First thing's first, we put MaxR on the dyno to collect baseline data.
We use a dynapack all wheel drive dynamometer which removes the wheels and places power absorbers directly to the wheel hubs. Using this method is great for tuning and repeatability. Because the wheels are removed, we don't have to worry about variances between tire pressure, tire grip, wheel/tire weight, tie down strap tension or surface friction on the rollers. No one can change tie down strap tension, wheels or tire pressure to alter the numbers (intentionally or unintentionally) so the results are fairly consistent. There's no calibration required for the rollers either. We don't need to worry about the car jumping off the dyno and you never need a bunch of people to sit on the car to hold it down when dealing with real high power! In the end this creates results which greatly help engineering ensure accuracy between multiple tests.
The Golf R uses a Haldex all wheel drive system that essentially uses a clutch to couple a driveshaft to the rear differential to send power to the rear wheels. It's not mechanically linked all of the time, meaning there isn't always an identical percentage of power delivered to the front or rear wheels. On the road, you could have most of the power sent to the front, while at other times, more may be in the rear. To keep results consistent, it's best to disable this system when dynoing. Furthermore, since we use a dyno that's not mechanically linked (IE, when the front wheels move, there's nothing making the rear wheels move at the same rate) leaving the Haldex system enabled could cause inconsistent results and even damage to the system over time.
When collecting dyno data it's important to compare results using the same dyno, the same setup, and as close to the same conditions as physically possible. In the before test the car will be run in FWD mode and in the after tests the car will be run in FWD mode, meaning the delta, or the difference between stock and modified, will be the same as if the car was compared in AWD mode (If it ran and read correctly in AWD mode, which it doesn't).
The dynapack system also offers a few other advantages for our calibration team. This is a loaded dyno system that allows us to load the engine and hold it at any RPM we choose. This means the Engineers can sit on the dyno all day long testing different calibration variables at different RPM points to see if the change is positive or negative. It's an excellent tuning resource and the Engineers are pleased to have it at their disposal.
So without further ado, here's how MaxR preformed right off the dealership floor!
On average, the MaxR put down to the front wheels 257 ft-lbs of torque and 240 horsepower on 93 Octane (RON+MON)/2 fuel. Estimating drivetrain loss, we believe this to be in the neighborhood of 270 Ft-LBS of torque and horsepower as some torque is lost when transmitted through the transmission. This is very close to what VW rates the Golf R from the factory in Europe with a lower lower octane fuel, so it makes sense to see a little more than VW advertises. Every dyno reads differently so it's normal to see more torque than the factory advertises (They simplify the numbers anyways so their graphs are always straight and smooth).
The North American Golf R is rated lower than the European Golf R, but having access to both vehicles and both ECU's from a calibration and power stand point, they are identical. So don't worry! All of you guys who are still stock are not missing out on any power compared to the Euro Golf R! It's the same.
Here's the dyno chart with power to the front wheels. Our Stage 4 results will be compared to these numbers.