VW Passat B5 (98-05) Mods

"What are the best upgrades and mods for your B5 & B5.5 Passat?"

The B5 represents a major evolution over its forbears. Often compared to the A4 the size is actually closer to the A6, and it provides much more interior space than the A4. Offering an improved handling response over its predecessor which was made possible by a better suspension design and chassis revisions, as well as a new engine lineup so the power now matches the more sporty feel.

In 2001 there was a minor facelift, referred to as the B5.5 and we saw minor styling revisions and an exciting new 4.0 W configuration engine. Rumors were that VW was testing this engine for later use in the Phaeton and A8 and developing the W16 Bugatti engine block.

For the diesels, there were three options: the 100 horsepower 1.9-liter turbo diesel, the 130 horsepower Pump-Duse turbo diesel, and the 150 horsepower 2.5-liter V6 diesel.

A 115-horsepower 2.0-liter, a 150-horsepower 1.8-liter turbo, a new 170-horsepower 2.3-liter V5, and a 193-horsepower 2.8-liter V6 with standard all-wheel-drive rounded out the petrol options.

Adding a 16-valve cylinder head to the 2.0-liter variant in 2002 increased output from 115 to 130 horsepower, making it the most powerful VW ever. The evolution from the B5, B6, B7 to the B8 shows clear advances, whilst evolutionary rather than revolutionary.

A 4MOTION all-wheel-drive version of the 130bhp PD diesel was also made available. If you're looking for a Passat for a project, we recommend a 150hp VW Tdi diesel turbo engine.

Tuning tips and articles

Engine tuning Transmission tuning Care care Intake & exhaust mods Improve handling Forums
The Passat shares the VAG group platform making it possible to swap in parts from other brands and models.

The best power gains come from larger engine sizes.

The more you start with the bigger the return on investment so engine swaps are good value mods for small engined cars.

Let's look at the engine options you could choose from in the B5 Passat before we look at upgrades and mods for them.

Please watch our video introduction to VW Tuning.

We have guides for other Passat Models in addition to this one.

The Passat B5 & B5.5 engine line up

Engine & Code Years Power Torque
1.6 ADP / AHL / ARM / ANA 96-00  99hp @5600rpm 140Nm 100lbft @3800rpm
1.8 ADR / APT / ARG 96-00 123hp @5800rpm 168Nm 124lbft @3500rpm
1.8 T AEB / APU / ANB / ATW 96-00 148hp @5700rpm 210Nm 150lbft @1750–4600rpm
2 AUZ / ASU / AVA 99-00  118hp @5600rpm 175Nm 129lbft @2600rpm
2.3 VR5 AGZ 97-00 148hp @6000rpm 205Nm 151lbft @3200rpm
2.8 V6 ACK / AGE / AHA / ALG / ATX / APR / AQD 97-00 183hp -190hp @6000rpm 280Nm 210lbft) – 300Nm 220lbft @3200rpm

B5 diesel engines

1.9 TDI AHU / AHH 96-00 89hp @4000rpm 210Nm 150lbft @1900rpm
1.9 TDI AFN / AVG 96-00  108hp @4150rpm 235Nm 173lbft @1900rpm
1.9 TDI AJM 98-00 113hp @4000rpm 285Nm 210lbft @1900rpm
1.9 TDI ATJ 00 113hp @4000rpm 310Nm 230lbft @1900rpm
2.5 TDI AFB 98-00 148hp @4000rpm 310Nm 230lbft @1500–3200rpm

B5.5 petrol engines

1.6 ALZ 00-05 101hp @5600rpm 148Nm 109lbft @3800rpm
1.8 T AWT 00-05 148hp @5700rpm 210Nm 150lbft @1750–4600rpm
1.8 T AWM 00-05 170 PS (125 kW; 168 hp @5900rpm 225Nm 166lbft @1950–5000rpm
2 AZM 00-05  113hp @5400rpm 172Nm 127lbft @3500rpm
2 ALT 01-05 128hp @5700rpm 5Nm 144lbft @3300rpm
2.3 V5 AZX 00-03 168hp @6200rpm 225Nm 166lbft @3200rpm
2.8 V6 AMX / ATQ / BBG 00-05 187hp) – 190hp @6000rpm 260Nm 190lbft) – 280Nm 210lbft @3200rpm
4.0 W8 BDN / BDP 01-04 271hp @6000rpm 370Nm 270lbft @2750rpm

B5.5 diesel engines

1.9 TDI AVB 00-05 99hp @4000rpm 250Nm 180lbft @1900rpm
1.9 TDI AWX 00-05  128hp @4000rpm 285Nm 210lbft @1750–2500rpm
1.9 TDI AVF 00-05 128hp @4000rpm 310Nm 230lbft @1900rpm
2.0 TDI BHW 03-05 134hp @4000rpm 335Nm 247lbft @1900rpm
2.5 TDI AKN 00-03  148hp @4000rpm 310Nm 230lbft @1500–3200rpm
2.5 TDI BDG 03-05 161hp @4000rpm 350Nm 260lbft @1500–3000rpm
2.5 TDI BDH / BAU 03-05 178hp @4000rpm 370Nm 270lbft @1500–2500rpm

VW Passat Tuning mods and upgrades.

Most of the following engines have been used as swaps on the Passat B5 with varying degrees of complexity, but see the engine-specific tuning guides for more on these fabulous engines and which are the best tuning mods for them.

Getting the right modified parts for your planned usage of the car is a time and money saver. Stage 3 motorsport parts just don't work well on the road making the car difficult to drive.

Please view our video on  VW Passat Mods & Tuning.  Be sure to subscribe and support our new channe.

Best Engine Mods and tuning upgrades for your Passat

  • Suspension upgrades - coilovers & and replacing worn bushings and attending to the suspension mounts with a strut brace help improve your Passats handling.
  • Brake upgrades - Don't just focus on making it go faster, you need to be able to stop it.
  • Remapping (especially on the turbos)
  • Turbo upgrades engine tuning/remapping provides the most advantage in terms of the outlay.
  • Upgrades to turbochargers and superchargers - forced induction is the most efficient approach to increase air supply, allowing you to burn more fuel and make more power. It is one of the most costly upgrades but provides the best gains.
  • Lighter flywheel - on most models you'll appreciate the faster rev speed changes. But keep the DMF on the diesel engines.

Breaking the B5 mods into Stages of tune we have...

Typical stage 1 mods often include: Suspension upgrade (drop 21mm - 39 mm.), Panel air filter, Alloy wheels, Sports exhaust, Engine Tunes/Remapping, Lighter flywheel.

Typical stage 2 mods often include: Power/Sport clutch, Ported and polished head, Fast road cam, high flow fuel injector, fuel pump upgrades.

Typical stage 3 mods often include: Sports gearbox, Internal engine upgrades (pistons/head/valves), Adding or upgrading forced induction (turbo/supercharger), Engine balancing, Competition cam.

Peak power is all well and good but for a daily driven car, you need a wide powerband and perhaps extending the rev range.

Let's look at these in more detail, in the meantime please watch our video on the best car mods, so you can maximize your return on your tuning investment.

Passat B5 Suspension Mods.

Suspension plays a crucial part in the racetrack's fast cornering. To improve aerodynamics and lower the center of gravity, employ severe suspension and lower the automobile.

Rubber bushings in the suspension will wear down with time, resulting in squeaks, rattles, and bumps, as well as a suspension that isn't as snug as it once was.

Switching to polyurethane bushings is a good place to start when looking to improve the setup as a whole.

What are the variables and aspects to take into account while setting up and selecting your daily driver's suspension?

Engineers must take into account speed bumps, uneven terrain, passenger comfort, and road noise while designing a car's suspension.

The suspensions on the majority of new cars from the factory are too soft to provide the kind of handling and enjoyment you'd expect from a car of this caliber.

Suspension systems maintain the wheels on the road at an appropriate angle to maximize the amount of road surface that they can make contact with. The car's center of gravity must be low and the body roll must be reduced. Torquecars recommends a 30mm drop for hot hatches with enhanced suspension.

Common Suspension Mistakes & Urban Myths.

buying a 30mm non-adjustable suspension kit and expecting perfection.

Most kits are rather general, and vendors typically say they may be used on any or many vehicles.

One suspension does not accommodate all engine, wheel, and Passat weights (the diesel engines are pretty heavy).

Final drive to wheel hub angle error may damage the driveshaft and gearbox.

This causes scouring and premature tire wear!

Buying lower springs and using conventional dampers is likewise a terrible idea. The suspension system should be analyzed holistically.

Cars look awesome dropped low. But the risk that comes with this is tires rub in wheel arches and speed bumps become insurmountable obstacles.

"Lower does not always mean better."

TorqueCars recommends a 35mm drop for most road cars and a 30mm drop for Passats with upgraded suspension (sporty versions which already have lower suspension).

With regular suspension and 17” rims, these tolerances may be substantially lower, but lowering the car may cause all sorts of issues.

The goal should always be to improve handling, and lowering the automobile reduces airflow under the car, which helps stability.

Remember to use matched lower springs and shocks. The concept of cutting the springs is a terrible one since you are asking for a piece of metal engineered to work with a tolerance to do so.

Cut springs will shatter or break without warning - NEVER CUT YOUR SPRINGS!

Passat B5 Brake upgrade mods

It's easy to think of bigger brake discs when talking about brake upgrades, but don't forget about the pads - they're arguably more vital than the discs and a much easier upgrade.

The ability to halt quickly is crucial while going swiftly. Brakes operate by turning kinetic energy into heat by pushing a friction pad against a disc.

This head enters the atmosphere, delaying the car's progress. Brembo brakes flash with heat after intensive usage in night racing.

Your foot pressure is amplified by a servo, which utilizes engine power to amplify your foot pressure, giving you a wonderful progressive feel.

A brake fluid-filled pipe delivers the increased pressure to the friction pads (liquids do not compress like air).

Usually, under heavy braking, the brake fluid may grow quite hot towards the hot brake pad end and this can degrade the braking performance so your fluid choice is important here.

Hydroscopic (attracts water particles) and volatile (boil at high temperatures), brake fluids include air bubbles that may either make the brake ineffective or cause the brake to fail, necessitating frequent fluid changes.

(See the article on Brake Fade for additional information on this issue.)

Because the pad transfers braking heat throughout the discs, the cooler the disc, the better.

The vented disc's middle channel increases the disc's surface to air ratio, improving cooling.

Increase the air ratio between the pad and the disc using drilled discs to keep the pads clean and sharp. Bigger discs Mean greater cooling, but different alloy wheels.

Pad material and design make a difference.

High friction brake pads are required, despite the noise and dust.

Hotter temperatures make racing pads operate better.

For road usage, when braking is done on cold pads or in short bursts, motorsport-grade brake pads are inadequate.

TorqueCars found Pagid and Black Diamond fast road pads to be an excellent balance between braking and wear.

Performance brake pads emit less dust and last longer than standard pads, yet driving style affects pad and disc wear. When the ABS senses a lockup, it releases the brake.

This reduces the braking force. Steering reduces braking efficiency by minimizing wheel locking resistance. On mud and snow, the automobile could stop quicker with the wheels slowed.

Rally vehicles use a special ABS setup that maintains control and braking efficiency on gravel.

Not a mechanic? To prevent accidents, Torquecars recommends expert brake service be carried out by a professional.

Improved automobile stopping power. Upgrade the discs and pads. This is because a bigger disc has greater friction and disperses more heat.

You may buy brake discs and servos from a performance model in the VAG group family if you have a basic family vehicle with modest discs the RS and S from Audi and R series brakes are good alternatives.

A little research and conversation with our forum members may assist you with your decisions when it comes to tuning your Passat B5 braking system. Most hubs from VW, Audi, Porsche, Skoda, and Seat are interchangeable and discs, calipers, and pads can be swapped around relatively easily.

Passat B5 Caliper upgrades

Next up are calipers (which apply the clamping force) and pistons (which push the calipers).

The more pistons you have, the more clamping force you have, allowing you to employ larger pads.

It's not as simple as creating a dog bone adaptor to put them onto the factory (or larger discs) to replace the factory single piston sliding calipers!

The overall volume of brake fluid utilized must match the amount used in the donor automobile master cylinder. The pedal stroke and sensation will be altered, and the pedal will likely move closer to the floor before the brakes operate.

To match the donor vehicle's master cylinder volume, the factory master cylinder may need to be overbored or replaced with a larger unit.

To maximize the effect of upgrading the discs, increase the pad, caliper, and piston count.

Remapping the Passat B5.

Why are OEM maps so bad? Local variances in fuel emission regulations and temperatures usually necessitate a fudging of the one setup for all methods.

Manufacturers develop timing maps with a large margin of error to account for temperature variations, minor faults, and bad weather. Some countries' CO2, HC, and NOx emission targets differ, necessitating a fudged approach.

Manufacturers do not want customers to be inconvenienced by mechanical failures or poor fuel economy, therefore they build in a large tolerance.

The fact that different countries utilize different gasoline grades and have varying degrees of adverse weather adds to the fudge that has to be done to keep all cars functioning well globally.

Depending on how effectively the components are machined and assembled, each car's output varies by 20bhp. Rather than examine each automobile individually and create a custom timing map, they use a one-size-fits-all approach.

Manufacturers employ tunes or remaps to create multiple power versions of the same engine, lowering insurance rates and improving fuel economy.

Add to that the reality that the average TorqueCars reader will be upgrading components, and you have a compelling case for a remap.

The manufacturer also factors in user neglect, such as infrequent servicing, unclean plugs, poor leads, clogged air filters, partially blocked injectors, etc. And so on. Who will need a remap? Anyone who has upgraded their engine should consider remapping.

Remaps are also suggested for all modern turbocharged engines, adding 20-30% additional power. TorqueCars strongly recommends a tune/remap for turbocharged cars with electronically regulated fuel injection.

Remapping Issues and Drawbacks

Remaps offer significant power gains on all turbocharged cars. On NA (naturally aspirated) engines the benefits are doubtful but will help unleash the potential if you have done a lot of mods.

What are the hidden costs?

Prepare to service your car more frequently, sometimes halving the service interval. If the map was tuned for high octane fuel, you must be prepared to replace components that break due to the extra work they are doing.

When an engine is tuned for more power, it puts more strain on components, such as airflow sensors.

Weak points in an engine frequently show up months after a remap. See our tune/remap troubleshooting guide.

Generally, any turbocharger and clutch deficiencies will show up following a remap.

Also, turbos can wear out, essential components like pistons and bearings require care, and the clutch is less durable. What about NASP remaps? A tune/remap alone will only gain a few BHP if you don't have a turbo (10 percent is typical).

TorqueCars advises non-turbo automobiles to modify everything else first (cams, pistons, increase compression, engine balance, air intake, exhaust, head work, bigger valves, etc...)

After this, you can consider a tune/remap to assist you to get the most out of them.

Turbocharged engine care

A tune/remap frequently adds boost from lower rpm, making the turbo operate quicker and hotter.

If you don't let the turbo cool, the oil may deteriorate, necessitating a costly turbo repair. Installing a turbo timer will also help cool the engine.

Be very skeptical of peak Power Claims Please ignore peak power when comparing maps since some tuners are known to manufacture a power blip or spike to attract attention and grab those headline power figures.

See the graph below which illustrates what we mean.

However, the green trace indicates a steady growth in power across the RPM range.

It also indicates peak power at 4000rpm, which is great for an engine that redlines at 7000rpm.

On a map, we want to see a nice smooth torque climb with no dips or troughs. Instead, focus on the total torque curve.

NB: At the bottom of the RPM range, more power ends up overloading the turbo and components as they never get to spool down, and cool down.

Find out whether the map has been tried or analyzed on a car. You might be surprised when you visit the company's hidden headquarters where you'll often find people with laptops fiddling with the fuel and spark advance tables, never seeing the vehicles they are tuning.

Reputable companies use a dyno and test and tweak their maps for optimum performance and reliability.

Turbo modifications and upgrades for your Passat

The extra power comes at the cost of engine damage and heat. Petrol engine turbochargers spin at 1100°C and 100,000-150,000rpm.

Recent versions with turbos double those speeds. It requires lubrication, cooling, and balancing. These include oil seal failure, blockage, and bearing wear.

Installation of a bigger turbo takes additional pipes and labor but will help you make more power. As an alternative, most hybrid turbos will work perfectly on standard maps with lower boost levels if the original is simply replaced.

  • A smaller turbo gives a flatter torque curve with reduced lag for road automobiles.
  • A hybrid turbo has better bearings, balance, and seals.

A Guide to Volkswagen and Audi Group Turbochargers by VAG

There are a lot of turbocharged engine alternatives out there, so we'll take a look at some of the most popular turbos from the VAG group, as well as the distinctions between them and the best upgrade possibilities.

We also have a look at the turbo's power restrictions, which may be exceeded, but the turbo's lifetime will be decreased.

Before the turbo eventually breaks, you will generally hear a whining or siren sound and then see smoke.

At this time, you should start looking for a new one. If the compressor fails and is pulled into the engine, a failing turbo may do a lot of harm.

Differences between K03, K03s, and K04:

A comparison The K03 turbo was available from 1996 to 2000, after which the K03 turbo was replaced by the K03 turbo. We have a full guide to VAG group turbos.

Types of Powerplants With the 1.8T AGU engines, the K03 turbos are employed. These engines are equipped with a MAF sensor and a cable-operated throttle, as well as smaller injectors than usual.

For the AUM engines with MAF and MAP sensors, K03s turbos are utilized. Fuel efficiency and performance are both increased thanks to the better drive-by-wire throttle on these engines. Stigan and BorgWarner are two of the most prominent producers of K03, K03s, and K04 turbos.

KO3 and the KO3s Differences

The number of blades is the most significant distinction between the various turbos. The K03 has 11 blades, but the K03s only have 8.

Although the turbos have similar footprints, the actuator that opens the turbine bypass valve differs significantly, often between 65N and 85 N, although some variants included a two-port actuator.

Because of the increased boost pressure, 180-horsepower engines often use actuators with better quality and more opening force.

Increasing the compressor on the intake side of a hybrid turbo typically increases power and is a common approach used by many manufacturers.

Power derived from the original K03 is the least amount you'll get, which means that it can only safely reach 190 horsepower with the right mods and upgrades.

However, the turbo's lifespan will be decreased the closer you are to the safe limits and the harder you push it.

The K03s produce more power than its brother the K03. The safest power output with K03s mazes out at around 215 bhp; any more, and turbo life is jeopardized.

There have been reports of individuals getting as much as 250 horsepower out of this turbo, so there is some leeway to be had but expect a reduced turbo lifespan.

K03s have an increase in power of at least 25 bhp over K03s, with the potential for even more if you are willing to compromise turbo life or are willing to conduct more maintenance.

Compared to K03s, the K04 Offers a Bigger Advantage. The K04, compared to the K03 and K03s, is substantially bigger and provides far superior results.

The K04's performance statistics can be increased to 350 bhp with correct hardware assistance, however, the safe maximum for the KO4 is 220 horsepower.

There were two sizes of turbo: K03 and K03s, which were smaller than the K04. While the K04's power output was somewhat lower, the amount of space needed for its installation was far less than that of the K04.

Turbo limits - safe should retain factory reliability and longevity, the Max however is pushing to the limits and will certainly shorten the turbos lifespan.

Turbo Safe Max Maximum
K03 190hp 220hp
K03s 215hp 250hp
K04 220hp 350hp

Is There a Reason to Upgrade Your Turbo?

Many motorists choose to replace or enhance their cars' turbochargers for the following reasons: Turbocharger upgrades are an excellent way to boost a vehicle's performance and one of the most impactful.

Turbos wear out with time, needing periodic replacement. Additional recent turbos take use of newer technological breakthroughs and provide vehicle owners with more add-on possibilities.

Turbo Upgrades: How To Pick The Best

There are a lot of fake and low-quality turbo units out there, so it's important to examine your source carefully to figure out which one is the finest.

We can guarantee you'll have to perform the job again in six months if you install a cheap turbo upgrade. When it comes to extra features, choose a turbo that may provide the following:

An aluminum compressor wheel made of billet aluminum (light and strong) Vanes (Maximizes the boost available) An actuator for the wastegate (sharpens throttle response and maximizes your power gains) The difference between a successful project and a waste of money may be found in the tiniest details. After a turbo upgrade, engine tuning/remapping IS A MUST.

Changing the factory turbo with a more powerful aftermarket one frequently necessitates upgrading the vehicle's software. If this isn't done, the engine may run lean or enter limp home mode, which will result in error codes being thrown. To completely reap the benefits of your update, you must use a new ECU, which is only possible if you use a stock ECU.

Replacement Turbos for the Originals When the time comes to replace the factory turbo, these are the options: Replacements for K03. If you wish to improve your vehicle's basic K03, here are a few options to think about, but keep in mind that inline and transversely mounted engines have different turbo designs, so don't mix them up:

847-1001 with SKU 40-30002 SG is Stigan This turbocharger is a drop-in replacement for a wide range of cars.

Examples include the 1.8-liter Audi A4 from 1997 to 2006, the 1.8-liter Volkswagen Passat from 1998 to 2004, and the 1.8-liter Volkswagen Passat from 2005. 53039880029 BorgWarner has the SKU 40-30002 BW.

The K04 Upgrade Kit

Consider these choices if you're looking to replace the original K04 turbo: 847-1435 with SKU 40-30002 SH is a Stigan product

Cars that may be a good match for this Stigan High-Performance New Turbocharger include the following models:

An Audi A4 1.8 liter model from 1997 to 2006 Volkswagen Passat 1.8 liters from 1998 to 2004 Item SKU 40-30003 AW from BorgWarner (53049500001).

Vehicles with transversely mounted engines may benefit from the BorgWarner Airwerks Series High-Performance New Turbocharger.

Turbo Swaps on the B5

Even though newer and better turbos are continually being added to automobiles, switching a turbo is not as straightforward as one would think, especially from a newer model or next generation.

You'll typically need to do the following steps to complete the process:

  1. Changing out the old fuel injectors
  2. Changing the exhaust pipe's diameter
  3. A new fuel pump may be installed easily.
  4. Changing out the boost control circuit board
  5. Adding cooling systems like intercoolers
  6. The wastegate needs to be replaced
  7. Using catalytic converters with fewer restrictions
  8. Replacing exhaust mufflers

There may seem to be a lot of work to be done, but it all depends on the kind of vehicle. The architecture of the engine compartment also plays an important role in deciding how difficult it will be to transfer an Audi turbo into a different model.

The exhaust and intake pipes may have to be rerouted, the intercooler may need to be increased in size, and there may be space limits. Turbochargers that run on a hybrid system.

What's the Deal with Hybrid Turbo Chargers? Why Do People Use Them?

There are several turbo manufacturers, including Stigan, IHI, and Borgwarner, however many individuals believe that hybrid turbochargers are the best upgrade option.

These hybrid turbochargers exist only to outperform the stock turbochargers in terms of output, and longevity.

What Are The Differences Between An OEM Turbo And A Hybrid Turbo?

A hybrid turbo may have a single part changed or, in certain situations, all of the OEM turbo's components replaced to obtain extraordinarily high performance.

Even though they seem like stock, these turbochargers have been tweaked on the inside, resulting in much better performance. So they bolt straight on and give a decent upgrade path.

Although there are a few advantages to using a hybrid turbo over a standard one, there are also several disadvantages.

Limits on Power for the K03 vs K03s

With a few tweaks Re-mapping of K03s 210 to 220 horsepower is what you can anticipate from your K03 turbo with a Stage 1 Remapping (Air filter, exhaust, bolt on modifications).

However, Stage 2 Remapping (cat replacements, fueling enhancements, and intercooler upgrades) may generate power that ranges from 230 bhp to 250 bhp, depending on the modifications.

Be aware of the fact that an intercooler is necessary for Stage 2 engine tuning/remapping to decrease the air temperature, otherwise, you'll be limited to lower power output.

Re-mapping of the K04

Stage 1 changes to the K04 turbo increase its maximum power by around 25 to 30 horsepower, however, we've seen several improvements on potential power from High-quality fuel (98+ Ron) and an improved FMIC (Front Mount Intercooler) which we rate highly among the many changes required to achieve such a high level of performance (your OEM clutch will slip and should also be upgraded at this point).

A lighter flywheel

The flywheel works like the wheel in the toy automobiles you used to rev up and let go. The heavy wheel between the engine and the gearbox generates rotational force.

This helps the automobile resist changes in engine speed, which is ideal for cruising but detrimental when you need a quick engine reaction.

A lighter wheel relieves the engine's inertial strain and allows it to rev more freely, allowing it to produce more power. A race-tuned engine revs up and down much faster than a stock engine. A lighter flywheel reduces engine momentum or inertial spin, which is noticeable on hills.

Various flywheel weights are provided for maximum torque and free-revving. For street automobiles, you don't want to go too light or your tick over may suffer. Chat with our users in the TorqueCars vehicle forums about your application.

Flywheels sold in stores are meticulously balanced and constructed of several alloys combined for strength and lightweight. If you're replacing a clutch, you might as well replace the flywheel.

A good fast road power clutch will help to keep that power going where it should. Never skimp or expect a standard clutch to cope.

What are DMF (dual mass flywheels)?

They have two distinct surfaces joined by a spring. The spring dampens rotational acceleration and deceleration.

They reduce the possibility of reversion in 4 cylinder engines and smooth out diesel engines. Some of our members are replacing DMFs with solid and lighter flywheels, however, we recommend reading our guide on DMF to SMF conversions first there are some engines you should never swap to use one of these.

Uprated injectors will enable you to supply sufficient fuel to the engine.

Uprate the fuel pump to cope with the extra fuel requirements of your tuned Passat's uprated injectors.

VW Passat Intake and Exhaust.

Now we'll look at the intake and exhaust systems and guarantee appropriate engine flow. Maximum power improvements are obtained with a complete induction kit including a cold air feed box, but ONLY IF YOU ARE EXPERIENCING A RESTRICTION, otherwise you are wasting your time.

On low powered engines, you will often lose low-end power, thus we recommend switching to a panel air filter.

Increasing the valve size in the Passat engine heads, doing port work, and head flowing will also boost torque, and critically, will allow you to enhance the torque increase on other tuning items.

Unless there is a step obstructing airflow into the engine, expanding the air intake port to match the intake manifold would provide little advantage. As a consequence, the majority of do-it-yourself port matching work is best performed on exhaust ports.

It should be noted that increasing the port size is not always beneficial and is often only necessary in highly tuned engines when the port size has become a bottleneck.

Often, flow rates may be increased by modestly narrowing channels with fewer bends or angles.

This will limit power; the objective should be to have virtually identical port apertures on both sides to eliminate turbulence on the downflow side; this is why many current intakes are now built of molded plastic; it is lightweight and can be formed to an extremely exact shape.

The objective shown in this graphic is to achieve a seamless connection between the intake manifold (x) and the engine port (y) in a highly tuned rally car engine.

The fuel injector (f) sprays fuel into the intake manifold and has a direct route to the valves (this is clearly not true for direct injection engines).

Additionally, the intake angle has been reduced, allowing the air to flow virtually straight down into the engine; this is not always achievable with all engines, however, the emphasis is on straightening the airflow and minimizing bends.

Choose the smallest exhaust possible rather than the largest as smaller bores flow more quickly and help with scavenging  - in most cases the optimum for power improvements are often between 1.5 and 2.5 inches.

VW Passat Wheel modifications.

Alloy wheels aid in the cooling of the brakes and are often lighter than steel wheels. It's worth mentioning that, although large alloy wheels look great on the Passat, they reduce performance.

As you increase in size, your peak speed will decrease as a result of the change in your effective final drive ratio. Maintain the wheel's total rolling diameter at the manufacturer's specification.

We do not advocate exceeding 18 inches in any situation. Several of our members have installed 19's and 20's, mostly to accommodate a Porsche brake change, but all have noted tram lining and other difficulties associated with the bigger rim size.

VW Passat Engine Problems

There are a few problems and issues to look out for on other popular vag group engines, but I've split these off into other articles.

  1. 2.0 TFSi carbon buildup issues - direct injection engines require an intake clean.
  2. 2.0 TFSi problems - N75 and N249, high oil consumption,  Cam Follower wear, Water Pump failure, and Turbo issues
  3. 2.0 TDi problems - Flywheel, Oil pump,  Lumpy Idling
  4. 1.8T Problems - Diagnosing the common faults and issues

Please join us in our forum to discuss the Passat options in more detail with our Passat owners. It would also be worth reading our Passat tuning articles to get a full grasp of the pros and cons of each type of modification.

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