ultimate)
-IE 4140 billet main caps (standard or tall boy)
-IE performance valve guides

Chassis components
-IE adjustable FES camber plates
-IE Spec AP Racing 355mm 6 piston big brake kit

Billet Accessories
-IE recirculating catch can kit
-IE billet valve cover (requires IE EVAP crossover relocation kit)
-IE PCV solution plate
-IE valve cover breather adapter
-IE block breather adapter
-IE billet boost tap
-IE Billet boost cap
-IE billet diverter valve housing
-IE water methanol throttle plate
-IE rear breather block-off plate
-IE rear breather adapter plate
-IE high pressure fuel pump block-off plate

Below you will find expanded detail about all of the products listed above.

IE FDS PERFORMANCE INTERCOOLERS
The Integrated FDS intercooler system was built from the ground up to offer the ultimate in performance cooling for your vehicle. Our large 54% larger than the OEM intercooler core delivers cool air to the engine under all circumstances, increasing power and torque and simultaneously reducing heat soak. Our end tanks feature the FDS (flow distribution system), which is totally unique to our intercooler. By incorporating flow distribution channels into the inlet side end tank, air is evenly distributed from the top to bottom of the core, maximizing cooling efficiency. Other intercoolers on the market only allow natural airflow through the core, which is primarily on the bottom side near the inlet, making for poorly distributed cooling. In lab tests, temperatures across the IE FDS core were 65% more even than the nearest competitor. This proves more effective use of the core, resisting heat soak more so than any competitor and consistently delivering a cool charge. High quality American castings for the intercooler end tanks have perfect surface finish and absolutely none of the casting flaws commonly seen in import intercoolers which can destroy your engine. This attention to detail in the design process means that our intercooler is actually lighter than many import intercoolers, while simultaneously having a much larger core volume. These features provide an intercooler with perfect OE fitment and the utmost highest level of performance available today. Our engineers also went to great lengths to ensure quality and perfect fitment. The end tanks were carefully CAD designed and CFD flow optimized. All mounting bosses are fully machined to ensure a perfect fit. Even the inlet and outlet barb connections are completely machined, ensuring a leak free seal. Learn more...

IE FDS Intercooler Dyno graphs:

IE High Pressure Fuel Pump
The high pressure fuel pump is cam-driven providing over 1500psi to the direct injection fuel injectors in the FSI engine. More fuel is required to support the added horsepower from larger turbos, ECU tunes, and other power-increasing modifications. IE HPFP utilizes an increased bore size of the Nitride coated cylinder, coupled with our Nitride coated constant diameter piston resulting in 50% more displacement than the factory unit. This combination offers fueling for nearly 600hp at 7500rpm. This is a great reliable performance upgrade for those looking to do a big turbo setup, or even max out the factory turbo at higher boost levels. Learn more...

IE valve spring & titanium retainer kit
IE spring and retainer kits feature spring rates which are optimized to match your vehicle specifications and provide proper valve control even under high revving applications. Increasing your engines power output often comes with modifications that require more RPMs to get the most out of it, upgrading software and hardware components without changing out the valve springs can leave you with a short power band or cause valve float and other significant damage. Manufactured out of the best spring wire in the world IE valve springs use a patented multi stage shot peening process that further reduces failure rates. Our titanium retainers are machined with an excellent surface finish and tight tolerance control for a long lifespan. Learn more...

IE H-beam connecting rods (Designed for use with aftermarket piston sets, Mahle and JE designs available)
IE has remained the leading VW/Audi connecting rod manufacture with a history of high reliability on demanding power and strength requirements. This is accomplished through careful industry leading design practices, manufacturing, and strict quality control processes. For years our H beam rods have been the workhorse of our lineup providing excellent performance right out of the box. With very high reliability even in extreme applications our H beam design has remained the top choice in builds up to 700+ BHP, even found in four-cylinder cars into the 800+ BHP range. Extra attention has been paid to even the smallest details such as the bearing tangs, wrist pin fit, and big end side clearance. Each and every set is finish machined and honed in-house for perfectly round and on size big-end bores, resulting in the industries lowest failure rates. These H-beam connecting rods have perfectly matched small ends for use with aftermarket pistons on the 2.0T FSI engines. Learn more... 

IE Tuscan I-beam connecting rods (Designed for use with aftermarket piston sets, Mahle and JE designs available)
IE's Tuscan I-beam connecting rods are the best rods available for your engine. Each individual engine application has been custom-crafted and optimized by our engineers. IE's own I-Beam design as been utilized for incredible bending and torsional stiffness. Additionally, an extensive iterative process lead to the unique Egg shape of our rod beams, which lowers stresses as much as 20% compared to less evolved designs. This shape very evenly distributes the high compressive loading from a turbocharged engine onto the connecting rod beam. We then validated this success with years of field testing, powering numerous 4 cylinder VW / Audi engines with over 1000 bhp! In addition to being tough, IE Tuscan rods are also designed to minimize unnecessary weight on the connecting rod for an ultra balanced weight to strength ratio. Learn more...

IE rod install kits
To make the installation of your new Integrated Engineering connecting rod set a simple task, we have put together these performance rod install kits. These kits include all necessary components needed for the removal and installation of the connecting rods. Available in a basic or ultimate kit.

IE Sport Series assembled short block
IE precision shortblock assemblies are the strong and reliable basis for your high performance engine build. Every short block option underwent countless hours of engineering and torture testing on our in-house dyno facilities to determine the best selection of parts and build specifications for the performance level. This extensive design and testing process ensures your new short block assembly will perform with the upmost reliability. Your Sport Series short block is completely inspected, machined, and meticulously assembled with IE Tuscan I beam connecting rods, Mahle 83mm bore 9:1 CR forged pistons, OEM main bolts, OEM thrust washers, and Mahle rod & main bearings. Learn more...

IE Sport Series assembled cylinder head
The Integrated Engineering Sport Series assembled cylinder heads are designed to make meeting your performance goals hassle free, more enjoyable and easily attainable. Complete with all machine work and assembled with new performance valvetrain, ready to increase horsepower as well as support higher RPM levels. We have designed these with factory drivability in mind, taking care to build them with the proper components to offer smooth, quiet operation and the longevity you would expect from a brand new engine. As power levels increase over the course of your project, you can count on your Sport Series engine components to function reliably for years. Learn more...

IE adjustable camshaft gear
Advancing or retarding your cam timing allows you to adjust your power band for peak power. IE cam gears are precision CNC-machined from solid 6061 aluminum, and feature a real one-piece male keyway for an exact OE fit with no concern of failure. The cam gear outer rings are machined to OE specifications for a perfect mesh with your timing belt, featuring a hard anodized finish for minimal wear. The threads are roll-form for solid engagement, then stuffed with high quality stainless ARP bolts to lock it all together. Finally, a flawless layer of bright dip anodizing is laser-etched so you always know exactly where your cams are positioned. Learn more...

IE press fit timing belt drive gear
Eliminate the weak design of the factory drive gear keyway once-and-for-all with the IE billet replacement. The factory gears are notorious for breaking keyways and crank bolts coming loose with aftermarket performance upgrades, causing timing belt failure. IE press fit gears have completely redesigned the factory interface, removing the weak factory gear and loose-fitting keyway, replacing it with a precision machined and zinc plated solid steel gear with a press-fit interface. Learn more...

IE CNC ported cylinder head
IE Race Engines has developed the highest flowing, best performing CNC ported cylinder head design available. Featuring ports developed in partnership by a 30 year porting veteran who has worked for NASCAR, OE performance development models, and worked with a vast array of professional racing projects. Each port is the product of hundreds of flow bench pulls. Variables such as port shape, valve guide length and shape, valve shape, valve job angles, and many more are all checked and rechecked, until the final port design is manufactured to exacting details among all ports on a 5 axis CNC machine. Each head also receives IE's own complex LiftMAX valve job. This valve job optimizes flow in low valve lift conditions seen in these applications. Heads are checked for material integrity, soda blasted, ported, and assembled with new IE racing valve guides, making for a complete performance package. Available bare or assembled.

IE crankshaft girdle kit
Under high RPM and power use your block can begin to flex, causing severe main bearing wear or even a broken crank. Reinforcing the block is a necessity for these extreme applications. This girdle kit uses a 3/8” steel plate sandwiched between the block and oil pan using supplied ARP hardware to reinforce the block and prevent flexing under high power use. This kit includes all lengthened hardware needed to install the girdle plate. This kit will remove the factory balance shaft/oil pump assembly, and replace it with a chain driven oil pump. Available in a basic kit using OE main caps and spacers, or ultimate kit utilizing IE "tall boy" main caps.

IE billet 4140 main caps
Your factory main caps were designed to handle only the power output and RPM level of a stock engine. On high horsepower applications, OE cast main caps can stretch and become distorted causing serious damage to main bearings or crankshaft. IE billet main caps eliminate the chance of main cap failure using 4140 in house machined steel main caps. Available as direct OE replacements or "Tall Boy" main caps for use with girdle plates. (Requires machine work to install)

IE performance valve guides

Integrated Engineering valve Guides are the performance option for replacing factory guides for new valves. Our valve guides are made from a specialized alloy on our in house CNC lathe with ultra high concentricity for exact valve placement and precise dimensions. Using a proprietary bronze alloy results in faster heat dissipation where thermal conductivity is increased by 10% and extends valve life, guide life, and cylinder head component life. For added performance, these valve guides have been designed with an aerodynamic tip designed to cut down on airflow restrictions in the valve port. Learn more...

IE adjustable FES camber plates
Integrated Engineering camber plates ensure your tire's contact patch is flat on the pavement under hard cornering. This is essential to maximizing grip levels dialing in the required amount of negative camber (leaning the tire in) for your specific tire and suspension combination. To ensure optimum performance, care was also taken to achieve these gains without any detrimental effects to daily drivability. A heavy duty spherical bearing controls the top of the shock absorber, coupled with a heavy duty thrust needle bearing as well. This has been taken to another level by our Full Environmental Seal technology (FES), completely sealing this bearing from the elements, eliminating the spring popping and binding issues common with many camber plate designs. Learn more...

IE Spec AP Racing Golf R big brake kit
Integrated Engineering has teamed up with AP Racing to bring a big brake kit to the market specially designed for the MK6 Golf/R. AP Racing , the OE brake supplier for Aston Martin, Bugatti, McLaren, Lotus, Pagani, Caparo and many other high end car manufacturers provides quality and performance that are unmatched in the industry. IE Spec front kits sport massive 6 piston pressure cast calipers clamping Mintex Xtreme motorsport brake pads to the enormous 355X32mm 2 piece rotors. Learn more...

IE recirculating catch can kit
Everything you need to upgrade the PCV system on engine is included with this kit, with a very simple installation that takes less than an hour to install on average. This kit allows the use of the factory engine cover if desired, and the entire install is completely reversible if it ever needs to be removed for any reason. Learn more...

IE billet valve cover
IE billet valve covers start off as one large piece of 6061 aircraft aluminum, and are precisely machined on an in-house CNC mill. They are a direct replacement for your factory valve cover, and use the OEM gasket. They have a single -10an outlet for a custom breather setup. To ensure that no oil comes out of the breather, these have welded baffles that are guaranteed to not fail. In place of a factory oil cap, these use a billet aluminum cap with an o ring for a tight seal. Learn more... (Requires IE EVAP crossover relocation kit and custom catch can kit to install)

IE PCV solution plate
The factory pressure-relief valves are in place to recirculate crankcase gases into the intake manifold, over time they can beg into leak, a faulty valve can cause boost leaks, creates an oily mess, rough idle, fuel economy decline, and power loss. IE's billet solution includes everything needed to completely remove the pressure-relief valve and replaces it with a billet aluminum plate. This allows the factory breather system to function properly, while eliminating the failure-prone relief valve. Learn more...

IE valve cover breather adapter
Similar to the PCV solution plate, the IE valve cover breather adapter replaces the failure prone OE factory PCV valve with a billet plate, however this solution has the addition of two -10AN breather outlets allowing for the installation of a catch can to provide further reliability by catching oil mist and PCV build-up. Learn more...

IE block breather adapter
When installing a catch can, adapting the factory breather hose is not possible without many ugly fittings and a ton of work. We manufacture these block breather adapters in-house providing a direct fitting replacement with a male -10AN outlet. This fitting clips to the factory plastic oil filter housing with use of the included metal clip and o ring for a leak-free seal. Learn more...

IE billet boost tap
Installing a boost gauge or just need a vacuum source? Our boost taps will make this a breeze. They are offered in black or red anodize and included all necessary hardware, including a OEM retaining clip. Learn more...

IE billet boost cap
This boost cap is for use in applications when the OEM PCV system has been removed. It can also be used as a boost signal. This system ships with both a boost cap or tap depending on your needs, along with a new o-ring and retaining clip. Available in IE Red or black anodize finish. Learn more...

IE billet diverter valve housing
We are proud to offer the highest flowing diverter valve housing on the market for the 2.0T engines. These housings are used when installing a big turbo, or when simply doing the "S3" style relocation. The added flow of our housing is obtained by use of a 1.5" inlet with a built in bellmouth. Your factory electronic valve will bolt into our housing in any orientation needed. Learn more...

IE water methanol throttle plate
Make installation of your water meth kit a simple job. This plate gets sandwiched between the throttle body and intake manifold, allowing you to run a 1/8" NPT nozzle right after the throttle body. Manufactured from 6061 aircraft grade aluminum and finished with a bright black anodize. Kit includes all necessary extended hardware, and gasket for quick installation. Learn more...

IE rear breather block-off plate
This block-off plate is used when removing the rear breather from the factory turbo inlet. This is typically done when installing a billet valve cover and/or a custom catch can setup and the factory line from the valve cover is removed. Learn more...

IE rear breather -10AN adapter plate
This -10an breather adapter plate is used when removing the rear breather from the factory turbo and replacing it with -10AN male threads, typically used in recirculating catch can setups. Learn more...

IE high pressure fuel pump block-off plate
When exceeding the limits of the stock high pressure fuel pump system on very high horsepower builds, some may require custom setup manifold port injection. We have manufactured this block off plate to take care of the hole left from removing the HPFP. These are a direct fit, with an O-ring seal to ensure a leak free connection. Learn more...

IE Performance Software Tuning
Integrated Engineering has become well known for attention to detail, high quality, and perfect fitment of performance hardware and engine products that we offer. To complement our quality products, we have developed a line of performance software, which incorporates the same attention to detail and enables IE to offer a complete performance package. Our engineers start by completely reverse engineering each specific ECU, which is used to then develop performance software for that application. With use of our in-house Dynapack DP42 dynamometer, we are able to do repeated runs to test each change that is made to the software and confirm drivability. Golf R Stage 1, Stage 2, and matching IE big turbo kit files are currently in the works.

IE450T Golf R big turbo kit
The IE 450T MK6 Golf R kit is a complete turbo upgrade system based on a twin-scroll BorgWarner EFR turbocharger, which offers larger power gains than other kits on the market, while offering faster spool time. Included with the kit is everything needed to upgrade, including hardware and software. In bolt-on form, the kit will increase horsepower to 450bhp on stock engine internals, with the capability of over 500bhp if a built engine is utilized. Read more about our exciting new turbo kit on the IE blog HERE.

IE 2.0T Performance Intake Manifold
You can expect large gains when swapping your factory intake manifold to an Integrated Engineering unit. A factory manifold is designed to channel air into the engine sufficiently well to meet the original horsepower targets, while being cost effective and quick and easy to install. This compromise means that there is room for significant improvement on many VW/Audi models. Our manifolds are designed from the bottom up to put performance first. They exploit careful tuning of the intake manifold runner lengths and diameters to create a resonance effect which rams more air into the cylinders. Each plenum and runner is carefully optimized with computer software for maximum flow in the specific application that it was designed for. IE's 2.0T intake manifold design has been finalized and is currently in production.

IE Golf R intake kit
To accompany our intercooler kit, HPFP, upcoming software, and even our 450T big turbo kit, we have developed our own intake kit. After testing many competitor designs, we have found much of the aftermarket intakes currently available completely alter the factory mass air flow sensor scaling, causing haywire and power loss on otherwise high flowing components. Our design retains the factory MAF scaling while increasing the flow with larger mandrel bent powder coated piping, reinforced silicone couplers, high-flowing velocity stack, massive IE filter, and black powder coated heat shielding. Coming soon!

Here are the very first photos of the IE performance cast intake manifolds for all 2.0T FSI/TSI (EA113 EA888 Gen 1/2) engines. These photos are of our first and only cast sample, the final manufactured pieces will change slightly from pictured. We are working out the details of our pre-sale now, and will have that available early 2015! Thanks for your patience as we have developed this exciting product over the last couple of years, it has been a lot of work to manufacture these correctly that delivers both performance and a good fit. We are excited to see and show you the first final manifolds when they come in, it's going to be an absolutely gorgeous product with excellent performance gains!

At the heart of a true engineering firm lies some of the most unique machinery and processes you can feast your eyes on. From 3D scanning and printing to CNC manufacturing and stress testing, we are taking you behind the scenes of our engineering and manufacturing facility at Integrated Engineering.

Starting with a simple idea, our development team lays out a plan of attack for each product that we develop. Feedback from every member of our team is taken into consideration before the engineering process begins. We look into the feasibility of manufacturing, which includes looking closely into material selection and required processes. Estimated sales volume, part cost, expected retail cost, and distribution are plotted out beforehand, providing us with an idea of the amount of resources that should be allocated to each project, as well as helping determine batch sizing.

Our team of highly qualified engineers begin the designing and engineering process with use of advanced CAD software and other high-tech development tools, such as 3D scanners, thermal imaging cameras, and custom-built test apparatus'. Once the part has been designed, we can 3D print prototypes, which are used for test-fitment and, in some cases, actual use on a running engine. We take note of fitment and design, then reevaluate the solid models in the CAD software, making any modifications needed.

If the part needs testing done on an actual engine, it gets outfitted for use on our in-house engine and chassis dynos and put to the test. This is extremely important for intake manifold development, as it allows different runner lengths, diameters, and plenum volumes to be real-world tested. The data gathered from dyno testing, along with the Computational Fluid Dynamics (CFD) flow simulation software, allow us to manufacture the best performing intake manifolds in the world.

Once the design process is finalized, parts go into production. Billet machined parts are sent back to our in-house machine shop, which features an arsenal of CNC machining equipment. Whether it be a simple turned fitting or a complex surface-milled part, our machine shop is fully capable of pumping out all of the parts that we offer. Connecting rods are also finished in house on our top-of-the-line Sunnen connecting rod hone and rifle drilled with our EDM, setup specifically for the long, narrow holes required for connecting rods.

For products that require configuration and assembly after machining, we use our custom-made fixtures designed for each task, making for repeatable results. Even a task as simple as clocking a compressor housing on a turbo is done with a fixture.

Parts like our high pressure fuel pumps require break-in before packaging, which are performed on a custom-built dyno that runs the pump in the same conditions it will see installed on a car. This test rig is outfitted with pressure, speed, and flow sensors so that we can keep a close eye on each and every pump that we run.

Machined parts receive a multi-point inspection to confirm all critical tolerances. They also go through a tedious visual inspection process to make sure that no parts leave our facility with flaws. For parts such as intercoolers, we use our custom pressure testing station to pressurize them before shipping. This is to confirm that no welds leak and there are no pores in the cast end tanks.

We take as much pride in our packaging as we do with the rest of the process. By utilizing custom foam, boxes, and poly bags, we securely package each component for our shelf, then each order into its shipping box.

Follow Integrated Engineering on Facebook and Instagram for more behind the scenes photos, product development, and product releases!

Cassidy Williams
Director of Operations

Prevent catastrophic engine failure, boost loss, and poor economy on your VW/Audi 2.0T FSI engine with our easy to install and affordable ($99) IE PCV Solution Kit.
Check out the short video below to learn more.

Get your own IE PCV Solution Kit HERE

We want to formally congratulate James Castellano for setting another VW record by going 8.92 at 172 MPH! The record was set this past weekend in the World Cup Final at MIR (Maryland International Raceway). This car also runs quite the slew of Integrated Engineering engine parts. Check out the time slips and photos of the setup below!

For those of that aren't familiar with Caste Systems MK3 2.5L 07K setup we have put together some more details below:

The MK3 Golf weighs in at 2402 LBS with the driver.

Custom side winder manifold with 6766 ball bearing turbo.

The bottom end consists of 144x22mm Integrated Engineering Tuscan rods and custom IE SPEC JE Pistons.

The Cylinder head consists of IE springs and retainers, prototype 2.5L camshafts, and Ferrea valves. James is currently revving this setup to 8700 RPM but is having issues with retaining the accessory belt at higher RPM levels. In the coming months Caste Systems Performance will be helping us test our manual serpentine belt tensioner.

For more information on the Caste Systems drag car be sure to check out their website and Facebook page.

www.csperformance.net

https://www.facebook.com/pages/CasteSystems-Performance/127297379397

The IE 450T development Golf R just returned from a 4 day, 2100 mile round trip that took the car through desert, mountain, sea level, and a variety of weather conditions.  The demanding travel log was designed to test the reliability and performance of the hardware and software in any condition.  The IE 450T big turbo kit effortlessly passed the test and put a huge smile on the face of anyone behind the wheel.  We have a lot more from this trip to show you soon!

As you may have noticed from all the photos and videos we have been posting of our new VW/Audi FSI/TSI 2.0T intake manifolds, there is a large metal plate placed over the top. We have been getting a lot of questions about what it is for. Our manifold uses specially designed runner lengths and velocity stacks that are a huge part of delivering the performance we wanted with this product. In order to properly cast the manifold with these features, we needed access to the internal area. We could have made design revisions to remove the velocity stacks and it would have made the manifold easier and cheaper to produce, however that would have also removed a fair amount of performance. The production pieces will use a CNC aluminum machined and anodized cover plate that will allow us to also offer them in a few different color options for a bit of pop in your engine bay and produce a very excellent looking piece.  The photo shown is our billet plates being produced in our CNC facility.

Lots of 2.0T work in this photo. IE's MK6 Golf R and MK6 GTI both receiving some IE450T big turbo kit development time today. Also, the MK6 GTI is fitted with our pre-production 2.0T intake manifold for some final install verification.

IE 20V Powered VW Passat, 220 MPH and Climbing!

Integrated Engineering (IE) and Potter Brothers Racing teamed up in 2012 to build the fastest Volkswagen in the world. The goal was to set a land speed record surpassing 230 MPH. While we are still working towards this goal, we have learned an enormous amount of invaluable information that IE has been able to apply to its products that several thousand enthusiasts use today. Weather permitting, we will be back out on the Bonneville Salt Flats for another attempt this summer, 2015. Below you will find a general overview of all the work and components that have gone into this project.

In 2013 the car reached a staggering 220MPH. Be sure to check back in the future as we continue to push towards beating the current record of 227MPH (set by Seat/Skoda).

The car:
The 2000 Volkswagen Passat 1.8T was chosen by Potter Brother Racing as the best possible VW chassis, due to the fact that the B5 Passat Sedan has the lowest combined drag coefficient (.27 in stock form) and frontal area (2.1 m2) of virtually any production automobile.

 Chassis features:
-Stripped to bare shell for race preparation.
-Double-hoop rollcage built to SCTA specs for 'over 200 mph'. Rollcage constructed of 180 feet of 1.625" DOM thickwall tubing, by local Salt Lake City expert fabricator, Brian Thomas
-DJ Safety parachute system with expertly engineered ‘neutral’ tether point, fabricated by Brian Thomas
-Roll cage and interior bodywork painted in OEM Satin Silver
-Four doors gutted, with lightweight trim panels and dashboard top padding installed as per SCTA Production Category rules
-All windows except windshield constructed of Lexan by Potter Bros Racing
-Fully adjustable 4-link front suspension, with custom dampers, spring rates, and alignment settings by Potter Bros Racing, OEM brake components
-Custom zero-offset 15x4.5 rear wheels with Goodyear Eagle 26” diameterracing tires
-Fully blueprinted and seam-welded OEM VW steel front wheels with 23" to 26" diameter tire choices for gearing flexibility. Moon Discs with Dzus fasteners for Aero and Cool factor
-Entire OEM electrical system discarded, one-off electrical system designed and installed by Integrated Engineering
-All exterior lights, equipment and trim in place as per SCTA production rules, with only allowance being removal of exterior mirrors
-IE designed and constructed driver-actuated dual independent aerospace-spec foam fire suppression system with multiple cockpit and engine bay nozzles
-Drag Coefficient with allowable modifications:(cD) .26
-Completed vehicle dry weight: 2950 lb.

Integrated Engineering Race Engine:
you can see a video of this engine running on the IE in-house engine dyno here: https://youtu.be/pgopfu1zOQk
Bottom end
-Blueprinted 2008cc (83mm bore, 92.8 stroke) FSI 'BPY' block with Integrated Engineering FSI Ultimate Girdle Kit (tall boy billet main caps, girdle/bedplate, custom hardware)
-IE/ARP studs and fasteners throughout engine
-IE premium I-beam Tuscan rods
-Fully coated Integrated Engineering-Spec JE pistons with thick-wall tool-steel wrist pins
-IE off-the-shelf Stroker Kit forged steel 92.8mm stroke crankshaft
-Mahle/VanderVell performance engine bearings
-Custom high-output oiling system with IE oil filter-cooler adapter plate. Oversize oil pump and IE oil pump chain modifications.

Cylinder head
-Large port 1.8T AEB 5-valve cylinder head
-IE IECVA1 camshafts with custom valve-timing settings to optimize sustained acceleration between 7000-9000 RPM
-IE titanium retainers& valve springs
-Ferrea valves
-IE valve guides
-IE 1.8T adjustable cam gear
-Early prototype cylinder head flow development, porting, blueprinting by local cylinder head expert, Bill Jones

 Turbocharger:
-Precision Turbo 6768 CEA turbocharger
-66mm wastegate with custom one-off stainless header with T4 flange
-Custom aluminum turbo intake duct by Thomas Speedworks
-4 inch full turbo-backexhaust system

 Custom intake manifold:
-Brian Thomas one-off fabricated short-runner intake manifold with incorporated 1000HP PTE air to water (ATW) intercooler. ATW intercooler fed by ice water with 30 gallon tank located in rear seat area with 1800 GPH marine pump. Oversized plumbing with custom IE billet firewall bulkhead.

 Fueling system:
-IE Dual 044 fuel surge tank in front bumper
-OEM fuel tank and pump used as zero-pressure transfer pump
-Return-less IE billet fuel rail with electronic pressure transducer for continuous monitoring and datalogging
-4 Bosch 2200cc gasoline fuel injectors
-ERC ‘A8D’ 120-octane leaded racing gasoline, lab-certified with zero alcohol or oxygenates to meet SCTA ‘Gas’ class rules.

Engine management & tuning:
-Link G4Plus Extreme Engine Management with full datalogging and 100% system automation
-Completewiring harness designed and constructed by Integrated Engineering 
-All electronics centralized on one panel in original glove box location
-IE designed-and-built comprehensive monitoring and data acquisition including wideband O2 and individual exhaust port EGT measurement, along with temperature and pressure measurement of all on-board fluids. Individual wheel speed measurement and gear-dependent engine output designed and calibrated by Integrated Engineering.
-Fully configurable Racepak instrument display with IE-calibrated, prioritized driver warnings and alarms
-Complete engine management designed by Integrated Engineering on in-house Superflow 902 dynamometer cell, and exclusive, complete vehicle calibration and simulation using IE’s Dynapack chassis dynamometer laboratory
-All engine dyno tuning and development performed using clone 2008cc 20V turbo engine, allowing comprehensive, yet rapid changes to optimize drivability, maximum output, and reliability

Clutch setup:
-Clutch Masters SFI-rated Billet Steel Flywheel and custom FX500 single disk Clutch Masters clutch
-Audi A4 (front wheel drive) 6-speed transaxle with ultra-tall gearing
-Custom IE driveshaft spacers to remedy driveshaft angle issues with zero static ride height at 200-plus MPH.

Additional Photos:
-VW Passat driver, Dewey Potter geared up for another run

Our big turbo IE450T MK6 Golf R was put to the test by Everyday Driver in their newest video review.  They were thoroughly impressed with the drivability and execution of our big turbo R that  is putting out 450 wheel horsepower.

At IE we build our cars to be driven daily with reliable horsepower and usable power.  Watch the video below to see what Todd and Paul have to say about our IE 450T kit on our Mk6 R.

"When you Dip into the throttle, ok that’s fast.. At 4000 RPM The turbo sounds start doing it’s thing. At 5000 RPM you know that this is definitely a different car. By 6000 RPM- You’ve lost your drivers license! This Car wants to go!"-Paul Schmucker @ Everyday Driver

"We’re almost in HellCat acceleration times which is nuts all the time. The Golf is nuts when you want it to be." -Todd Deekan @ Everyday Driver

Integrated Engineering had the pleasure of tuning Envision Tint's bagged Audi R8.  We installed our stage 1 tune to dramatically improve the drivability, throttled response and add more horsepower.

This car is amazing to drive and turns heads everywhere! Watch the video below.

We are pleased to announce our 2016 Uncle Sam Sale! 

Available from February 29th - March 14th, turn those tax returns into horsepower and save big!  Check out our Sale items below:

IE MK6 GOLF R IE450T BIG TURBO KIT | SAVE $500.00 OFF!

IE 2.0T FSI/TSI INTAKE MANIFOLD | ONLY $899.99!

IE MK5/MK6 FDS INTERCOOLER  | SAVE $100.00 OFF!

IE MK5/MK6 CAMBER PLATES | SAVE $50.00 OFF!

IE 2.0T FSI HPFP | SAVE $50.00 OFF!

IE 2.5L 5 CYLINDER ULTIMATE POWER KIT | SAVE $150.00 OFF!

IE MK6 GOLF R PERFORMANCE TUNES | SAVE 10% OFF!

IE MK2 TTS PERFORMANCE TUNES | SAVE 10% OFF!

Don't miss out on these special tax season discounts, act now!

11 Facts You Didn't Know About IE

1. IE was founded in 2007

IE is a family owned business that was started by two brothers Pete and Dave Blais in 2007 while in college. The company stayed in part time status until mid 2010. At that point we faced with two options: A) do we keep doing this car parts business? or B) get “real jobs”. Obviously we ended up choosing option A.

2. The IE owners were car guys from day 1

Pete and Dave were surrounded in cars and motorsports from day one. Our dad was and still is a huge car fanatic. A lot of weekends were spent at various race tracks around the country. A career in the automotive industry was predetermined from an early age.

3. IE started from VW ownership

Dave’s first Car was a MK4 12V VR6. Dave recalls thinking that this car was really fast initially but eventually traded it for a MK4 GTI 337 when they we’re released in 2001. The 337 GTI then became a company “daily driven 450HP” show car for the next couple years. To this day he still really considers the 337 as his first car and still owns it.

Pete’s First Car was a an Audi 100. The real story with this however is our father actually had built up a MK3 12V GTI with Schrick cylinder head, camshafts and valvetrain, and an intake manifold that was intended to be his first car. However, when the time came to get his driver’s license it was deemed too fast and replaced with one of the slowest VW/Audi cars you could buy (an Audi 100).

Eventually, Pete picked up a 1992 Montana Green MK2 GTI. The car stayed a 2.0L 16V for a couple years and then received a 1.8T 20V… and about 800HP.

4. IE is a continuously growing company

IE now has 15 Employees encompassing several different facets of engineering, CNC manufacturing, sales & logistics, marketing, race engine assembly, and performance install. The future continues to look bright with turnkey turbo kits, performance ECU software, and wide range of high quality bolt-ons currently in development.

5. We have a full in house CNC Shop

One of the things that sets IE apart from a lot of competitors is that a great deal of production is done on site. Having a full in-house CNC machine shop gives us the control to get things done quickly and ensure that the quality meets our high end standards. It is also ethically important to IE to maintain as many jobs in United States as possible. A few pieces of machinery worth mentioning are:

• Two vertical CNC mills.
• A small yet fast lathe, which is perfect for small parts and valvetrain.
• A Mori NLX2000SY - milling and turning center. This thing is the real deal and requires an expert/magician to be run correctly.
• Production Sunnen Hone - this machine is what we hone our connecting rods on. Making sure the connecting rod bearing tolerances are perfect is what makes or breaks a connecting rod.

6. Our first product was a connecting rod

The first IE product was a drop-in connecting rod for the 1.8T engine (produced from 1997 to 2006 in the USA). We were one of the first companies to pursue a connecting rod that utilized the stock pistons, which saved enthusiasts a lot of cash. This product eventually put us on the map and the brand grew from there. Now IE has 350 products and thousands of IE part numbers.

7. We came from a racing background

Pete and Dave also had the opportunity growing up to compete in a couple different automotive racing classes. In the early days this included briggs and stratton go-karts which eventually lead to the much faster shifter karts. Other automotive racing experience included formula fords and spec miata racing.

8. IE has two dyno facilities

All of our products are dyno proven for maximum hp with reliability in mind.

What good does the consumer get from non-validated parts. The answer? Not much. One thing IE has always prided itself on is only selling products that improve your car’s performance - we save the pointless modifications for ebay. When we decided to start developing high end engine parts, such as intake manifolds, we purchased a Superflow 902 engine dyno in order to make them perform as well as possible. Further down the line when we started our own software development, a Dynapack AWD hub dyno was purchased to expedite product development.

9. IE is based out of Salt Lake City, Utah

Why Utah? Surprisingly, we get this question all the time. The simple answer is the Blais family grew up skiing on the east coast and eventually decided to trade hardcore east coast ice for bluebird knee deep powder days in Utah. Unbeknownst to many, Utah is a legendary outdoor playground and has unparalleled access to hiking, biking, rock climbing and several other activities.

On top of that, IE is located minutes away from the world renowned Utah Motorsports Campus (formerly Miller Motor Speedway) and the Bonneville Salt Flats. We test all our parts on the racetrack to ensure they are good enough for your daily driver.

To check out one Bonneville project IE was a part of, check out the following link: http://www.performancebyie.com/blog/ie-powered-vw-passat-220-mph-climbing/

10. Product testing is our priority

A lot of times IE is not the first to market with our performance parts. This due in part to performing months and sometimes years of testing on products to ensure the utmost performance and safety for our customers. A great example of a product is camber plates that underwent several track session at Miller Motorsports Park before being released to the public.

11. We are serious about precision tolerances

The products we make require exacting tolerances to function correctly. For example IE high pressure fuel pumps require a tolerances measured to millionths of an inch. An ultra precise air gauge measuring tool is used to ensure the utmost reliability. IE connecting rods are also honed in-house with a cylindricity tolerance of .0002 of an inch.

We also ensure products  always go on the first time with a perfect fit.   No tweaking, bending or rigging parts to fit are needed.  That's the IE way.

Want to know more about Integrated Engineering? Feel free to ask us more questions in the comments and we may just do a follow up article using your questions.