The new Golf is the first car in the compact class in which – despite significant gains in comfort and safety – the weight of the car has been reduced by up to 100 kg. This fact underscores Volkswagen's success in the mass production of progressive automobiles. In parallel, an armada of new technologies substantiates the innovative power of the brand in the compact class. In the Golf, these technologies are more attainable for more people than ever before.
New systems – optimised safety and convenience
New assistance systems include the multicollision brake – the Volkswagen Group is the only carmaker in the world to implement such a system as standard in a compact car –, a proactive occupant protection system, standard XDS transverse electronic differential lock (as found in the previous generation Golf GTI), the adaptive cruise control system ACC plus Front Assist including the City Emergency Braking function, Lane Assist lane-keeping assistant, fatigue detection, traffic sign detection and the latest generation of the ParkAssist park steering assistant (including warning for obstacles in the vehicle's surroundings with 360-degree display) as well as the automated light functions Light Assist and Dynamic Light Assist. There are other new technologies as well, such as progressive steering (optimised dynamic performance and better comfort), driving profile selector with up to five modes (‘Eco', ‘Sport', ‘Normal', ‘Individual' and, in combination with DCC, ‘Comfort'), an electronic parking brake, a newly developed ergonomic sport seat (ergoActive seat), a guard against using the wrong fuel in the diesels, a new deluxe climate windscreen that is also a first in this segment and a new generation of information and entertainment systems.
Assistance systems – automatic protection
Multicollision brake system. An innovative new feature is the Golf's multicollision brake system, which has already won a safety innovation award from Germany's largest automobile club (ADAC). Background: studies in accident research have found that approximately one-fourth of all traffic accidents involving personal injury are multiple-collision accidents – what is meant here is that there is a second impact after the initial collision.
The multicollision brake system automatically brakes the vehicle when it is involved in an accident in order to significantly reduce its residual kinetic energy. Triggering of the multicollision brake system is based on detection of a primary collision by the airbag sensors. Vehicle braking by means of the multicollision brake system is limited by the ESC control unit to a maximum deceleration rate of 0.6 g. This value matches the deceleration level of Front Assist; it ensures that the driver can take over handling of the car even in case of automatic braking.
The driver can ‘override' the multicollision brake system at any time; for example, if the system recognises that the driver is accelerating, it gets disabled. The automatic system is also deactivated if the driver initiates hard braking at an even higher rate of deceleration. Essentially, the multicollision brake system applies the brakes until a vehicle speed of 10 km/h is reached. This residual vehicle speed can be used to steer to a safe location after the braking process.
Proactive occupant protection system. The proactive occupant protection system is a typical example of a technology that is being transferred from the premium class to the compact class. Volkswagen first implemented the proactive occupant protection system in the Touareg. Now the system is making its debut in the Golf, making it one of the few vehicles in its class anywhere in the world to offer such a protection system.
If the proactive occupant protection system detects a potential accident situation – such as by the initiation of hard braking via an activated brake assistant – the seatbelts of the driver and front passenger are automatically pre-tensioned to ensure the best possible protection by the airbag and belt system. When a highly critical and unstable driving situation is detected – such as severe oversteer or understeer with ESC intervention – the side windows are closed (except for a small gap) and so is the sunroof. That is because the head and side airbags offer optimal support and thereby achieve their best possible effectiveness with windows and sunroof almost fully closed.
Adaptive cruise control. Until now, adaptive cruise control (ACC) was reserved for vehicles in higher segments such as the Volkswagen CC or Phaeton. Now ACC has arrived in the compact class with the Golf and is being offered at a low price of 555 euros (Germany). The system uses a radar sensor integrated into the front of the car. ACC operates over a speed range from 30 to 160 km/h with a manual gearbox and with DSG (dual clutch gearbox). In vehicles with DSG, adaptive cruise control intervenes to such an extent that the car may be slowed to a standstill, depending on the situation. In combination with Lane Assist, it may also automatically pull away in stop-and-go traffic. ACC maintains a preselected speed and a defined distance to the vehicle ahead, and it automatically brakes or accelerates in flowing traffic. The system dynamics can by individually varied by selecting one of the driving programmes from the driver profile selector available as an option.
Front Assist surroundings monitoring system. Front Assist works like ACC with the radar sensor integrated into the front of the car, which continually monitors the distance to the traffic ahead. Even with ACC switched off, Front Assist assists the driver in critical situations by preconditioning the brake system and alerting the driver to any required reactions by means of visual and audible warnings. If the driver fails to brake hard enough, the system automatically generates sufficient braking force to avoid a collision. Should the driver, meanwhile, not react at all, Front Assist automatically slows the car so that under optimal conditions the speed of any impact is minimised. The system also assists the driver by an alert if the car is getting too close to the vehicle in front. The new City Emergency Braking function is part of Front Assist.
City Emergency Braking. The City Emergency Braking function, now available for the Golf for the first time, is a system extension of Front Assist and scans the area in front of the car via radar sensor. The new system operates at speeds below 30 km/h. If the car is in danger of collision with a vehicle driving or parked up ahead and the driver does not react, the brake system gets preconditioned in the same way as with Front Assist. If necessary, City Emergency Braking then automatically initiates hard braking to reduce the severity of the impact. In addition, if the driver fails to press the brake pedal sufficiently, the system will assist with maximum braking power.
Fatigue detection. This system, which was first introduced in the current Passat, detects waning driver concentration and warns the driver with an acoustic signal lasting five seconds. A visual message also appears on the instrument cluster recommending taking a break from driving. If the driver does not take a break within the next 15 minutes, the warning is repeated once. At the beginning of each trip, the system analyses a range of factors, including the driver's characteristic steering behaviour. Once under way, the fatigue detection system continually evaluates signals such as steering angle. If monitored parameters indicate a deviation from the steering behaviour recorded at the beginning of the trip, then the visual and acoustic warnings are output.
Lane Assist. In the Golf, this camera-based lane-keeping assistant with steering intervention operates with extended functionality: adaptive lane tracking. If desired, the system – being implemented for the first time in the Golf – can now also maintain continuous tracking support, which optimises comfort and convenience. In addition, Lane Assist will correct the driver's steering where necessary: as soon as it becomes evident that the driver is leaving the driving lane or is driving over the lane markings without setting the direction indicator, the system gently steers the other way.
Convenience systems – steering, braking, seeing
Progressive steering. Conventional steering systems operate with a constant gear ratio. However, the new optional steering system in the Golf operates with a progressive gear ratio. This noticeably reduces steering work in manoeuvring and parking. On country roads with lots of bends and in turning, meanwhile, the driver will notice a gain in dynamic performance due to the more direct gearing; the driver also does not need to turn the wheel as often.
Technically, progressive steering differs from the basic steering system primarily by the rack and pinion's variable tooth spacing and a more powerful electric motor. Its functional difference: unlike with constant steering ratios, which by necessity always represent a compromise between dynamic performance and comfort, here the steering rack's toothing is modified by the steering stroke. As a result, the transition between indirect steering behaviour in the mid-range (straight-line driving) and direct steering behaviour at larger steering wheel angles is designed to be progressive, which, as noted above, enables significantly more agile steering behaviour in dynamic driving situations. The smaller steering wheel inputs make parking the car more comfortable, as the wheel needs to be turned less.
Variable ratios have long been known in the area of hydraulic steering systems; however, the tuning of such a steering system is subject to very tight limits, so that the driver is not overtaxed by the transitional behaviour. With the new progressive steering system in the Golf, the situation is completely different: the combination of the steering rack's progressive steering ratio and the tuning potential of an electro-mechanical steering system are systematically exploited in the Golf to realise optimised steering behaviour that is sporty yet practical in everyday driving.
XDS. A feature once developed for the Golf GTI is the XDS electronic differential lock, which is now standard in every Golf. It improves both traction and handling. Technically, XDS is a functional extension of the EDS electronic differential lock that was integrated in the ESP system. In fast cornering, as soon as the electronics detects slip at the wheel of the driven front axle located at the inside of the bend, the ESP hydraulics build up pressure specifically at this wheel to restore optimal traction. As a differential lock, XDS compensates for the understeer in quick cornering that is typical of front-wheel drive vehicles. This makes handling more precise and neutral.
Electric parking brake. For drivers of larger Volkswagen cars, such as the Passat or Tiguan, the electric parking brake is already taken for granted. Now, this handbrake is also making its way into the Golf. Instead of a handbrake lever, a control switch plus an Auto Hold switch are located on the centre console. The electric parking brake offers numerous advantages: eliminating the conventional handbrake frees up more space on the centre console; in addition, the brake is automatically released when driving off, making hill starts easier. Last but not least, the Auto Hold function prevents unintentional rolling from a standstill position.
Dynamic Light Assist - dynamic main beam control. Via a camera on the windscreen, the system analyses the traffic ahead and the oncoming traffic. Based on this data, the main beam automatically comes on at speeds of over 60 km/h and stays on. This is how Dynamic Light Assist works: with the help of the camera, the main beam modules of the bi-xenon headlights with dynamic cornering lights are masked only in those areas that the system has determined could potentially disturb other road users. Technically, this function is implemented by a pivoting masking aperture between the reflector with the xenon filament and the lens. Along with lateral swivelling of the entire module and independent control of the left and right headlights, this additional aperture geometry is able to mask the light source and thereby avoid dazzling traffic ahead or any oncoming traffic.
Light Assist - main beam control. For models that have headlights without cornering lights, Light Assist is available the base version of the main beam assistant. Light Assist analyses traffic ahead and oncoming traffic – via a camera in the windscreen – and automatically controls activation and deactivation of the main beam (from 60 km/h).
Traffic sign detection. Traffic sign detection initially made its debut in the Phaeton. In the new Golf it will be available in combination with a navigation system, because the traffic signs are also shown in the display of the active navigation window (map and/or pictograms). If the system detects any speed limit or ‘No overtaking' signs via a camera (integrated in the windscreen near to the rear-view mirror), up to three of these will get shown on the instrument cluster in front of the driver and on the navigation system display. This will also include all additional information and the signs will appear in a logical order: ones that immediately apply (e.g. a "130" km/h speed limit) get shown in first place, while signs that only apply at certain times (e.g. "80 km/h" "When wet") appear in second place. If the rain sensor registers that it is starting to rain, the traffic sign that is now most pertinent, i.e. the "When wet" sign, moves up into first place.
Park Assist - park steering assistant. The latest version of the parking assistance system now facilitates not only assisted parking parallel to the carriageway, but also reverse parking at right angles to the road. In addition, Park Assist 2.0 is also equipped with a braking and parking space exit function. The system can be activated at speeds of up to 40 km/h by pressing a button on the centre console. Using the indicators, the driver selects the side on which the car is to be parked. If, using the ultrasound sensors, Park Assist detects a large enough parking space (a manoeuvring distance of 40 cm, front and rear, is sufficient), the assisted parking can begin: having put the vehicle into reverse, all the driver has to do is operate the accelerator and brake. The car takes care of the steering. Acoustic signals and visual information on the multifunction display assist the driver. If a collision is looming, the system can also actively apply the vehicle's brakes.
DCC. Making its debut with the new Golf is the second generation of DCC (Dynamic Chassis Control). It is the first vehicle of the Group in which this new system is being implemented. DCC still offers the three driving modes ‘Comfort', ‘Normal' and ‘Sport', which are now selected and displayed via the touchscreen on the centre console as part of the higher-level "Driving Profile Selection" function. In the ‘Individual' driving profile, the DCC mode can even be assigned other driving profile properties. The DCC system adaptively controls the damper valves, and thereby the setting of the damper characteristic, based on a further developed and refined Volkswagen control algorithm. DCC utilises the input signals from wheel displacement sensors and accelerometers as well as vehicle information from the Chassis-CAN bus; it uses these values to compute and set the optimal damping force for every driving situation. This largely resolves the conflict between comfortable and sporty chassis tuning.
In the new Golf, the DCC chassis was lowered by 10 mm compared to the normal chassis, and along with specific adjustment dampers, it also has its own spring and anti-roll tuning. For the MQB platform the DCC system was extended to add a version with the modular lightweight suspension (for models with less than 90 kW in power), which is being introduced for the first time in the new Golf. In the sensors area, certain parameters were perfected: designs of the wheel displacement sensors were adapted to the new MQB suspensions, and they were weight optimised. The body accelerometers were converted from three analogue lines to two digital lines; the DCC control unit was redesigned in its hardware configuration, components and layout. A new generation of processors operating at 180 MHz assures control with one-millisecond cycles.
New generation of air conditioners. Volkswagen has developed an entirely new air conditioner for the seventh generation Golf. The primary objective was to reduce noise and weight while increasing efficiency. In addition, the new system would be designed to be even more compact in its construction. These goals were achieved: based on studies in the area of fluid dynamic simulation were used to modify the cross sections of internal air conditioner components to reduce net pressure losses. This progress also led to a noise level reduction of up to 5 dB(A) and to a significantly reduced need for electrical blower power – and thereby a gain in efficiency. In addition, the use of a pulse-width modulated blower reduced current consumption by 4 Amperes on average. A distinct improvement in acoustics was also realised compared to the previous model by specific fluid dynamic studies of the recirculation air flaps. Partially reduced wall thicknesses of the polypropylene housing, a new fastening concept without complicated brackets and the use of higher performance and weight-optimised heat exchangers led to significantly lower weight of the new air conditioner.
The system package was improved by such measures as a new filter layout above the blower in the air intake channel; this makes the system 140 mm narrower here. This enabled a uniform layout of electrical system components between left-hand drive and right-hand drive vehicles, and it created more space in the foot area.
A high-performance heat exchanger as well as reduction of heat losses in the refrigerant cycle, demand-based use of electrical auxiliary heating and an innovative thermal management system has also improved heating performance. Compared to the previous model, the interior of the new Golf heats to a pleasantly warm temperature 30 percent faster.
In addition, the refrigerant cycle was completely redesigned for maximum efficiency gain, weight reduction and manufacturing optimisation. The refrigerant cycle consists of a highly efficient compressor and condenser as well as an internal heat exchanger. Design of the refrigerant lines was also perfected; one effect was a considerable weight savings. Last but not least, along with improvements to the system design, another benefit of the efficient refrigerant cycle is that it cools the interior significantly faster.
More intelligent climate control. The new Climatronic of the Golf regulates the interior temperature fully automatically via 2-zone temperature control (separate for driver and front passenger). The intensity of the climate control can be influenced by selecting a profile (‘Gentle', ‘Moderate', ‘Intensive'). The fully automatic control unit operates with various sensors – a sun sensor, air quality sensor and new humidity sensor. The sun sensor detects the intensity and direction of solar radiation, and the system is controlled accordingly. The positive effects of the optional deluxe climate windscreen are considered in this control as well.
When information from the air quality sensor indicates that the concentration of nitrogen oxides or carbon monoxide in the outside air has exceeded a defined limit, then the recirculation flap of the Climatronic system closes. The addition of a humidity sensor offers the great advantage that for the first time it is also possible to control the heating function with recirculation mode. This results in significantly quicker heating of the interior without fogging of the windows.
Improved fuel economy by highly efficient air conditioning. The humidity sensor is also used to run the air conditioning compressor at a lower power level, as needed, thereby significantly reducing energy consumption in the hot season of the year. Here, the Climatronic automatically deactivates the compressor as soon as it is not needed to reach the desired temperature, or if there is no risk of window fogging and a preset limit for humidity is not exceeded in the interior. For the first time, air conditioning components that are relevant to fuel economy are then only activated as needed and controlled to optimise energy consumption in all operating modes. The interplay of all components of the new air conditioning system leads to considerable fuel savings compared to the previous model.
Deluxe climate windscreen. As a first in its class, an optional deluxe climate windscreen is being offered for the new Golf. This new windscreen combines the advantages of conventional wire heating with those of heat-insulating glass. Wires are no longer embedded in the glass, rather an extremely thin, electrically conductive layer is used that can be heated in the glass laminate. In the cold season of the year, this function prevents fogging of the window; it also accelerates defrosting. In the summer, the new windscreen results in less heating of the interior, because the extremely thin coating reflects a majority of the solar radiation. Along with an increase in thermal comfort, the environment also benefits, since the air conditioning does not need to supply as much cooling power due to the reduced heating. At the same time, this improves the fuel economy of the Golf.
Panoramic tilt/slide sunroof. With the exception of the Golf Estate, there has so far not been a Golf with a transparent panoramic sunroof. This is now changing with the debut of the new Golf. A transparent system was developed here, which utilises a maximum roof area, offers optimal ventilation and opening functions, does not impair the torsional rigidity of the car and has the visual effect of lengthening the windscreen. What is referred to as the light transparency area – the incident light in the closed state – was enlarged by 33 per cent compared to a normal tilt/slide sunroof. Incidentally, the tinted, heat-insulating glass reflects away 99 per cent of UV radiation, 92 per cent of incident heat radiation and 90 per cent of incident light.
Interesting: According to a study conducted by the Medical University of Siena, Italy, roof opening systems in a car contribute towards a feeling of general well-being. Improvement of the interior climate improves safety and comfort as well. In addition, a brighter, more spacious interior makes the entire vehicle more attractive together with optimal design integration of the roof system.
Notes:
TDI, TSI, DSG and Twincharger are registered trademarks of Volkswagen AG or other companies of the Volkswagen Group in Germany and other countries.
Features and technical data apply to models offered in Germany. They may differ in other countries. All fuel consumption and CO2 emissions data cited in this press kit refer to official vehicle registration values (combined values), which were determined under standard conditions in the NEDC cycle. Fuel consumption and CO2 emissions values for the Golf 1.4 TSI with ACT (103 kW / 140 PS) and the Golf BlueMotion 1.6 TDI (81 kW / 110 PS) are forecast values as of September 2012.