Dynamic / Adaptive chassis control (DCC / ACC)

Forgive me if this is the stupidest thing you've heard today :) ... but couldn't you adjust the lightness of the steering wheel by taking the airbag out and adjusting the tightness with a wrench? When I switched steering wheels recently, I don't think I've done it up exactly as tight, and the wheel felt a bit lighter in my hands (perhaps it's just the fact that I'm using a smaller/lighter steering wheel now). It was a bit unnerving at the start but I'm used to it, plus I like paying attention and exercising skill when driving for fun.

Quote:

---

Originally Posted by Corey_R

But WJ! That Ed 35 has that gawd awful EA113 engine that you have been piling on for the past 12 months!

---

I LOL'd. :)

(Completely OT: Standard GTI with stage 1 versus an ED35 stage 1... now there'd be an interesting comparison (and yes, with DCC fitted). I wonder how the FWD would go with ~180kw ATW. There's no question you'd get plenty of wheelspin through second gear!)

In Pullman’s summation, he goes on to say in respect to the Audi RS3: The RS3 is the polar opposite (to the Nissan 370Z): slick, mega quick, but unless you think going fast is the be all and end all you’ll get bored sooner rather than later. Buy an S3 instead, or better yet a Golf R if you must have a four wheel drive fast hatch – or just get the excellent front-drive Golf GTI Ed35. Mind you, the Golf GTI was the slowest on the track – slower than the Opel Corsa Nurburgring, Mini Coupe and Citroen DS-R3. What Pullman is getting at is that fast does not necessary equal fun for a m/v used on the open roadway. It's a case of assessing driver enjoyment, driver interaction and driver effort in respect to the overall package as an ownership experience.

A Golf GTI Edition 35 in Manual with DCC would be okay as the driver has the ability to reduce some of the turbo lag with the KO4 by changing gears manually. The Edition 35 GTI does offer a bit more agro up high in the rev range, which put it closer to the Renault for level of agro. Turbo lag is uncool. I'll stick with the EA888.

I really like the 35 badges on the side of the Edition 35 and the cloth interior is very nice. I hated the denim like tartan seats on the MK6 GTI initially, but now I love them, much better & grip more so than the leather of the Red demo non-DCC used in the comparison. It was pleasant to see that my GTI, despite the usual Volkswagen squeaks and rattles from the interior, is still tight as a drum and gave nothing away to the much newer demo Golf GTI in terms of refinement. See if an Edition 35 Golf GTI can tempt Ray into ownership, otherwise a Sirocco R, as he may be in the market veyr soon. Oh yeah, and those blind spots in the 5 door relative to the 3 door. Both have blind spots, but in different area of sight. I thought the 5 door offered a better view as the rear window appears to cowl higher into the C-pillar. Not sure on removing and re-fitting different steering wheels – best consult a mechanic on that one.

Cheers
WJ

It would be good if you could alter the steering resistance and damping using something like VAGCOM. Could be possible with the steering weight/resistance. Probably possible with the dampers with a pre-set incremental set of mathematical figures for damping force alteration. Extra damping in the mid-range would be good for the 30kph to 70kph speed range as imo the DCC Golf GTI could use a bit more compression and rebound in a straight line.

The Hydraulic aftermarket suspension systems like the Koni-FSD high frequency valve strut mono-tube or KW coilover offer a premium feeling ride over that of the OE Sachs Dynamic Chassis Control (DCC) damper. Ultimately it’s what’s inside that counts. The aftermarket hydraulic valved low/high speed compression/rebound units act faster than the electronics of the DCC imo as the fluid is pushing through a valve that works pretty much instantaneously, rather than having a computer turning a needle, etc in a fraction of a second.

Bear in mind that the difference between the DCC and non-DCC Mark 6 Golf R may not be as stark as that of the Golf GTI, where the Golf R has heavier steering & firmer suspension over the Golf GTI in non-DCC form. Having the non-DCC Golf GTI a little soft and the DCC equipped GTI more capable, but de-sensitised and lacking that ultimate raw driver appeal, may leave the new Polo GTI to offer up a tad more driver appeal. See video from Spain/Portugal:

Vw Polo GTI vs. VW Golf GTI DSG 2011 (English Subtitles) - YouTube

Video at the 4.15 min mark shows the Polo GTI to have more corner entry understeer and additional corner exit oversteer as was the case with the non-DCC Golf GTI around the Boat Shed run, albeit not as pronounced as that on the track or with torsion beam semi-independent rear axle on the Polo GTI offering up some bump steer.

The video does show a good visual representation of what I was feeling when driving the DCC –v- Non DCC Golf GTI’s. The Polo GTI does have a nice bit of oversteer at the 2.25 min mark – you’re not likely to experience much of that in my DCC equipped Golf GTI as it’s predominately a case of slight understeer right way through the corner in a very composed manner – surefooted and safe.

For a factory tuned hot hatch, I think you can’t go past the Renault Megane RS250 for driver satisfaction. Could use a tighter LSD for track work imo. Renault Sport seems to have the chassis dynamics pretty much spot on for driver appeal and liveability in the Megane RS250. The Renault Sport Clio Cup would be more fun, but perhaps a lot less liveable as a daily proposition with added suspension firmness and high revving motor – see link from South Africa magazine Driver Magazine.co.za.

Drive versus: Polo GTI meets Renault Clio RS 20th AE Part 3 | Drive Magazine

Cheers.
WJ

Quote:

---

Originally Posted by WhiteJames

See video from Spain/Portugal:

Vw Polo GTI vs. VW Golf GTI DSG 2011 (English Subtitles) - YouTube

---

The driver in that video is really not driving to the conditions... way too hot into corners, and not enough finesse out of them!

Does the Polo GTI have the XDF as well or is it similar to the 118TSI?

Quote:

---

Originally Posted by Ryan_R

Does the Polo GTI have the XDF as well or is it similar to the 118TSI?

---

Assume you're referring to XDL (the electronic diff control that brakes the spinning wheel)? Yes, it does.

Yeah that's the one :P


Dunno what XDF is then, probably some IT abbreviation

The Spainard in the Polo GTI is no Fernando Alonso or Carlos Sainz. The track was damp, probably favouring the heavier Golf GTI. Otherwise in the dry, you'd think that the almost 200kgs lighter Polo GTI would carry more mid corner speed. Reports appear to be indicating that the Polo GTI has a motor that dominates the chassis to a greater degree than that of the Golf GTI. Sounds right with the narrower track creating a feeling of higher centre of gravity in the Polo GTI as opposed to the wider Golf GTI. Similar thing with the Golf GTI -v- Renault Megane RS250 that is both wider and longer. The Mark 7 GTI will be both wider and longer also, adding further to that sure footed and secure handling of the GTI. The torsion beam in the rear of the Polo GTI would limit the driver's ability to adjust the attitude of the chassis versus the multi-link in the rear of the Golf GTI. Here's drive.com.au on Polo GTI -v- Golf GTI:

Head to Head - Volkswagen Polo GTI v Volkswagen Golf GTI

Cheers.
WJ

Sorry, what does the topic of Polo vs Golf have to do with this thread?
Are you sure you're in the right place WJ?