500whp 2003 Volkswagen Golf GTI MkIV
Don’t let that Chrome Blue wrap confuse you into thinking this fourth-gen Golf is purely all-show and no go. As Bryan McCarthy discovers, it’s got plenty of ‘go’ to back up that show!
SELF-REFLECTION 500whp 2003 Volkswagen Golf GTI MkIV
Words: Bryan McCarthy
Photos: Zane Lacko
Brad Kordwitz can quite literally see himself in his 2003 GTI. And I’m not talking about picturing himself behind the wheel, banging gears and crushing apexes, although I’m sure that’s a thing, too. No, the bright blue vinyl wrap doubles as an appearance checker. But let’s put a pin in that cheeky intro point and come back to it a bit later.
“I wasn’t always a VW guy,” confesses Brad, a 40-year-old vehicle acquisition specialist for an auto dealer in Pennsylvania. Prior to his first bite at the VW apple in 2001, his car keys ranged from Mazdas to domestics. “This was in the era of Super Street Magazine, NOPI Nationals, Wings West bodykits, [and] pre-Fast and Furious mania.” Those of us of a certain age will certainly have fond memories of that epoch. Those who are just getting their drinking licenses, probably not as much. But that’s neither here nor there.
Like many learning the road ropes in the early aughts, a Mk3 Jetta was the perfect vehicle to dip one’s toes into the Volkswagen pond. Equipped with the ubiquitous and nearly indestructible 2.0-litre, Brad’s Tornado Red four-door was his keycard to the hotel party that everyone wanted to be at, but not all were invited to. “I came to love the car, and the community that came with it,” Brad tells us. “The style of the VW community was much more subdued [compared] to the outlandish stuff at the time, and the mindset of those in the community were much more my own.”
Finding the Volkswagen family wasn’t a coincidence, as there were various forces subliminally pushing him towards it. “I think my Dad rubbed off on me with the VW thing,” Brad admits. “He was big into Bugs/Buses and had a 914 in his younger years.” A co-worker at the dealership he was at, Brian Froustet, had and still does to this day, a worked Mk1. “He had a bunch of connections in the Lehigh Valley area, so anything needed there was someone,” recalls Brad. His high school BFF also rolled in a bright yellow B5 A4. Surround yourself with the right people and good things will come.
That Jetta, or Vento as it’s known in other places around the world, helped usher him into the VW scene. It had the usual period-correct modifications, which back then were just known as modifications, such as upgraded sound system, a TV in the dash (wait, what?), coilovers and MSW Turismos. The exterior looked like the FK catalog had thrown up all over it (kidding) and in order to fit dual round headlights with the Jetta’s straight hood, there was a retrofit kit that used E36 lights with this piece of plastic to close the gaps. Strictly Foreign made a piece, too, but again, only those with MK3 Jettas going for a specific look will remember the pain of getting there.
“Both my daughter, Madelyn and son, Reece love everything about cars, so they are ok with it”“I had the car for roughly five years. Took my then-girlfriend, who is now my wife, on many dates in that thing,” reminisces Brad. Beyond the drive-ins and the mall runs for anniversary gifts, the Mk3 also saw many a Waterfest, Carlisle and other shows during Brad’s tenure. But as with many who tinker in automotive tuning, the first is just the test bed for things to come.
“Fast forward to 2012 and I was on the hunt for a secondary fun car that was unmolested,” says Brad. While there wasn’t a shortage of VW models to choose from, considering the MK6 was mid-cycle and MK5s could be had on the cheap, it was the MK4 that really captured his attention, portly bits and all. “The draw of the MK4 was probably because when I was 18 into my early 20’s, that was the newest model. The VR6 was obviously great, but the new 1.8 turbo was a huge deal to me. Also, I loved the look of the flared quarters, and overall lines of the car.” With his employment providing him some prospector panning skills, he was able to flush out a problem-riddled VR6 GTI before coming across the car you see here - a Mk4 Reflex Silver 1.8T GTI, pre-wrap of course. “Modifications started right away,” quips Brad. “First modification was a new house.”
Now I believe that’s a first for us here at PVW, but the reasoning behind it was solid. And with spousal support, who wouldn’t want a proper castle for your chariot? “Not the first thing you think of, but I told my wife I didn’t want to leave the car on the street all the time and she had the only garage spot. So we literally built a house with a 3-car garage to house both cars and the GTI.” Priorities. With memories of karting round a parking lot when he was younger, which transitioned into the occasional track day rentals, drag racing and auto crossing, it was almost inevitable that Brad’s Mk4 was going to find itself in some sort of motorsport situation. “I began running local SCCA autocross events and put a set of Sparco wheels and Hoosier A7 slicks [on it]. From there I knew road course action was the future for the car.” With the GTI aging out of any series competition, it allowed Brad carte blanche with whatever modifications he wanted to perform. A cage and a Sparco Pro-ADV FIA released the proverbial cat from the bag and all that cat wanted to do was race.
“I was at my first Dub Deliverance in 2015 at Summit Point Motorsports Park in West Virginia. It was a gathering of all things racing VW/Audi. The VW was still pretty tame looking, just bright blue seats and a cage with slicks,” Brad continues. “That day was the kick in the butt when I saw Josh Paashaus’ car, a sinister black Mk5 track car. Driven on the street and taken to One Lap of America events; it was amazing. That car really got this ball rolling, and even thought they are a generation a part, one is very dark and one is shiny, it was a big inspiration behind the build.”
Being an early Dubs at the Gap participant kindled a relationship between him and Kenny and Roby from Vagwerks in West Virginia. Their conversation revolved around minor upgrades. Sure, minor. “At the time I had a Frankenturbo,” laments Brad, “but had some great software tuning from EuroCustoms’ Ryan Horne.
When I was there in the shop getting a new clutch installed, there was a forged internal block looking for a home and then the power department started.” How many times have we found ourselves solving one problem, while also eliminating the need for a future block before the stock one inevitably guts itself on a track somewhere? Genius.
Along with the block, Vagwerks hung a new Garrett GT28RS turbo out back and utilised Unitronic software for the communication. “I developed a great friendship with both Kenny and Roby,” enthuses Brad. “They are really the sole people that work on the car and have made it perform to the levels it does.” To complement the larger turbo, Eurojet was tapped for their front-mount intercooler and exhaust. Larger injectors, an uprated fuel pump and coils make sure the engine stays fed and fi ring. An HKS blow-off valve makes all the right whooshy noises.
And despite the long list of modifications, they mostly work together in harmony. “The only struggle we had was the turbo location hanging off the back of the manifold. The car would get so hot from constant laps, causing the bolts to back out from the heat and weight. We used extra bracing and lobeend type nuts to keep the nuts from moving at all.” Problem solved.
With the car graduating to more track day fun instead of eating orange cones at autocross, Brad had a Wavetrac limited slip installed to evenly distribute power. Added aero also aided in enhancing stability. Which when you’re tearing around a road course, knowing the car will go where you point it is extremely comforting. Gripping and ripping gear changes comes courtesy of a CAE Ultra Shifter. “Probably my single favourite upgrade is the CAE Ultra Shifter sourced by Mike Humphrey over at NGP,” says Brad. “It absolutely feels like a different car. Not very practical for street driving, but it’s magical on the track.”
But wait, we haven’t talked about the bright blue streak that spectators see at such venues as Summit Point, Pittsburgh Raceway and Dominion Raceway. “I was always bothered by the silver not matching, between painted carbon pieces and repainted panels here and there,” explains Brad. “Even though it was a track car I hated it looking bad.” Thad Cunningham at Icon Sign Company was responsible for covering the MK4 in a full chrome wrap. “He really did an amazing job,” beams Brad. “My first thought was to go for Porsche’s Miami Blue, but he proposed doing it chrome, something he probably regrets,” laughs Brad.
“The car is a blast,” says Brad. “It’s is a very well balanced car and is built to really handle the punishment of constant track use. While I have gotten away from autocross with the car solely because of the setup, I will always say it’s an amazing gateway for safe car control and higher rates of speed.”
It’s not just all go and no show though. Brad’s car is a staple at Cult Classic’s annual gathering in Coopersburg, PA. It’s even acquired a few Top 25 windshield stickers there. He’s also attended Dubs at the Boards, VAG Fair, and both Dubs at the Gap and Dubs at the Lake events organised by former PVW star, Jonathan Leyh. And it looks good just standing still, too. The wheel set-up Brad’s rocking for the street include 18” Rotiform Six wrapped in Michelin PS4S tyres, similar but different to the timeless Enkei RPF1s and Continental Race Tyres that see track duty. The R32 front bumper works in tandem with the 20th Anniversary side skirts and VIS carbon fibre hood. And you can’t miss that Seibon Carbon Fibre GT wing out back. The interior is dominated by two blue Sparco thrones and a roll cage fabricated by Zech Thomas, but as we mentioned before, this voluminous hot hatch isn’t exactly worried about helping friends move apartments. So what’s next for this reflectively blue track attack hatch and its seasoned driver? Daytona? The Nürburgring? “A dream place to take the car is Lime Rock for sure,” Brad informs us. “It’s just a gem of a place and bucket list item.” Given the current set-up, it would be interesting to see just how quick he can get around the bucolic 1.5 mile track nestled in northwestern Connecticut.
As with any road or race project car, it sometimes can seem like the finish line is never in sight. “I think the car is pretty much close to being done,” says Brad, hesitating. “Brakes may go to a Porsche calliper setup. Possibly carbon fibre fenders, and changing the aero slightly in the front. That would be all. I have a habit of changing wheels constantly so there is that. But maintaining the parts and replacing broken parts is all that will be done going forward.” So as we said. the chequered flag isn’t quite waving yet. Heck, it sounds like it’s not even the last lap.
With a supportive family, we can bet that no matter where Brad’s racing or showing the car, he will have his own cheering squad in the pits. “My wife Dana has spent countless hours at shows and dealing with me dealing with the car, or being away at track events,” Brad tells us. “Both my daughter Madelyn and son Reece love everything about cars, too, so they are ok with it.”
“The car has really been an enjoyment,” says Brad proudly. “Seeing what it was to what it is makes me smile. Only real stresses have been small gremlins at the track. Keeping the engine cool being one. 1.8’s love being hot, I swear,” he chuckles.
We have to ask, will this old race car be put out to pasture, replaced by a newer model eager to be wrapped in a lairy color? “Car is a keeper. It was a basic run of the mill Mk4 and I made it my own. I don’t think anyone would appreciate it like I do.” On the, err, bright side, if Brad holds on to it long enough, it will be eligible for vintage racing. And the VSCCA runs at Lime Rock often.