VW MK4 R32 / Audi MK1 TT 3.2 Tune (BJS/BHE)

R32 3.2: 275 HP / 276 LB-FT ON SOFTWARE

Fits

VW MK4 Golf R32, engine code BJS (237 hp and 236 lb-ft from the factory), and Audi TT MK1 8N 3.2, engine code BHE (247 hp and 236 lb-ft). Mechanically the same engine, so the same calibration covers both. The later MK5 R32 and MK2 TT (BUB and BUS) use a revised head and are tuned separately on their own listing. Not sure which code you have? Find your engine code in two minutes.

What the tune does

Our R32 calibration brings the 3.2 to 275 hp and 276 lb-ft on software alone, up from a factory 240 to 250 hp. For a naturally aspirated engine that is a genuinely strong result. The 3.2 is the best sounding VR6 of the lot and the one VW left alone: displacement, compression and a factory that did not strangle it, in a car light enough to use it. Written for 93 octane / 98 RON and adapts to 91 / 95. Customizable launch control and program switching are built in. Rev limit raised to 7000, speed limiter removed. Tested on the street and the track to be smooth yet powerful. Previously sold as Gonzo Tuning Stage 2+.

Stages on this listing

Read the VR6 Tuning Guide for the long version, including the 3.6 FSI cars, which are a different platform and tuned to order.

What you need on the car

• Timing chains and guides: the chains last, the plastic guides do not. Past 100k miles, or if the car throws timing correlation codes, or if there is a marble-in-a-can rattle from the transmission end, do the chains before you tune. A stretched chain fights the calibration the whole way.
• Ignition: the 3.2 runs coil-on-plug, and the early factory revisions failed constantly. Latest OEM revision coils and a fresh set of correctly gapped NGK plugs. Spark blowout under load reads exactly like a bad tune.
• Intake manifold shifter rod: the variable intake changes runner length through a shifter rod, and the factory plastic bushings wear out. That gives you a rattle people mistake for the timing chain, and a hole in the low-end torque. Aftermarket bushings fix both.
• What you do not need: a fuel pump or a clutch for Stage 1 or Stage 2 Custom. Those worries come from turbo cars. A naturally aspirated VR6 never makes that demand.

After you order

1. Order. Choose Remote Tuning. A GTS cable ships with your order for a one-time $40 and it is yours to keep for every tune after this one. Already have one? Choose "I already have a GTS Remote Tuning cable".
2. Read. Plug the cable into the OBD port and a Windows laptop, Windows 10 or later. An Intel Mac on Boot Camp works too. Our software identifies your ECU and saves your original calibration before anything is written.
3. Flash. We build the calibration for your car, your hardware and your fuel. You get a message the moment it is ready, and you flash it yourself in your driveway in about ten minutes.
4. Log. Drive, log, send. If anything wants adjusting we adjust it and you flash again. Revisions usually come back the same day, and within 72 hours at the outside.

Prefer to mail the ECU in? Mail-in is free within the USA and Canada. We flash it on the bench and send it back in one to three days. Local? An OBD flash at the shop takes 10 to 15 minutes. How remote tuning works, start to finish.

Options explained

• Stage: pick from the table above.
• Launch control / 2-step / antilag: soft launch control is included. The hard 2-step and antilag are an add-on, for off-road and competition use.
• IMMO defeat: removes the immobilizer check so a swapped or spare ECU runs without the key and cluster handshake.
• Swap tune (mono O2): a mono O2 sensor patch for swaps and turbo conversions running a single-sensor exhaust.
• MAFless: for a build running without a MAF. The calibration is built for it.
• Mail or Remote: remote is what most owners pick. Mail-in if you would rather not touch a laptop. Own cable if you have tuned with us before.