Volkswagen MK7.5 Golf R Build

Author: Stathi Kavadias   Date Posted:26 February 2019 

30/06/2019 Update now available for reading We finally get the golf on the Hub Dyno

This blog will be used to keep you guys up to date with the progress and milestones we achieve with our new R&D project car. 

The Volkswagen MK7.5 Golf R is already a well balanced car from factory with their lightweight 2.0L turbocharged engine producing 213KW/380Nm at the crank. The Golf R also gives the driver the advantage of 4MOTION All-wheel drive grip. But we still felt it was time to give it the Independent Motorsports tweak by pushing the limits of this car to figure out what works so we can bring new products and packages to the market. The plan for the coming year is to develop a range of performance Stages that can be shipped out.  These packages will only include the nessasary parts for that power level to keep prices down. Our other goal for this year is to get the Golf to 10sec 1/4 miles with some more serious modifications and then the following year we aim to reach the 9's down the 1/4 mile.

Due to this new project we have since become resellers of CTS turbo, Integrated Engineering as well as Dub Addiction.

CTS Turbo is an automotive parts manufacturer and wholesaler that specialises in performance aftermarket parts for late-model Volkswagen https://www.ctsturbo.com/

Integrated Engineering are dedicated to providing high quality automotive performance products without comprimising on quality. Many of their products undergo hours of ruthless testing on their in-house engine and chassis dyno this is why Integrated Engineering stand behind all their products. https://www.performancebyie.com/

Dub Addiction are a euro parts supplier they will be allowing us to import a range of aftermarket parts for this project. http://www.dubaddiction.com.au/store/

 

 

Phase 1 of  R&D testing

So when you buy a brand new car what's the first modification that comes to mind?

I know in all my years of modifying cars the air box is generally the first thing to get the chop and a K&N air filter generally finds it's way into the air box replacing the often restrictive air filter.  But in this day and age is that the right thing to do when you consider how advanced the current technology is in modern day cars.

We have spent a fair bit of time now driving our Golf R MK 7.5 around and we have almost achieved 4000 ks since purchasing from new and we have been very eager to start attacking the car with our 1st stage of modifications, however there were some small tests that we needed to do before we started our tuning process.

We needed to determine whether installing an air intake to the car with the stock tune would reward us with some extra kilowatts.  Firstly we needed to get the car on the roller dyno and get some stock baseline figures.  We have tried to conduct all tests under the same conditions but as we are using a chassis dyno there are always other variables that can effect the results such as tyre temperature, oil temperature, water temperature and obviously heat soak all playing a big role in the final figure, so you need to allow + or - 3kw either way of the figures.  But the biggest thing you need to look at is the shape of the dyno graph, as long as the overall shape is still the same this gives you the best indication of what's going on.  So its not overly important to look at the peak power and to look at the whole dyno graph as an overall figure instead. Alot of people out there tend to get caught up on the peak power figure when really it doesn't mean anything at all!

So moving on we have conducted 3 back to back tests with the stock tune on our in-house 4wd Dyno Dynamics chassis dyno.

As you can see by the dyno graph we have done a power run with the stock air box in place, then we have done another one with the air box removed and then the final one we've removed the air silencer from the air box to see whether this causes any restriction at all.

Surprisingly there were no gains to be made!!  YES you read that right there was nothing in it.  Some people might say it picked up to 2.5 kilowatts from 5600RPM but I'm going to put that down to temperature in the tyre as we are on a chassis dyno and this was the last run of the test, so looking at the average I'm going to put this down to that.

So based off this information I'm going to say that if you have a brand new Golf R and you plan on spending 1000 + dollars for a fancy cold air intake, then you're better off wasting your money on strippers and beer because at this point the only gains you're going to receive from this would be the turbo sound that you will get from the intake, which I guess is pretty cool and to most people this would also give you an illusion that you actually made more power but the fact of the matter is you haven't.  I guess that's a bit of a sad ending to our first stage of testing.

Phase 2 of  R&D testing

We have determined that there is no point in changing the intake on a stock tune car so I guess it's time that we tune it and find out what power gains are to be made.

 

As you can see by the dyno sheet we have picked up a nice 26KW peak gain with an average of 18KW across the RPM range which is pretty awesome considering the only modifications done to this car is a ECU Remap.

Please bear in mind that this is a back to back test and once we were happy with the results we loaded the stock tune straight back in and conducted another power run for a true back to back test.  As you can see the stock figure is a little lower than the previous stock figure however we are looking at the gains between the 2 tests.

The next stage will be to take the car to the drag strip and see what the  results will be over the quarter mile.  We are going to run the car down the track 3 times with the stock tune and then repeat this process with our Stage 1 tune.  We should be able to get the car out on the track in the next 2 weeks (weather permitting).

 

16/06/2019 UPDATE BELOW!

Today was the big day were we finally got to race the VW Golf R down the 1/4 mile at Calder Park Raceway we started by loading the stock tune back into the car which gave us its stock time and MPH. After that it was now time to upload our custom tune to the Golf R and see what the hot-hatch can achieve with just a tune no intake mods, no exhaust mods, not even a stripped interior it still had the spare wheel, sub, door cards, seats and even a cappuccino in the cup holder. and with 98 octane from the pump and with the man the myth the legand Munji behind the wheel. The results we got are down below.
And there you have it guys a VW Golf R MK7.5 stock will run a 12.882 1/4 at 107.85MPH and with one of our custom tunes we were able to achieve a 12.151 1/4 at 112.45MPH on the same day, same track, same PB hunting driver and same interior trim (Give or take a few sips of coffee)
 
Up next for the little VW Golf R MK7.5 is to redo the previous dyno pulls, we have now had hub adapters made up for our Dyno Dynamics Dyno Tech Hub Dyno the main reason we want to redo this is to eliminate any variables we can such as tire Expansion, heat, strapping and so forth on the roller dyno. The hub dyno will make all these numbers consistant and accurate. 
 
After that it will be time to play around with the Intergrated Engineering Turbo Muffler Delete & Carbon Intake with the CTS turbo Inlet pipe,
 
 
 
 

30/06/2019 UPDATE BELOW!

 

Phase 3

First task of the day was to set the car up on the hub dyno.



Some of you are probably thinking why not just run it on the 4WD chassis dyno which we have. The answer is we have tried and the car is just not consistent enough on the 4WD dyno. We found the torque split to be a big pain and super inconsistent at best.  The whole purpose of what we're doing is all about consistency and accuracy, so the simple solution is to run the car in FWD.

 

Unfortunately, the level of accuracy cannot be replicated on a chassis dyno. We can do run after run and the car will always do the same thing but the biggest problem with the chassis dyno is the tyre deflation, temperature of the tyre, the way we strap the car down and how the car rolls up onto the roller. All of these factors influence the power figure massively. The only downside to the hub dyno is yes it does read a little high (19.2kw to be exact in this case) but the beauty of this is the figures cannot be manipulated in the same way you can on a chassis dyno. Accuracy is key here and this is what it's all about. Let's look at the gains from stock and move on from there as let’s not forget that this is a tuning tool after all.


We had a few issues as the hub adaptors we organised to be made were just a little bit off in the internal bore size so we had to resize them on our lathe and give them a quick touch up.
 

Once we got the car on to the hub dyno we had a few issues to get by, one being keeping the car in FWD.  You can actually put the car into a roller test mode which locks the car into FWD mode. This for the better part worked quite well, however be warned it is not foolproof and if those back wheels move the slightest then it will re-engage the rear wheels. We learnt this the hard way but luckily for us we didn't do any damage to the car, however it did put on a good smoke show when the back wheels started spinning in the dyno cell after re-engaging at 5000Rpm. I must admit it scared the absolute shit out of me, so if you plan on doing a similar test my recommendation would be make sure you leave the handbrake on at all times.

We spent the good part of our Saturday well into the night testing the integrated engineering carbon fibre air box and intake tube along with their turbo muffler outlet delete.  We also had the CTS turbo inlet pipe to test as well.

Test 1 
Power run the car with stock calibration and no bolt-on’s.

202.6Kw 363Nm stock 

Test 2
Reload performance ECU calibration back in (same as the one we did the 12.1 second quarter mile).

236.9Kw 434.4Nm Tune & stock air box

Test 3
We then tested the aftermarket air box and tune, there was no surprises here as there was no gains to be made as we have previously documented.

Test 4
Tune and stock air box with CTS turbo inlet pipe, this was the biggest surprise of all netting us a 10kw increasing at 6400Rpm. Not bad for an item that cost less than $200.

247.5Kw 437.7Nm Tune & CTS turbo inlet pipe, stock Air box

Test 5
Perform the same test above with the integrate engineering carbon fibre airbox and intake pipe.
This netted us a 3kW gain in the top & 4kw at 2500rpm. Not bad but at a cost of over $1,200 I don't believe this to be good value for money at this stage of the upgrades. However once we start doing more testing on the road this may prove to be better as I do believe the ram air effect is better with this airbox compared to the OEM one.

250.7Kw 439.6Nm



Based on the above information I think we're going to have a stage one package consisting of ECU Tune and CTS turbo inlet pipe. I believe this was the best value for money and worthy of a IMS Stage 1 Package.

As you can see in the photos the inlet diameter of the intake pipe from the intake tube has increased by 6.22mm and the nose going into the turbocharger has also increased by 3.15mm, hard to believe that this would give a 10kw gain.

 

                              


For those wondering how the turbo muffler delete pipe performs, it made the turbo sound a little bit louder but that was it there's really not much more to be said about this.

So there you have it, we have now done a back to back test with the intake parts and tuning on the hub dyno. We have made some gains and the most surprising of all was the cheapest part of the lot. Depending on the results we get in a fortnights time we will see if the new found power is going to improve our previous best of 12.1 @ 112 MPH 1/4 mile.


 

NEXT STAGE is to test out the Exhaust system, Intercooler and start the DSG Tuning.

 


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