As in the also new Golf GTI, the GTD also has an entirely retuned and technically modified sport suspension (15 mm lower ride height) as standard. In front, a MacPherson suspension provides for precise tracking; at the rear, there is the modular performance suspension. The new Golf GTD is making its appearance with extremely impressive handling properties, since it is equipped as standard with the further advanced XDS+ vehicle dynamic function and the new progressive steering system. For an even more dynamically tuned sport suspension, the latest generation of DCC dynamic chassis control is also available in the "Sport & Sound" pack (including driver profile selector, sound actuator and red painted brake callipers).
Vehicle dynamics. Drivers will notice that steering response is now even more agile than in the previous model thanks to more direct steering gear ratios. Maximum attainable speeds through bends were also increased, because of more neutral running gear tuning and optimisations of the XDS+ system. Neutral handling in bends goes hand in hand with very good vehicle stability right up to the maximum speed range, thanks to an innovative layout of all running gear components. Vehicle stability is especially noticeable during lane changes and during engine load changes. The development team also made a special effort to tune the new Golf GTD for harmonious and predictable reactions of the running gear.
Ride comfort. In parallel to improvements to vehicle dynamics, suspension comfort was also further enhanced; the running gear optimally absorbs loads when driving over small or large road bumps. The comfort levels realised in the new Golf GTD show that sporty handling does not necessarily involve unpleasant ride harshness. The described broad range of positive handling properties – direct, neutral and stable handling up to performance limits combined with a high level of ride comfort – make the car's driving properties exceptionally well-balanced.
XDS+. The XDS system that was first introduced in the Golf VI was further developed into the advanced XDS+ system for the new Golf GTD (as well as for the new GTI). Technically, the XDS+ electronic differential lock is a functionality that is integrated in the electronic stabilisation programme (ESC) for improved vehicle dynamics. XDS+ is an extension of XDS, which is familiar from the previous model; its functionality has now been extended to cover all unbraked driving states. The new system improves agility and reduces the need for steering angle inputs by targeted brake interventions at the wheels on the inside of the bend of both axles. In addition, XDS+ is effective over all conceivable road friction values; it results in more precise handling, even on snow. The well-known benefits of XDS – such as significantly reduced understeer and improved traction – were also perfected.
ESC Sport. In the Golf GTD, Volkswagen is offering the "ESC Sport" function for very experienced drivers. The system is activated by a two-stage switch on the centre console. If the driver pushes the button once briefly, it deactivates the ASR function (traction control). When the button is held longer than three seconds, Electronic Stability Control (ESC) switches to the "ESC Sport" mode. In very fast driving with lots of bends – such as on a race course – the ESC system reacts with a delay, which enables even greater agile handling properties. As an alternative to activation by the pushbutton on the centre console, ESC can now also be activated or deactivated by settings in the CAR menu.
Progressive steering. The new progressive steering system lets Golf GTD drivers make a turn of a given radius with smaller steering wheel movements and fewer turns of the steering wheel; they do not need to reach over the steering wheel as often in tight bends. With progressive steering, it takes 2.1 turns of the wheel (380°) to reach the end stop; in the standard steering system of the less powerful Golf models it takes 2.75 turns (500°). Background: Conventional steering systems operate with a constant gear ratio. The new steering of the Golf GTD, meanwhile, operates with a progressive steering gear ratio. This reduces steering work perceptibly when manoeuvring and parking. On country roads with lots of bends, and when making turns, the driver experiences a plus in dynamics due to the more direct layout.
Technically, progressive steering differs from the basic steering system primarily by the rack'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 significantly modified by the steering stroke. This results in more precise and relaxed driving in the middle steering range up to high speeds; due to the smaller steering input angles that are required, the system offers significantly greater agility and more driving fun on roads with lots of bends. At lower speeds, on the other hand, such as in city driving or parking situations, the Golf GTD is much easier to handle thanks to the lower steering input angles – offering a perceptible gain in comfort.
DCC dynamic chassis control. A second generation DCC dynamic chassis control system is at work in the Golf GTD. The system, which was specially tuned to the new GTD, offers the three driving modes "Comfort", "Normal" and "Sport"; these modes can now also be selected and displayed on the centre console touchscreen under "Driving profile selector". Besides offering a "Normal" mode, the DCC system now offers the "Comfort" mode as well; although it is comfort-oriented, it is still tuned for more dynamic performance than in the lower-powered Golf models. In "Sport" mode, especially agile handling is implemented. In the "Individual" driving profile, the DCC mode can even be configured with any other desired driving profile properties.
The DCC system adaptively regulates the damper valves via a further developed and refined Volkswagen control algorithm, which in turn sets the damper characteristic. In doing so, DCC evaluates input signals from wheel displacement sensors and accelerometers as well as vehicle bus information from the Chassis-CAN bus. It then computes the optimal damper force for every driving situation and adaptively adjusts this force. Different damping forces are applied to the four wheels individually. The adjustment valves of the dampers and transverse dynamics control were modified for further improved dynamic response.