A big part of the MaxR build will focus around tightening up a few soft areas around the engine and transmission. The factory Golf R is designed to work for a wide range of customers in loads of different situations. Comfort is always a big concern and one way of making things a bit more comfortable is to give up performance. VW did this was by using soft Engine, Transmission and Subframe mounts. They are not necessarily poor from the factory, don't get me wrong, but there is plenty of room for improvement for the enthusiast.
The factory mounts allow quite a bit of engine movement when accelerating quickly off the line and between shifts. On front wheel drive cars, you'll even experience wheel hop in slippery conditions which can ultimately lead to broken components. To reduce the slop, we worked with VWR to tighten things up a bit.
First item to be replaced were the stock subframe mounts as seen here.
These two pieces are pressed into the subframe and allow for quite a bit of movement. This part alone makes the creates improvement for the money. Engine vibration is kept to a minimum so you still have a very comfortable ride and movement between shifts and take up off the line is much improved.
Here's a shot with the new mount installed:
And here's a little product photography and product page with more info:
Please note, this is a photo for the old GTI mount. The Golf R Mount has a notch in it to clear the swaybar.
Next up on the list are the engine and transmission mounts. These will add a bit more in cabin vibration, which for some may not be ideal, but others report it makes them feel more connected to the car. Vibration is still minimal compared to some solid race mounts, which are overkill for almost even fully built, track dedicated, race cars. Replacing these two parts finishes up where the subframe mount left off. Both the engine and transmission will be unable to rock as much as stock under heavy take offs and between shifts, which can really make a difference when you're trying to get every last bit out of the car.
Here's the stock engine mount vs the VWR engine mount:
And you can read more about them here on our product page:
these mounts look soo kill, to bad i'm not really a VW techy so i could actually appreciate what these things do and how they feel,so much to know about the new R with so little time , hard enough affording the R with all the mods , now this too .....never ending ...i love it ! lol
hmm those look the same as mine... going to check you didnt ninja my mounts
Fully loaded four door Golf R Rising Blue, APR Stage III+, VW Racing BBK, KW Club SportSuspension, VWR Wheels, Engine Mounts, HPA Haldex adjustable Diff controller, Stealth tuned DSG, 42DD catch can, Palmer Performance iPhone dash display. custom Sportech cat-less TBE, Intake Manifold TV delete, RS4 FPR, Toyo R888's.
The Golf R rear end got some attention today when we decided to replace several of the factory bushings with new poly bushings. If you've ever looked at the stock bushings, you'll notice they flex easy even under light pressure. Most are not even solid and they tend to wear out over time. We installed new poly bushings with a shore A rating of 95 & 85. They are hard but they still do offer some light flex which is necessary for a street car. They also are not squeaky and extremely harsh like a race car setup, but the reduction in flex should result in the car doing what we expect it to do!
Here's a component overview so you know what were are looking at.
Starting from the left, here in red is the trailing arm bushing. They are slightly softer than the other bushings to allow for a little more flex for handling but not as much as stock.
After that we have the upper and lower control arm inner bushings:
Both control arm bushings:
And finally the bushings on the lower rear spring perches.
Last edited by Arin@APR; 05-02-2012 at 04:58 PM.
Sorry for the delay in updates, but here's another one!
One of the next items changed on the Golf R comes from our friends down at Harding Performance and APR Australia, the Supaloy By Harding Performance Control Arm / Castor Upgrade. We replaced the control arms with an upgraded set run on other VAG vehicles which are then modified by Harding Performance. They are stronger than stock, lighter than stock and polished. On top of that, the control arm bushings are also lighter and use a stiffer compound bushing material that's also slightly offset compared to stock. This changes the geometry slightly to give just a little more grip resulting in less understeer.
Speaking with APR Australia they informed me these do gain 1.5 degreese of positive static caster, which give you an "Anti Lift/Dive" advantage. The rear caster bushing actually came from about 12 months of extensive road / track testing by APR Australia's test fleet of cars which included 4 day Targa Tasmania Race, World Time Attack and Motor's Tuner Challenge.
Over all this was a nice upgrade. It will take a beating on the track and saves us another 4-5 lbs of unsprung mass on both sides! It all adds up in the end and every little bit counts!
Upgraded Control Arm Installed
Upgraded Control Arm Bushing with Offset Mounting Point
Stock Control Arm
Stock Control Arm Bushing
Last edited by Arin@APR; 05-14-2012 at 08:22 PM.
We're sitting a bit lower today thanks to our new suspension system!
We installed a Volkswagen Racing UK Golf R StreetSport+ Adjustable Damping Coilover System with Progressive Springs and VWR Camber plates.
The suspension is great. VWR has spent quite a bit of time fine tuning the spring rate and valving combination on this kit to deliver something that's great for the track and road. It lowers the car just right without going too far down and features adjustable dampening which allows for 12 levels of adjustment.
I'm really impressed with this system and I actually have it on my own GTI.
The damping is adjusted by knobs that are accessible without tools or without removing the suspension from the car. This means you can make an adjustment without much work and then feel the difference right away. When we took our APR Golf R to the Nürburgring, we simply went a few clicks stiffer until everything was dialed in. It's also only 1 adjustment knob and not two. With two or more adjustment knobs, VWR found that almost no customers were ever able to dial in the suspension correctly. This includes even other makes and models out there. The VWR system only has 12 adjustments that make a difference you can feel right away, meaning each time you click the knob, if you've gone too stiff or soft, you'll know it and will be able to easily return back to the preset location.
The camber plates were great too. They simply drop in and don't require any cutting. Removal back to stock is easy. With these on board, we were able to make a few more degrease of adjustment to make everything right.
Also, at the same time we added new prototype VWR front and rear swaybars with adjustable stiffness settings. Our friends in the UK have tested these for quite some time to this should be added to the product line up shortly!
Here's a bit more information on the other bars we currently have available:
The Golf R features a Haldex all wheel drive system which is different to traditional Audi all wheel drive systems as found in the A4/S4. The rear differential is coupled via a clutch which is controlled by a Haldex computer unit. Under different driving situations, the haldex controller will send torque to the rear wheels at different rates. From the factory, this system works well, but there's a great deal of improvement to be made, especially when modifying the vehicle as heavily as we are.
With the upgraded Haldex control unit, we have the ability to run in 3 different modes, all selectable by a switch installed in the cabin. Eco mode reduces torque transfer while cruising but will engage the system if you enter into traction control situation. Stock mode operates basically similar to the way the system was before modified. Race mode sends nearly maximum torque transfer to the rear wheels during acceleration and spirited driving. It reacts faster to your input and transfers torque faster than actually available from the engine.
Obviously, we've kept max in Race mode most of the time so far and over all, we're not disappointed. Understeer is greatly reduced and the results are more predictable on the track.
Stock Controller Installed:
Upgraded Controller and Valve:
Upgraded Controller Installed:
Last edited by Arin@APR; 05-16-2012 at 02:08 PM.
4dr Rising Blue Golf R | APR STG2+ | VWR Intake | APR FMIC | APR RSC TBE | APR HPFP | APR RFD | DXD STAGE 3 DAILY CLUTCH | P3CARS BOOST GAUGE | OEM LED TAILS | DIESELGEEK SS | 034 CATCH CAN
The Golf R comes standard with an open differential which is not as performance oriented as a limited slip differential. Since the Golf R is equipped with an AWD system, you may not see a big improvement taking off from a dead stop as you would on a FWD vehicle, however once we hit the track, the upgraded diff shines in comparison.
APR Motorsport has spent years developing differential components for our race cars that have resulted in true track only setups. The dollar amounts on these differentials are simply too high for most street driven vehicles, and the aggressive nature of the setups makes them unideal for the MaxR as we'll spend plenty of time on the street. They were able to lend a hand in customizing a differential for our needs and opted to start out with a lamalle plate, clutch style differential. APR Motorsport Engineers customized locking options and ramp angles to make the differential behave the way they expect on the track without removing all usability on the street.
The LSD is aggressive and noisy until fluid gets up to temp, and the style of LSD used does require it to be rebuilt from time to time, so for most of of you, this may not be a route to take, however if you plan to dedicate much of your Golf R's life to the track, it may be the way to go.
For track testing days, we opted to use the Motul Gear FF Competition 300 LS SAE 75w140 100% Synthetic Ester gear oil for superior protection in demanding high temp situations. When we're not on the track, we switch back to the Motul Gear 300 LS SAE 75w90 100% Synthetic Ester gear oil. It's design for use with a limited slip differential and give us the protection we need every day.
Track Gear Oil:
Street Gear Oil:
Front only at this point.
Let's change the focus of this build and get to some of the stuff we all really like, POWER!
The engine on the MaxR was removed at the beginning of the build and completely stripped down to the bare bones.
Then the head and a few other parts were taken over to the ultra sonic cleaner to take a nice bath!
This is all to get ready for a stage 4 build.
That last picture with the broken down engine is my new background
More than half a decade ago we began working with the basic 2.0T engine found within the new Golf R. There were updates along the way, but some of the basics still hold true. One of the biggest restrictions we found was in the design of the head and intake manifold. The new 2.0 TSI engine found in the Golf MK6 has a great improvement in both of these areas. Firstly, the intake manifold's runner flaps lay flat and out of the way, only leaving the port dividers as a restriction. Secondly, the entire head flows better. This results in less of a restriction meaning higher air flow levels at lower boost pressures. Intake air temperature is lower and ignition advance is far better which is absolutely critical for making big power.
The solution was simple, an APR high flow head for the FSI. Experimentation at APR was on going for years testing different porting options and testing the results. Earlier this year we purchased a Centroid 5 axis Head Porting Machine that allows our engineering team to recreate identically ported heads each and every time we load one onto the machine.
Here's a video showing how awesome the machine is in action!
The machine can move the head around the cutting blade to increase the size of the ports as quickly as possible. It's cut down on development time significantly. Currently APR uses CFD software to test the port design and ultimately testing will take place on our super flow engine dyno and super flow flow bench.
Here are a few shots of the finished product. You'll notice the ports are smooth all the way around with no transition points where the port dividers once sat. After years of testing "upgraded" valve trains, off the shelf upgraded camshafts, and our own grinds, we've opted to stick with the stock hardware.
Next up is the factory intake manifold. As mentioned before the manifold has port flaps which sit directly in the center, blocking airflow. They are extremely restrictive. Proper removal of the flaps is a bit tricky as you're left with holes between the ports so APR's Engineers made intake manifold runner flap deletes to take care of that issue!
Here's a shot showing the flaps removed under the manifold and the flap deletes in silver between each port.