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VVT Attack 3.2 / 2.8 24v V6


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About VVT Attack 3.2 / 2.8 24v V6

Custom-Code has been working along with JBS on the R32 3.2 24v and 4Motion 2.8 24v V6 VVT calibration for nearly 2 years. 

The initial reason for looking into the VVT was to compliment the Forced induction turbo kit series produced by JBS.

The latest technology and factory information has been used along with some of the best Bosch calibrators in the business to produce a product not yet seen in the VAG industry.

The complete recalibration of the R32 / 4Motion factory VVT bring performance gains previously never thought possible.

After 18 months of vigorous testing Custom-Code and JBS are now ready to release this product to the public.

The precise calculations needed for the calibration of the inlet and exhaust cams , along with the custom cylinder filling and torque maps make this a totally custom application.

The smallest change in back pressure over our calibration cars , can have a huge affect on the calibration of the VVT and ignition values. So for this reason we have decided to offer the VVT Attack calibration in several options, specified for use with the standard exhaust system, as well as the already proven Milltek product. VVT Attack Calibration available for:

1. Standard Exhaust System
2. Milltek high flow cat
3. JBS De-cat option
4. Milltek Cat Back

The most noticeable aspects of the Custom-Code VVT Attack calibration is the increase in low down torque, this is uncharacteristically maintained though out the rev range. With gains of 40 ft/lb torque being seen on the JBS/C-C development car (Mk4 Golf R32).

But that's not all, the improved thermal efficiency and ability to run and maintain a optimized ignition angle can give gains of 35-40 BHP.

Now normally that's all most people would need to hear, but there's more, with the VVT Attack Calibration you can see:

1. Improved thermal efficiency means your engine runs cooler and with less EGT this can result in prolonged engine and component life and improved fuel economy.
2. A Substantially smoother running engine both at idle and when on load.
3. The engine is now much more willing to rev , giving the feeling of a larger cubic capacity engine.
4. No flat spots or drop in torque, smooth power delivery all the way to the rev limit.
5. The improved exhaust cam calibration now allows the engine to expel the exhaust gasses much more efficiently, this give a much deeper and sportier sound to the exhaust note.

A VVT Attack car is easily identified buy the exhilarating exhaust note. Even with the STD exhaust.


This is where it gets really exciting, the VVT Attack has been fully tested on forced induction applications and is now available for the entire JBS R32 TS turbo kit series.

With all the benefits listed above, the VVT Attack also has the ability to spool any turbo up to 1000 RPM earlier than any NON VVT Attack calibrated kit. This, along with a massive 80ftlb increase in torque for the supercharger application makes this a VERY exciting product.

MkV owners with DSG can also take advantage of the VVT Attack calibration. Fully compatible DSG software is also available. Improved shifting speed and change points were needed to make the most of the new torque now available.

VVT Attack How and Why is it possible..


Well in terms of why so much power can be obtained this is down to overlap...

There are 288 set points for the exhaust cam and 288 set points for the intake cam.

You can change the cam timing just like the ignition timing according to the crank position.

VAG when they map the car they find the most optimal power delivery to suit emissions and like you see from the VVT ATTACK calibration that's cutting quite a bit of power from the R32 / 4Motion

The way the cam position vs crank position affects the cylinder filling is mainly done by overlap, so like an R32 / 4Motion that's normally aspirated the cam settings for both cams are adjusted accordingly to the crank position and then the overlap is fine tuned by the intake cam. On turbo cars the overlap is fine-tuned on the exhaust cam!

Once we start to manipulate the cams we can gain a slightly higher airflow that will cause the cylinder filling to go from maybe 0,85 to 0,92-95 once we are at that level it's down to the ignition and fuelling to make the power from it..

» More Info...

But by altering the cams you change the compression stroke, this is why the ignition has to be altered to compensate for the "new" optimal compression pressure..

So the conclusion is when you change the cams you change the airflow, cylinder filling, compression pressure (not the same as combustion pressure) and when you get your fuel and ignition to suit those changes, you are going to make the stated VVT ATTACK power!! This is the main reason why some tuners change the Factory cam map and see no results. They are simply missing the other crucial factors and understanding on what's actually happening in the combustion process!!

If you fit a 272 cam or cams with more duration you often see the idle go a bit crazy that's because the opening time of the valve has changed from more open to more closed. So there isn't such a good filling on race cams, so the car won't run clean in the low revs. This is not a problem with the VVT ATTACK calibration.

Now If VAG sent the car to production testing like this it would fail emissions in a split second.. As they have Extreme criteria to meet.

With the overlap you will have too much un-burnt fuel in the exhaust and this they don't like at the tüv prufung, even the smallest amount.

What's going on when the factory application engineers are developing the software for the R32??

First of all the number one priority is the emission level.. that comes first regardless if they have to make it a 5cyl to pass, Well not really but you get the idea.

Second is the safety and durability of the engine and drive train.


Third is the consumption and protection against aftermarket emissions tests...

Actually the latest generation ECUs come with a function that's always monitoring the driving cycles of the car and if it finds it's identical with a Emission test cycle it goes to "Emissions clear tables in the ECU".

Now once the car is available to the public and the aftermarket tuners such as Custom-Code play with the car they find all the spots where the development engineers had to cut back and for the R32 that's a massive gain due to emission failures on the cams. If you're lucky enough get access to the notes and information saved from the time of the original development, then things will be possible that previously were not.

The engineers had to compensate for poor maintenance of the if someone bought the car and didn't change his air filter or oil for 50,000miles his car would still have to keep the emission level approved for the model. Now if the car is well serviced and engine is healthy you can with extensive development obtain the "missing" performance that was left out and in this case there is a lot to be gained from the cam settings on the R32 /4Motion