- CFD Optimized
- E-85 Compatible
- Fully welded construction
- All Stainless Steel
Nostrum’s Standard Bore HPFP for the Gen 1-2 EA888 found in the MK6 Golf GTI is capable of flowing 36% more fuel than the factory fuel pump. This is perfect for anyone who is looking to get the most out of their stock turbo with minor bolt-ons, or run pump E85! Nostrum HPFPs increase the capacity of your fuel system and ensures you are getting the most out of your fuel system components. Nostrum HPFP kits feature a larger piston diameter than stock, a premium welded construction, and several in-house components. Nostrum HPFP kits are designed in Computer Aided Design (CAD) and optimized using Computational Fluid Dynamics (CFD) to ensure you have the highest performing product on the market.
For builds that are looking for more power, you would want to go with our Big Bore HPFP kit, which can be found here: 2.0L VW EA888 CCTA-CBFA Big Bore High Pressure Fuel Pump Kit
Every Nostrum manufactured part is backed by a limited lifetime warranty. Our products are comprehensive solutions that come complete with everything you need inside the box, including detailed installation instructions. Tuning guides are also available for your dealer or tuner. We have customer service and calibration engineers on staff to provide you with any support that you may need, from installation to tuning.
- Standard Bore High Pressure Fuel Pump - fully welded, stainless steel construction ( 36% flow increase over stock pump for the application)
- Mounting Flange and Electric Harness Adapter
- Detailed Installation Guide
- 2008-2013 AUDI A3
- 2009-2016 AUDI A4
- 2010-2017 AUDI A5
- 2012-2015 AUDI A6
- 2013 AUDI ALLROAD
- 2015-2018 AUDI Q3
- 2011-2016 AUDI Q5
- 2009-2015 AUDI TT
- 2012-2013 Volkswagen Beetle
- 2009-2017 Volkswagen CC
- 2009-2016 Volkswagen E0S
- 2008-2014 Volkswagen Jetta
- 2008-2010 Volkswagen Passat
- 2009-2010 Volkswagen Passat CC
- 2009-2017 Volkswagen Tiguan
- 2018 Volkswagen Tiguan Limitied
Frequently ask questions:
Q: Why do your numbers say I will make less horsepower on E85 than 93 octane?
A: Great question! The numbers we list in the product descriptions are similar to the numbers a turbo charger lists for air flow. The numbers are the "fuel system capacity to generate power" regardless of the other engine system limitations (air handling, mechanical limitations, knock propensity). Essentially the numbers are calculated assuming "sufficiently large air flow", "sufficiently capable mechanical assemblies" and disregarding knock limits. The equation uses actual observed engine volumetric efficiency (when available from sponsorship vehicles) and fuel capacity (including target pressures) to calculate power. Gasoline has more energy per mass volume than E85. So the higher fuel flow capacity will mathematically generate higher power potential for a gasoline than a high ethanol content fuel. The other variables (air flow, spark, rotating assembly strength, charge cooling, mechanical assembly strength) are highly variable from build to build. This is why we state horsepower capacity for the fuel system – representing the potential of the fuel system if you have all the other aspects of your build addressed!
Q: What do I upgrade first? My low pressure pump, my high pressure pump, or my injectors?
A: Fundamentally we have to look at the entire fueling system and "where" in the rpm range the limits are. DI fuel systems in stock trim are often pump limited at middle rpm (peak torque) and injector limited at high rpm (peak power). This is due to engine speed. HPFPs are mechanically driven pumps (driven by the camshaft pump lobe spinning at ½ crank speed) and are RPM (engine speed) dependent. Many of the quoted flow increases in the aftermarket are purely displacement based comparisons: where by example the big bore pump has a piston diameter X% larger than the "stock" pump or the swept displacement ((3.14*(radius)^2)*(stroke))of the pump Y% larger than the stock pump. The larger displacement of the pump really shines in low rpm, where the fuel injector has plenty of time (crank angle degrees) to inject fuel. As the engines starts to approach peak power the engine speed starts to become quite short and is limiting the injection duration (crank angle degrees) for the injection event (which is another reason why we like to increase fuel pressure up high!).