Quote Originally Posted by jjjanos View Post
Because that's what Mr. Dowd says is the process in use..

1.20 or 20% for 2V Carburete
1.25 or 25% for 2V FI cars or older ECU cars
1.30 or 30% for Multi-Valve FI cars or Modern ECU cars
1.35+ or 35%+ for V-Tech, Vanos/Double Vanos, or other engine designs known to have higher potential/gains
http://www.sccabb.com/forum_posts.asp?TID=8861&PN=1

See post #2

Unless, I've missed something on Charlie's car, I could swear it had a Carb and I'm pretty darn certain that there is no ECU on it.

The G2 certainly isn't an older ECU vehicle - it's a 90s vehicle -- so it either gets a 1.3 or 1.35+.
Vocabulary check: In the VW fanboi world G2 = A2 = Golf 2 = 1780cc counter flow 8v head
G3 = A3 = 1980cc cross flow 8v head with thin valve stems
Neither is a multi valve head. Both are available with electronic fuel injection. The 2 liter uses a modern mass airflow device, the 1.8 uses two different types of flapper/trap door air measuring devices.

What you are neglecting is that when something is 'known' about a motor that is taken into account. Just don't ask what the definition of 'known' is. It seems to be a 'we know it when we see it' kind of thing, which is my sticking point with the whole thing.