Volkswagen has made a switch on the 2019 vehicles with the 2.0 TFSI engines to a Siemens ECU and management, previously utilizing BOSCH.  This is for all the various models that come with the 2.0T, the new for '19 GLI included. Currently, most of the big  VW tuners have software for the stock IS20 turbo, but our GLI is the first to run a big turbo set up.  Teaming up with CTSturbo, and based on their BOSS line of turbos, we opted for the GTX2867 gen2 unit . Almost a direct bolt on, the install of the BOSS500 kit was completed in short order.  We made up some custom oil drain and coolant hoses using the same premium hose, heat resistant sleeve, and gates clamps that we use on our line of oil catch cans to help round out a tidy installation.

The BOSS500 kit uses the newest GenII GTX CHRA and CTS's custom  cold side housing incorporates anti-surge porting. For tunability and longevity, a GoFastBits  DVX T9659 diverter was installed at the same time. The DVX uses part of the stock DV along with GFB's own beefed up internals to keep full ECU control of boost regulation, while allowing fine tuning of the sound. 

The previously installed CTS 3.5" downpipe was reused, which is one of the great benefits to the BOSS kits, as they retain the same mounting location as the stock turbo exhaust flange. The OEM turbo heat shield can be reused as well.. 

CTS includes a turbo inlet silicone coupler designed to work with their own 3.5" intake, so to reuse the BMS Elite intake already on the motor some changes were needed. The BMS pipe was cut down in length, and an adapter made up for the transition along with an additional 3" silicone bend.

Install completed and everything re-assembled,  its almost hard to see what was done. We were even able to retain the Tiguan engine cover previously used on the motor. The modified BMS intake, now with a GreenFilter, and our own upgraded BFI engine mount are the only non-stock parts visible when its all done.

As the first to strap on a big turbo on the SIMOS run cars the tune was going be a critical part. WIth more than a week spent both on and off the dyno rollers, the tune is pretty well dialed in. Power is plentiful and comes on smoothly, yet there is still more on the table. There is more power to be had as we haven't maxed out the stock fueling abilities yet and after some shakedown time and miles we will be diving back in with the plan to make another +20-40whp and 30-40ftlbs.  Down the road, a new intake manifold and additional MPI fueling will be added with the goal to reach 500whp. The ROW, and stock available,  FlexFuel system has also be activated allowing for the use of Ethanol fuels, though all the dyno numbers were achieved with 93 octane only.

While the GLI was on the lift we also took the time to swap the OEM stamped steel control arms to a set of Whitelines aluminium units.  These offer a host of benefits including HD poly bushings to the replace the OEM rubber, built in castor and camber gains(+2.0* and .-.2* respectively), as well as shedding pounds.  At the same time, in went Whiteline's Roll Center/Bump Steer Correction ball joints.  These units both raise the position of the ball joints to help with lowered vehicles, and are also adjustable for up to -1.0* of camber.