Novemver 2008
It's only been four years since I provided an update on the Rabbit Gti that has was brought back from New Jersey. I installed the front euro bumper on the Rabbit and carefully installed the clips on the fenders last summer (2007).
This was quite the project as I had to remove the intercooler to get access to the bumper bolts. Soon after I bought new body clips to get the lower trim installed on the Rabbit. I bought the trim and clips off ebay. I put about five coats of flat black paint on the already painted, black, rocker trim so it looks great and should hold up well. Lastly, I recall that the car had a new headliner installed as well which was a gift from my father, Leo. Thanks man!
Meanwhile, I installed another set of blue Rabbit Gti seats that had solid bolsters this summer (2008). I intend to clean up the set that I pulled out in the futre. I have new hog ring pliers and hog rings to tackle that project when the time comes. I cleaned the rugs and interior while doing the seat swap. My good friend, Patrick Taylor, offered to clean up some rust that existed on the rear valence ever since I bought the car in CT. As a result, I have him the keys to tackle it at his discretion. The car is hardly even driven in rain and never in the winter so the rust never expanded but to see day light through a hold is not a good sign. He did a great job resolving it and put many hours into it thus far. It should be finished in a few weeks.
Here are some recent pics taken by Patrick's girlfriend, Roberta. They took the Rabbit along a Haunt Jaunt with 85 other VW's up to the Kangamangus in New Hampshire recently. I was up there the previous week with my MkV Gti in which it saw it's first snow fall.
November 2004
The car returned back home a few weeks ago from R&A Applied Arts in Lyndhurst, NJ. I dropped the car off with Andy King on my way to Waterfest back on July 16. I have receipts from a car that Andy worked on in 1983 on a Callaway equipped Rabbit Gti. I knew he was the right man for the work that the car required to reach it's potential. The rear of the car was full of parts that included:
The car needed some fine tuning as it did not feel like it was getting all the fuel that it needed at maximum boost. In addition, I wanted to use Andy's expertise with regard to the intricate installation of the 2.5" exhaust while coming up with a flex pipe section to connect the header pipe to bolt onto the new cat. This exhaust is .25" bigger than what Callaway Cars sold with their kits back in the day. Clearance over the trailing arm was going to be a concern. After talking with Collin at Techtonics Tuning, he assured me that this diameter would work out just fine. As it turns out, everything came out perfect. As Andy King said on the phone (proud of his work) "not a fuck'n rattle." I was happy to hear that.
To make a long story short, over the next three months, Andy handled my expectations of what I gave him to install. However, not all was smooth. We ran into several barriers along the way. This required more hours into the project. The hours added up, about 75% more than I expected when I dropped the car off in July. The cost of new parts added up. Andy was not going to let the car out the door until everything was perfect. This came at significant expense. My invoice was four pages long! I will leave the financial ramifications to your imagination.
The work done by R&A was top notch. The car pulls a lot harder than it did when I gave it to him. The car handles better as well. An H&H front sway / stress bar was installed along with a Shine Racing stabilizer bar for the rear. I am impressed. This turbo Rabbit has exceeded my expectations since I started dreaming of owning a Callaway Turbo Rabbit. Unfortunately, so did the cost :)
May 16, 2004
I was ready to start the car about nine days ago when a twenty year old Aeroquip Stainless Steel fuel line sprung a leak. This fuel line is part of the additional 5th injector for this Stage II kit that uses a Mircofueler. It taps in from the Cold Start Injector line off the fuel distributor over to the 5th Injector on the throttle body casting elbow. It is electronically controlled by a Miller-Woods based Microfueler. I bought some new line and a new fitting locally.
The -6 AN line is a mother to get into a fitting that is a little smaller in diameter. I could not get the two to fit without fraying the stainless steel braid on the hose. My father and his friends all fought over it at the shop and could not get the line into the fitting. Finally, my friend Allen Lopez, who has experience with Earls fittings and line, had the patience and tolerance to squeeze the line into the fitting in about 15 minutes. I must have put about 2 hours into cutting, fraying, re-cutting with a dremmel cut off wheel, et cetera. My horoscope read the following:
Joining forces with a creative mind pulls together a project that has been staggering for months.
Allen was a huge help. In addition we found out that I had no spark from the coil. My friend Jay suggested testing the Ignition Control Module out and then trace the wires down to the engine bay. I cleaned up some contacts the next day and ran some tests via the Bentley while using a Multi-meter. I cleaned up some contacts on the Hall Sender wiring harness while running the tests. That must have been the solution because I was able to get spark from the coil. As expected, the car fired right up. It was too bad that I still have some more work ahead of me but certainly a relief to hear the car run again after several late nights and laborous hours under and over the engine.
I have to finish up the installation of a Techtoncis Tuning 2.5 inch exhaust which will require some creative manipulation to join the catalytic converter to the down pipe which has a ball socket with a two bolt flange. In addition, I have to find a home for the Mircofueler computer and the boost gauge and wire them up along with the vacuum line/hose.
This is a picture before the installation of the 5th injector which bolts into the throttle body elbow. Notice the remount of the coil for clearance behind the elbow.
April 30, May 1, May 2, 2004
When I pulled the passenger side axle out of the car, I was introduced to a mess of CV grease and transmission oil. This is the nastiest combination of oil and grease one would want to encounter. As a result, I changed a final drive flange seal for the first time. I ran into a small snag, however. The local parts shop sold me a seal for what would fit a 4K or 2H (quick ratio) transmission. The trouble is, my car has a FN (long ratio - better for a turbo). Therefore the seal did not fit and I had to make an emergency trip to the shop before they closed at noon. The output shaft is considerably smaller on the FN. The shaft is pictured below with my father measuring with a Vernier Caliper so that he could machine a tool to press in the new seal.
The Oil drain line from ATP fit wonderfully around the axle. Notice the turbo support bracket with the milled cut for axle clearance. There may be clearance issues on a lowered suspension.
The weekend was very successful in that I basically am finished with working underneath the car for accessing the axle, turbo, et cetera. As a result, I am now working on top of the engine for the rest of the project with the exception of getting my down pipe connected to the currently too small 2" Eurosport exhaust.
Next on the list is installation of the vacuum lines, throttle body casting, intercooler with coresponding plumbing, micro fueler (5th injector), and boost gauge, Audi WUR (fuel pressure regulator), and a dual port vacuum canister (to retard the timing when applicable). The last thing will be to custom fit the down pipe to the current exhaust so that I can start the car without waking the neighbors up.
April 29, 2004
Did I mention that ATP sucks? Oops. Well, at least the Oil Return line fit. Nevermind......
My fathers friends at work graciously fixed ATP dumb ass mistake on the oil pan fitting. They cut it off and they welded in a threaded flange so that I could install a fitting and clock it in a noon position. As a result, I installed the pan and Oil Return line tonight. I was not thrilled about drilling and tapping into the block per Callaway's Instructions circa 1984 so I'll dump the oil back into the pan. The fixed oil pan is below. This is how it is supposed to be lined up, north or at noon.
In addition, I installed the brand new stainless steel bellows that connects the Deltagate Wastegate to the downpipe. The downpipe fit like a glove and we used a fairly new gasket. That was all the excitement that I could handle for a few hours after work. Stay tuned.
April 24, 2004
I finally committed to installing the Callaway Stage II Turbo Kit today. It is a priority on my list of things to do between all three VW's that are in my possession right now. My father came through big time and made me an oil line feed restrictor that reduced it down to just over 0.065. We got the idea from a thread on vwvortex to drill through a set screw and thread it into a fitting. It worked like a charm.
I removed the Eurosport Dual Downpipe, Dual Outlet Exhaust Manifold, ABD Racing A-Arm brace, passenger side axle, and the Oil Pan today. I went forward and installed the Callaway Exhaust Manifold with new exhaust manifold studs, 4 outlet gaskets, lock washers, and new 12mm bolts from the VW dealer. In addition, I bolted the Deltagate Wastegate on as well. Lastly, I installed a Febi Oil pan with a 45 degree oil return flange. This product was an overpriced purchase from ATP.
I plan on bolting the turbo, oil return line, and Callaway Down Pipe tomorrow. If time allows, I will start on the Intercooler Plumbing. Stay tuned.
June 14, 2003
I dismantled the top end of the motor today with intentions of bolting in the turbo. However, I ran into a few oil plumbing issues for the Turbo and found that there is still a few items that I need. As a result I did go forward and install the following new items in preparation for the turbo.
The G60 Head Gasket was made for the G60 Supercharged Motor on the Corrado and for the rare Rally Golf mostly found in Europe. This Head Gasket is a metal composite that will hold up to the boost and pressures of a Turbo. In addition, the ARP Head Studs are extra security to keep the compression where it should be under boost and to stay away from any head gasket issues. They are the industry leader in Fastener Technology. Furthermore, the three motor mounts that are critical to keep the motor in place during the constant torque, were replaced with heavy duty mounts to stiffen and reduce any movement. The Diesel Rabbit Motor mount is a cheaper alternative to the Scirocco 16V mount, but is structurally the same rubber mount. I would recommend that you replace the passenger side mount and front oil seals when you are in there. Do the job right or face the consequences later!
Replacing the head gasket and timing belt was a first time experience and a good one at that. The Bentley Manual proved to be most helpful with such things as the timing marks on the various gears and pulleys. Furthermore, the torque settings on fasteners and bolts are critical, not to mention the sequence in which the head bolts, in this case, head studs, are torqued. The only advice I can offer when doing such a job is to try to think in advance of the tools and parts that you'll need. Having to go to the local auto parts store for a socket or part is not too efficient. As a result, stock up on all the parts and replace now what you may replace a year down the road now while your in there.
I have been fortunate to locate an external oil cooler that was fitted with an original Callaway Turbo car back in the day. As soon as I find out what type of provisions that it has for the oil feed line for the Turbo, I think I'll be all set with the oil feed line. As for the oil return line, that's where things get a little dicey for me.
The VW Callaway kit tapped into the block for the oil return line. I'm a bit weary of getting a hole saw and tapping into the block with a 90 degree drill. For one, I don't even have the tools, but I do not have the threaded fitting. The other option for which I was running with was to use an Oil Pan from ATP, however, I do not care for the fitting on it which has the oil drain going up hill into the pan, a poor design if you asked me for sometihng that is gravity fed.
If anyone has any Callaway Turbo parts, no matter how big or small, please email me. I'm in the need for a Callaway Intercooler set up for the A/C cars. This intercooler sets up underneath the battery. I would need the plumbing for it which is specific to this application. Again, if the Callaway parts are related to the kit, drop me a line.
Summer of 2002
This recent purchase will most likely be the recipient of a Stage II Callaway Turbo kit. It will be a work-in-progress as time goes by. I need to clear up some issues and thoroughly inspect the car before it is deemed a recipient :)
This is my fifth Rabbit Gti, second white one with the blue interior - which looks ten times better than in the red in my opinion. Prior getting this car in CT, I picked up a Stage II Callaway kit with the obvious intentions of having an investment with very quick returns. Days after driving the car home, I was fortunate enough to get another complete kit. With the rarity and scarcity of these parts and complete kits for that matter, one can not have enough parts on hand on for such a project.
I will soon have a turbo rebuilt and hopefully have it running with some mild boost soon. In addition, I need to locate an oil cooler that will fit in front of the Radiator. I will be using the Callaway (non A/C) Intercooler that mounts beside the Radiator.
If anyone has a Callaway Valve Cover for sale or knows someone who has one available, please email me.
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