Mk7 Golf R Discussion Thread

[sergioscirocco]

found another pic

[Mayhem]

found another pic

I like it!

[Mayhem]

I think this is the same one.

78000 yen to Aud is about $850. Shipping would cost a bit too.

[charro]

Another option for a front lip
Kohlenstoff for VW Golf7R - KOHLENSTOFF | OFFICIAL WEBSITE
[ATTACH=CONFIG]17613[/ATTACH][ATTACH=CONFIG]17614[/ATTACH][ATTACH=CONFIG]17615[/ATTACH]

I like the lip too, but how awesome does the car look. Should through this in the wheel thread too as it is a great ride with the stance, colour wheels, BBK's. Love it

[malR]

The lower lip looks great . But the steepness of the end of my drive way would tear it off . Its also stopping me from lowering the car and not sure if a set of forged wheels would look good on the standard height ofthe R .

Cheers

[sergioscirocco]

^I wrote an e mail to this guys and this was the answer
"Dear Mr Sergio,

Thank you for your inquiry.
Please check following information.

VW golf 7R FRONT LIP SPOILER(FRP) Price : 78,000(Japanese Yen)
*Parts are in stock
*Shipping cost 49,000 Japanese yen. TNTexpress Take 5days Door to Door.
*3.6% Pay-pal fee( Payment use via Pay-pal)

Please understand price display is Japanese Yen.
We are base in Japan. (TODAY: 1AUD = 91.19JPY)
オーストラリア・ドル(AUD) 為替レート 今日 - オーストラリア・ドル 通貨コンバーター - FX 外為 為替レート

-----------------------------------
78,000 + 49,000 +3.6% = 131,572 JPY
131,572 / 91.19 = about 1442 AUD
-----------------------------------

Please let me know what you would like to do.
Thank you!"
so there you go, in my opinion is a bit expensive due to the weak au dollar at the moment but is with out doubt one of the best options in the market to get.
bonus extra pic

[sergioscirocco]

APR TCU Upgrade good news APR DQ250 DSG and S Tronic TCU Upgrade


APR is pleased to present the ultimate transmission control unit (TCU) upgrade for the DQ250 DSG and S Tronic transmissions! APR’s TCU upgrade is available for MQB platform vehicles and is conveniently flashed to the vehicle’s TCU through the OBD-II port with user definable options selectable at the time of install.


APR’s TCU upgrade goes beyond the overly simplistic norm of raising a few limiters, and offers a wide gamut of changes designed to enhance the driving experience especially when combined with APR’s performance engine software and hardware. With an in-depth knowledge of the transmission’s inner workings and control strategies, APR’s engineers have improved many aspects of the transmission from accelerative performance to daily drivability, while also incorporating new features including several typically reserved for higher-end Audi Quattro GmbH RS models.

Feature List

Faster acceleration through application specific optimized shift points.
Drive and Sport mode shift maps custom tailored to APR’s power upgrades.
User adjustable 3-step multi-launch control RPM limits.
User definable* max launch control RPM.
User definable* manual mode downshifts via the kick-down switch (on/off).
User definable* manual mode upshifts at max engine speed (on/off).
Manual mode / TT mode paddle response times optimized.
Manual mode / TT mode downshift time optimized.
Launch control response enhanced for quicker launches.
Torque intervention limits raised while retaining critical protection routines.
Temperature management optimized.
Gear display enabled in Drive and Sport.
Downshift “lockout” disabled below previous gear’s max RPM.


*APR’s DirectPort Programming suite allows the end user to tailor the TCU upgrade to their needs at the time of installation.

Drive (eco) and Sport Mode:

APR’s calibration experts found the factory drive and sport modes to be less than ideal when raising power above the factory limits. In drive mode, the transmission aggressively seeks sixth gear, earlier than necessary, leaving behind an anemic and lack luster experience for the driver. Likewise sport mode leaves a lot to be desired considering its seemingly exciting name. Under both modes, maximum shift points remain optimized for the factory power levels, which vary greatly to those produced using APR’s world-renowned catalog of performance hardware and software. As such, accelerative performance suffers due to non-optimized shift points.

To rectify this situation, APR’s engineers took a multi-step approach to custom tailoring the shift maps to sync harmoniously with APR’s performance upgrades and each platform’s gear-ratio configurations. While some may simply set wide-open-throttle, or WOT shift points to the vehicle’s max RPM limit, APR’s engineers chose shift points based on actual acceleration data. This result is gear dependent shift points typically below the engine’s max speed, but in doing so, the vehicle’s acceleration improves as axel torque is matched before and after shifts.

Under low-torque, low-rpm, part-throttle situations, both modes less aggressively seek the highest possible gear. Drive still has the benefit of economy, but stays within the power band more comfortably for a more enjoyable experience. Likewise sport mode has been optimized to provide a sporty feeling, worthy of its name. In both cases, the transmission seamlessly integrates with APR’s performance upgrades to provide an exciting driving experience.

GTI / A3 (North America):


Golf R / S3 (North America):

Manual and Tiptronic Modes

APR’s user definable options allow the end user to configure how the transmission works while the gear selector is placed in manual mode.

The kick-down switch, which is responsible for an instant downshift, is enabled by default but can be disabled at the time of install. Likewise the auto upshift that occurs at the vehicle’s maximum engine speed can also be disabled at the time of install, allowing the engine to bounce off the limiter like a manual transmission. For safety’s stake, the auto first to second gearshift is still enabled. Both of these features remain active while pulling the paddle to temporarily enter manual mode, meaning the driver can manually select a gear, but the transmission will still auto upshift at the ideal shift point.

The transmission does not lock out any manual downshifts so long as the shifting does not result in an engine RPM above the max shift point. In all situations, paddle delay is reduced, allowing for a more responsive shift to take place and furthermore, manual downshifts times have been optimized.

Launch Control


APR’s 3-Step launch control is unlike anything else in the market. At the time of flashing, the user chooses a maximum launching RPM. When activating launch control, up to three launching RPM’s are available, allowing the end user to choose the best launching RPM based on the current conditions!

At 100% throttle with the kick-down switch engaged, the vehicle will select the highest launching RPM. At 100% throttle with the kick-down switch not engaged, a lower launching RPM is activated. Finally, at roughly 50% throttle the transmission chooses the lowest launching RPM. When properly dialed in, the user is left with incrementally higher launch points ideal for the street, track and sticky tires.

Utilization of launch control results in the transmission entering the maximum acceleration mode. During this mode, intervention between a shift is minimized, resulting in faster acceleration that keeps the driver planted to the back of his or her seat. The delay typically present after lifting the brake and beginning of the physical launch has been improved for a more immediate response.

[b]Recommendation:[bb] When using launch control, excessive wheel spin will not improve acceleration and may cause undesirable behavior. APR suggests using lower launch limits under low grip situations, especially on FWD vehicles. Maximum launch RPM is only ideal with drag slicks / radials on a well-prepped drag strip.

Note: Both ASR and ESP must be fully off and the vehicle in Sport Mode to use Launch Control. This is accomplished by holding the traction control button for a length of time.

Temperature Management

Various factory torque intervention limiters are raised to their maximum value to eliminate unintended torque intervention, across the rev range, during normal and spirited driving. However, important and critical limiters are kept in place or only slightly modified, such as those related to temperature protection, to prevent premature damage to the transmission in dangerous scenarios.

Note: DQ250 transmission software is not required to meet APR’s advertised torque figures.

Gear Display Indicator

In drive (eco) and sport mode, the vehicle’s multi function display will now indicate the currently selected gear rather than a generic D or S.

The APR Difference:

APR DirectPort Programming:

APR’s DirectPort Programming is now available for the Temic Tricore DQ250 transmissions. Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest TCU upgrades for installation directly over the vehicle's OBD-II port. This completely eliminates the need to remove and open the TCU and can be uninstalled at any time!

APR TCU Upgrade Creation:

APR’s engineers have taken a direct and custom approach to calibrating the TCU. All too often others create a generic calibration that is forced across a wide range of different vehicles and transmission versions. Unfortunately this generic method of copy and paste tuning can result in some undesirable effects, such as slow up shifts and downshifts, torque interventions, stumbling, immobility and general incompatibility. In some extreme cases, damage to the transmission can occur. With many factory TCU variations available for the transmission, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!

APR TCU Composer:

APR’s proprietary TCU Composer is used for altering the transmission management system. With full access to every table, map and variable within every TCU, APR’s Calibration Engineers are not limited to the handful of pre-defined maps.

APR TCU Assembly:

APR’s Electrical Engineers have the ability to alter the code structure of the TCU. Through code-level changes, APR's Engineers are able to add future features to the TCU otherwise impossible through calibration changes alone.

Application Guides

For best results, APR advises against mixing non-APR ECU and TCU Upgrades. APR cannot guarantee full compatibility with non-APR ECU Upgrades as outlined above and as such offers a 30-day money back guarantee as outlined below.

Audi A3 / S3 - (MKIII / Typ 8V) - 2.0 TFSI - 6 Speed S Tronic - DQ250
Seat Leon / Cupra - (MKIII / Typ 5F) - 2.0 TSI - 6 Speed DSG - DQ250
Skoda Octavia / vRS - (MKIII / Typ 5E) - 2.0 TSI - 6 Speed DSG - DQ250
Volkswagen Golf / GTI / R - (MK7 / A7 / Typ 5G) - 2.0 TSI - 6 Speed DSG - DQ250

[Mayhem]

I just did my first couple of launches last night .... was pretty fun

Imagine launching the R from 6,000RPM with the APR upgrade

[cheapasiangeo]

Voomeran make a pretty decent bodykit for the GTI but I'm not sure if they have anything for the R.. yet.

VOLKSWAGEN GOLF7 製品一覧｜ブーメラン-voomeran-

[sergioscirocco]

Looks good It would be interesting to see what they have for the Rs, thanks for sharing.

Voomeran make a pretty decent bodykit for the GTI but I'm not sure if they have anything for the R.. yet.

VOLKSWAGEN GOLF7 製品一覧｜ブーメラン-voomeran-

[Mayhem]

^I wrote an e mail to this guys and this was the answer
"Dear Mr Sergio,

Thank you for your inquiry.
Please check following information.

VW golf 7R FRONT LIP SPOILER(FRP) Price : 78,000(Japanese Yen)
*Parts are in stock
*Shipping cost 49,000 Japanese yen. TNTexpress Take 5days Door to Door.
*3.6% Pay-pal fee( Payment use via Pay-pal)

Please understand price display is Japanese Yen.
We are base in Japan. (TODAY: 1AUD = 91.19JPY)
オーストラリア・ドル(AUD) 為替レート 今日 - オーストラリア・ドル 通貨コンバーター - FX 外為 為替レート

-----------------------------------
78,000 + 49,000 +3.6% = 131,572 JPY
131,572 / 91.19 = about 1442 AUD
-----------------------------------

Please let me know what you would like to do.
Thank you!"
so there you go, in my opinion is a bit expensive due to the weak au dollar at the moment but is with out doubt one of the best options in the market to get.
bonus extra pic

I agree it's a bit on the steep side. I got quoted $1250 for the Revozport 7R Front Splitter delivered. I personally don't like to spend a whole lot on front lips as I've broken a few in my time.
Im looking for something around the 600 dollar mark. That way when I break it I won't be too disappointed.

[Mayhem]

Another Option. This could be a suitable lip for the guys that don't want to scrape too much




Not a huge fan of the red

[sergioscirocco]

^ Yes that's another good option...
there is another future option hopefully not too far away from Neuspeed products in Japan, the line is called iSweep and they are currently working in the R version, here is the GTI version which I think looks good as well




and there is this other option similar to the flow design option
Maxton Design MK7 Golf R Front Bumper Splitter / Spoiler
Maxton Lip

[Mayhem]

^ Yes that's another good option...
there is another future option hopefully not too far away from Neuspeed products in Japan, the line is called iSweep and they are currently working in the R version, here is the GTI version which I think looks good as well

How much is the iSweep front splitter for the GTI delivered to Australia? I do like the design, and the jet black colour really matches well with the front bumper grill. Depending on the price that could be the winner for me as I am not looking to spend big money on a splitter. I was almost ready to pull the trigger on a splitter tomorrow until I seen your post.
Over the last couple weeks I've been tossing up between the Flow and the Maxton. Originally I was going to go with the Flow because it's a little thinner and it looks really good with a coat of jet black paint to match the black grill on the R. The Maxton looks a bit more solid and may possibly last longer. I'm not sure how it would look painted but the colour is not too far off (from the front black grill), that it may not matter too much. I also think the Maxton does a better job of blending in at the sides compared to the Flow. At the moment I think I'm leaning towards the Maxton 55% to 45% for the Flow. Tough decision for me. What do you think Sergio? Opinions on the two?

Edit: This photo below has me leaning towards the Flow again.

[sergioscirocco]

HI Mayhem
Here is the web site for the Neuspeed products Isweep line
PRODUCTS@|@iSWEEP by ISHIKAWA ENGINEERING
They have two prices in there one is for the front spoiler¥50,000(546.83) and the other for the front splitter¥43,000(au$470.27) I am however not sure if you can use one with out the other, now the shipping is about ¥49,000(535.89) based on the past post for the other japanese lip I posted in the past, so you are looking around $1200 to estimate a price delivered to Australia.
they also have some product that look good like the side skirt
and the spoiler and the diffuser
This products may me think as well of what are they going to do for the R It would be worth the wait but is not going to be cheap due to shipping cost.
about the Flow and the Maxton they both look similar , just that the maxton looks more bold than the flow one,I like the thickness of the Maxton but don't like so much the three bars in the middle ,in the flow are less noticeable. since the Maxton is a bit bigger it would be easier to scratch few cms would make the difference depending on the places you frecuent ehre is a table of the materials this two are made of and they are similar .
Flow uses HDPE
and Maxton uses ABS

Money wise I would go with the Flow design since the shipping would be a lot less than the rest ,their design is simple and elegant here are another couple of pics of the flow for you to help you deside


I hope this will help you let us know of your decision and hopefully post some pictures of whichever you go with.