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Discussion Starter · #1 ·


Follow the Build on Facebook!



Followers will be entered to receive FREE products from APR, BFGoodrich Tires, Volkswagen Racing UK, ADV.1 Wheels and others.

http://www.facebook.com/BFGMaxR

The Concept

The MaxR concept began months ago with an idea from our friends at BFGoodrich tires in Greenville, South Carolina. The plan was simple: build the ultimate daily driven Golf R and document every step of the way. Volkswagen gave us excellent platform right from the factory floor, but there's always room for improvement. Every build thread on the planet tries to fill the void missed from the factory. Some focus on looks, some focus on handling and some focus on power, but ours will focus on all. Part of the driving experience includes a passionate connection between your vehicle and the road, and that's where APR and BFGoodrich tires step in. The entire driving experience will be enhanced, and we'll show you how to take your Golf R to the next level.

You may be wondering how BFGoodrich Tires fits into this build. Tires are one of the most crucial upgrades anyone can make, yet are often the least discussed. With so many tires to choose from, it's difficult determining what tires work best for you. Months back APR tested the BFGoodrich Tires G-Force Sport Comp-2 tire on employee and fleet vehicles before green lighting the MaxR project. The results were quite amazing as the tires gave superior acceleration, cornering and braking ability over other high performance tires and completely transformed vehicles running on bargain brand tires.

The Build

MaxR will be outfitted with an APR Stage 4 engine build capable of over 500 horsepower. APR Motorsport's and Volkswagen Racing UK's vast catalog of race-proven parts will increase chassis rigidity, sharpen handling and maximize braking power while still maintaining daily drivability. ADV.1 light- weight wheels will shave weight off each corner and make room for a wide set of BFGoodrich Tires G-Force Sport Comp-2 tires. Volkswagen's and Audi's catalog of European and S/RS model parts will be used to lighten and strengthen many OEM components and increase MaxR's visual appeal. We are not leaving anything out on this build so stay tuned for many more updates along the way.

The Tests

To show how far MaxR has progressed, testing will take place at Michelin's Laurens Proving Grounds. The fully built MaxR will go head-to-head against a completely stock Golf R on a set of stock tires and BFGoodrich Tires G-Force Sport Comp-2 tires. Then to show the importance of tires to the entire build, MaxR's BFGoodrich Tires will be removed and the same tests will be performed on the stock tires. This data will be far more valuable than any single dyno graph or straight-line acceleration test and should make for some exciting photos and videos! It's time to show the world what the Volkswagen Golf R can really do!

The Photos

Any build is not complete without stock photos. We took delivery of our Golf R on a rather foggy morning and after only a few miles, were ready to pull the motor and get to work! Here's how it looked on day one.

Click the images for large, high resolution, desktop wallpaper size photos


Stay tuned for updates and remember to follow the build on Facebook for the latest news and to be entered into our FREE Raffle!
 

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Discussion Starter · #2 ·
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.

 

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Discussion Starter · #5 ·
We just picked our first winner on our facebook page. If your name is Jon and you participated, check out the page for details... you may have a pretty sweet OGIO bag headed your way.
 

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Discussion Starter · #9 ·
The BFG MaxR now features upgraded TT RS uprights!

The uprights correct problems created from lowering the car. Basically as you start lowering, you have a tendency to alter the stock geometry in a negative way, if you go too far, which can introduce bump steer. The TT RS suspension was designed to be lower than the Golf R, so a lower upright was created which helps correct some of the geometry alterations.

Another added benefit of the uprights is strength and weight. The TT RS uprights are much stronger (we've actually seen the OEM GTI parts crack on our race cars) and they drop a healthy 4 LBS on each front wheel (from 10lbs to 6lbs).

Not too bad!

Light: TT RS
Dark: Golf R




Stock Weight:



TT RS Weight:

 

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Discussion Starter · #11 ·
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:
http://www.goapr.com/products/mounts_vwr_vaga5.html


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:

Stock



VWR




Transmission Mounts:

Stock




VWR




And you can read more about them here on our product page:
http://www.goapr.com/products/mounts_vwr_vaga5.html
 

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Discussion Starter · #12 ·
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 handeling 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 perchs.

 

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Discussion Starter · #16 · (Edited)
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
 
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