Volkswagen

The cycle of innovation for the MK7 Golf's intake is approaching another full rotation, which can only mean one thing. Yes, we have the production level kit here in our R&D facility. We last left you with a 3D model and a sectioned-out prototype version of our design. Now though, we have the real deal, and we're stoked to show it off.

Those following this blog might have already noticed that our production kit isn't far off from the aesthetics of our fitment prototype. This is all done on purpose, of course. Adding rotational molding to our manufacturing repertoire means that we can almost perfectly recreate our prototypes in production-level form. This round, however, the kit comes clad in cross-linked polypropylene (XLPE) for maximum strength and heat resistance.

This new construction is not only versatile in terms of design shape, but it also looks right at home under the hood. No matter which Golf trim you're piloting, it's designed for understated performance"a wolf in sheep's clothing.

The continuous cycle of innovation doesn't happen on a whim. There are immense amounts of planning and scheming involved to make sure that these innovations last, or at least ward off the next cycle of innovation a little longer. The same rings true for the intake system in the plethora of Golf MK7 MQB variants. We wanted to pull out all of the stops for our latest edition of this intake design, but we need a solid plan of action to make sure this one lasts.

Our plan is pretty straightforward. More volume and straighten things out. The concept is simple, but we have some innovative twists to throw into the mix, starting with the airbox.

From the factory, this airbox is pretty small and cramped. It houses a dense paper panel filter that is suitable for daily duties, but not so much for those looking to squeeze every drop of power from their 1.8T or 2.0T. So, we're planning to expand the airbox's footprint while simultaneously swapping filters. Since we're going to utilize one of our oiled

When it comes to airflow, consistency is key. Whether it's a 1000 horsepower supercar or a nimble hot-hatch, keeping a smooth airflow is vital to every engine's performance. We're already on the case with maintaining flow consistent with the rest of the MK7 Golf GTI/R's intake, but we wanted to keep our improvements flowing after the intake.

Our quest for optimized airflow on the EA888 2.0T continues with the turbo inlet. Before we dive into how we plan to Mishify the MK7's inlet, we first need to look at Volkswagen's design from the factory.

Well, it's plastic, for starters. Plastic is not necessarily a bad thing, though. Volkswagen utilized their plastic injection molding with high-density polyethylene to create these elbows on a monumental scale without breaking the bank. For most drivers, this turbo inlet will suit their needs, but those adding more boost and power might be in the market for something a little more durable.

The most glaring attribute to the stock turbo inlet is the

Advancements in automotive technology mean engineers can pack more power into smaller, more potent packages. At least, that's how Volkswagen sees it. The 2015+ MK7 Golf R and all other MQB vehicles are among the most compelling examples of this theory to date, inching ever closer to the 300hp mark out of an unsuspecting hatchback, complete with AWD. The drawbacks to squeezing this much power into a compact platform are the heat generated and decreased room for cooling. VW found a way around this by employing additional auxiliary coolers in these applications. Still, those asking more of their Golf Rs will need more performance from the supplemental coolers, which is where we come in.

VW delivers the Golf R with one or two auxiliary coolers from the factory, depending on your transmission choice. No matter the transmission, VW strategically placed an additional heat exchanger in the left lower grille for supplemental engine cooling. When opting for the DSG, an identical twin on the opposite

And we're back. We couldn't just mention reality makeover shows without building the tension somehow. It's the unforgettable two-part season finale for the MK7's radiator overhaul, and since I'm sure you're already brimming with anticipation, let's dive right in.

Previously on the Mishimoto Engineering Blog, we left you with the first look at our design in its prototype form, along with some questions about the flow pattern. How many passes will the coolant make through our new design? Hang around to find out. But first, our production sample is in the house, and we're eager to show it off.

Here it is in all its shiny, all-aluminum glory. When we say all-aluminum, we mean it. This radiator was redesigned from the ground up for maximum durability. We swapped all the plastic from the stock design for aluminum from the core to the end tanks, mounting points, and the inlet and outlet. In fact, our inlet and outlet are CNC-machined for a perfect fit to the factory Volkswagen quick-disconnect

The automotive industry is a constant cycle of innovation. It has to be to survive and adapt to every commuter's needs. If the manufacturers nailed it on the first try, we'd still be using carburetors, and the concept of the hot-hatch wouldn't even exist. Luckily, manufacturers are keeping up to date on common trends, which is why the GTI is on its 7th, soon to be 8th generation. Just as VW and every other auto company like to keep things fresh, we here at Mishimoto are of the same mindset, which is why we're revisiting our MK7 performance intake kit.

Before we can get into the new design of our intake kit, we'll need to dive into why we're looking to upgrade the Golf's induction system in the first place. Enthusiasts are always looking for a means to improve their ride. When it comes to the 1.8T or 2.0T powering the MK7, it's all about being able to both feed your turbo more air and also increase the volume of the turbo's singing voice. With the current setup, however, both of these characteristics

In the age of reality TV, it's almost impossible not to have watched at least one of those makeover shows. Whether it's housing, fashion, tattoos, or even cars, the formula is the same. Old and ugly comes in, and the fixers jump right into the action. Right away, there's a plan to fix it, followed by some shots of the experts looking intently at the problem, making sketches, and diving into the project before cutting to commercial. If our MK7 Volkswagen Golf TSI/GTI/R radiator project was one of those shows, this is precisely where we would be. Our star engineer has evaluated the weak points, and now there's a plan. So, before we hear from our sponsors, let's take a look at the planning phase of our MK7 radiator makeover.

One of the primary challenges with our new design is the available space. Like with any other VAG product or German vehicle for that matter, there is an efficient use of the engine bay, so nothing goes to waste. Also, the entire front cooling stack is designed to fit in

Think about the last time you bought a product that was "Universal" or "One Size Fits All." How well did it actually fit your needs, and how much adjustment was needed for it to work correctly? When it comes to the flagship of Volkswagen's MQB platform, it's a similar situation. These days it's almost impossible to go anywhere without spotting VW's hardest working hot-hatch, the GTI or Golf R. Still, given that the modular platform means shared parts between the smaller Golf TSI, MK7 Jetta, Tiguan, and a myriad of SEATs and Skodas, there can be some things left to be desired, specifically when it comes to keeping the MK7s cool. Luckily, we here at Mishimoto are already hard at work on a fresh new radiator design.

Before we get into just how we plan on improving on the MK7's cooling system, let's dive into the design that VW fitted to these vehicles. Depending on the year, and transmission in your MK7, just every system relies on the primary radiator to keep the temperatures down. By reducing