Just installed it today. Install was a cinch except that the short clip was a pain to get to. Very limited ability to really get on it after the install, but I could tell immediately that she was pushing a lot more from the rear. I gave it a few good 0-60 launches and it noticeably launched from the rear more and got off the line more quickly, transforming the launch of the car compared to stock launches (which had seemed to bog down at best). I'll start a proper thread and review when I get back from the mountains, but I'm already happy with it and can't wait to see how different twisty bits are with this upgrade.
What is the difference between getting the competition controller and just getting the switchable controller without a switch cable? It seems like they would both be in "race" mode all the time so I'm curious why the competition controller is more expensive.
edit: nvm, I just saw what I missed about retaining rear axle power under braking
Last edited by dsrtfox; 05-15-2012 at 12:50 PM.
thanks in advance for all the great work for the R community.
I have some questions about the Gen IV controllers, if you can entertain them!
I'm intending to get one of the controllers, not sure yet which one.
The information on the webpage offers a lot of info on all of the controllers, and its all good, but I can't quite decipher a couple of things.
1. The dyno sheets show the effective power (torque?) splits between each mode and between each axle. This I assume is more representative of a static torque split? I don't think you can manipulate a dyno to show dynamic splits, yes?
2. Hence, is there any evidence or stats from your testing about how fast these controllers are sending torque to the wheels? and at what %? Are these truly capable of sending X% of torque rearward? (Rather challenging, as Gen IV doesn't rely on slip to engage, so I guess a quantifiable measurement of "time" is difficult?)
3. For the uninitiated, what is the advantage of rearward torque under braking (in the competition controller)?
4. For this graph:
What is the X axis representing? Not quite sure how to read that.
1.Correct, we can only show you what it would do in a full torque application such as a dyno pull. Although this is also when you will be using your AWD to the fullest is under full load situations.
2. The Gen4 system reacting much quicker then the gen 2 system its very hard to see on the dyno how long it takes. It certainly seems to react as fast as possible given the system.
3. Competition controller. With the current system, braking will result in the rear end to become completetly de-coupled, and you will be entirely mechanically braked by the front wheels. This unselttles car, and does not provide as much stability to run deep into a corner, and power out. There is also the time it takes to re-apply the torque after braking occurs, as it would do this somewhat gradually to not unsettle the car.
The competition unit remains engaged at all times meaning a much deeper run into a corner with the ability to combine mechanical braking with your actual brakes allowing for better cornering manners with less understeer upon exit.
Thanks for the info.
Are there any plans at this stage to make the Competition controller switchable? that would be the best of both worlds!?
Didn't want to order one only to find out that there is one like that in the works!!!
We have two separate displays in this image
The upper Graph is showcasing how much TQ in NM is being transferred to the rear wheels over a distance of WOT acceleration. X axis is the distance, so you can see that over the same call out, the Race mode will deliver a) greater Peak TQ to the rear, b) will offer an immediate delivery to capture the entire distance of WOT driving, no delay and c) will have as a result of the immediate engagement, a longer delivery period to the rear axle of the car.
The lower Graph is showcasing over the same x axis (distance/period) the amount of possible engine TQ that is being delivered as a percentage. Here you can note that the call out for TQ comes on earlier, and for a longer period. The next result mechanically is displayed on eth upper graph, that the actual force is much greater as the Haldex is being asked to capture a larger percent of TQ early on in the RPM or WOT run.
Hope this helps to clarify. In Competition, the rear is called on immediately allowing for the entire acceleration request to be balanced across the front and rear drive wheels instead of only the later 60+%.
installed mine couple of days back. initial feel faster of the line, torque more fm the rear. fc no diff as yet
Golf R CW 3DR|DSG|APRII+ Capristo with Remote|APR Divorced DP|APR HPFP|Neuspeed P-Flo|Neuspeed TOP|Eurojet FMIC||H&R Sway Bars|Supaloy Control Arms|Competition Haldex|HPA Dogbone|Adam's Rotors|APR RFD|AEM WMI Kit
Everyone, this upgrade in my opinion makes the car drive more neutral with more of a rear push coming out of turns and from a standstill. Easily one of my favorite upgrades I've done to the car, what a difference!!
Install was pretty straight forward, mine was spilling gear oil when we removed the old unit so we quickly had to swap the new controller in. Tighten two bolts, plug in the two connectors and good to go!
2015 Audi A3 2.0 - APR STG 1 Tune, Lowered on H&R SS Springs
2014 Jaguar F Type V8S Conv
Erg, do want. Need. More. Money.
This may be a silly question - but does this changed the maintenance interval for the haldex system?