Volkswagen’s Golf Alltrack challenges the Subaru Outback; directions for 4MOTION and vehicle dynamics
16 September 2016
With the arrival of the new Golf Alltrack, the all-wheel-drive derivative of the Golf SportWagen, in US dealer showrooms in October, Volkswagen of America is offering an affordable, upscale and very fun-to-drive (more on this below) entry into an underserved market segment: all-wheel-drive wagons. More specifically, Volkswagen is directly targeting the Subaru Outback.
The Alltrack uses Volkswagen’s EA888 1.8-liter TSI turbocharged and direct-injected four-cylinder engine (170 hp and 199 lb-ft/270 N·m @ 1600 rpm) coupled initially with a six-speed DSG dual-clutch automatic transmission, with a six-speed manual transmission available later in the model year. The latest generation 4Motion all-wheel-drive system (based on the fifth-generation Haldex coupler) features a fast-acting center differential.
4MOTION. The Golf Alltrack is the latest Volkswagen vehicle to receive the newer AWD 4Motion system—Sharan, Tiguan, Phideon (China), Passat Alltrack and Golf R 4Motion being other recent vehicles. The deployment of the well-engineered mechanical system, with its years of software control experience supporting it, also raises the question of the future of “4Motion” under electrification, and Volkswagen’s vehicle dynamics strategy.
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5th generation Haldex coupling. Click to enlarge. |
For example, at the North American International Auto Show (NAIAS) in Detroit this year, Volkswagen presented the Tiguan GTE Active Concept plug-in hybrid. (Earlier post.) Based on the new Tiguan, it showcased the technical capabilities of the modular transverse matrix (MQB) in an SUV format. The primary goal was to create a synthesis of plug-in hybrid technology and maximum off-road performance.
The all-wheel plug-in hybrid system of the Tiguan GTE Active Concept—with a turbocharged gasoline direct-injection engine and one electric motor on each axle—is rear-wheel-drive dominant (the Golf Alltrack is front-wheel-drive dominant). In normal driving situations, propulsion comes via the electric motor on the rear axle. However, as soon as traction loss is detected, the front axle is engaged too within fractions of a second. This also happens whenever the driver activates one of the all-wheel or off-road programs via the newly developed 4MOTION Active Control system that was specifically configured for the concept car.
Thus, even without the mechanical Haldex coupler for drive distribution, Volkswagen refers to the AWD capability as “4MOTION”. As electrification further develops, along with the MEB (Modular Electric Toolkit)—which is being driven by Volkswagen brand for the Volkswagen Group (earlier post)—the future of 4MOTION will likely lie in the MEB, suggested Dr. Hendrik Muth, Vice President of Product Marketing and Strategy for Volkswagen of America. This would take it into the realm of e-Axles and full multi-motor torque distribution and vectoring. There is no public roadmap for 4MOTION, although there is an internal one, Dr. Muth said.
The new Golf Alltrack’s 4MOTION system is activated before any wheelspin occurs, helping eliminate nearly all traction losses. The system achieves this by using an advanced control function based on specific driving conditions, detected by a number of readings from sensors: vehicle speed, acceleration, lateral torque, and yaw.
When operating under a relatively low load or when coasting, the front wheels are driven and the rear wheels are decoupled, which can help save fuel. However, the rear wheels can be engaged in fractions of a second whenever necessary via the center differential, which is activated by an electro-hydraulic oil pump. (BorgWarner, which acquired the Traction Systems division of Haldex Group in 2011, refers to the unit as a Centrifugal Electro-Hydraulic Actuator.)
A control unit continually calculates the ideal drive torque for the rear wheels and controls how much the multi-plate clutch should be closed by activating the oil pump. The oil pressure increases the contact pressure at the clutch plates in proportion to the torque desired at the rear axle. So, the amount of pressure applied to the clutch plates can be used to continuously vary the amount of torque going between the front and rear wheels, up to a maximum of 50% at the rear axle.
(This is, of course, a major difference between Volkswagen’s Golf Alltrack and the Subaru Outback, with its Symmetrical AWD which provides power to all four wheels all the time.)
In addition to the Haldex coupler that distributes drive longitudinally (I.e., front and rear), the Golf Alltrack uses two functions that provide torque vectoring capabilities—i.e., lateral distribution.
Electronic Differential Locks (EDL)—a function of the electronic stability control system—act laterally. The system can briefly brake a wheel that is slipping, enabling uninterrupted and stable transfer of drive power to the wheel on the opposite side.
XDS+ Cross Differential System—a feature originally developed for the performance-oriented GTI model—acts somewhat like an electronic substitute for a traditional mechanical limited-slip differential, working by actively monitoring data from each wheel sensor. If the suspension becomes unloaded, the system automatically applies braking to the driven inside wheel as needed to help reduce understeer (the tendency for the front wheels to run wide). This not only helps stability, but can also help improve handling and cornering performance.
Golf Alltrack features a unique Driving Mode Selection that enables an Off Road Mode setting. This driving profile alters the ABS system and accelerator pedal character and activates a hill descent function, helping Alltrack deliver its performance off the beaten path. The available Off-Road HMI that is part of the navigation system displays compass, steering angle, and altitude when driving off-road.
For the Golf Alltrack, this combination of technologies gives the wagon what almost feels like a gecko-like capability to stick firmly and stably to roads—wet, winding, climbing, descending, or even gravel—at speeds that normally would slew out the rear end of a car, much less a wagon.
In a driving preview of the Alltrack in Seattle, media had a chance to take the new Golf Alltrack not only through hilly twists and turns, but also over a basic off-road trail as well. Although not a Land Rover with a fully articulated suspension, the Alltrack was able to pick its way up and down a rough, rocky trail with no missteps or mishaps—impressive performance for a wagon.
Chassis. As a member of the modern Golf lineup, Alltrack is built on the same MQB chassis architecture as the rest of the line. The unitary construction chassis has two solid-mounted subframes with bolt-on front fenders, and utilizes new technologies such as laser clamp welding, which produces “wobble seam” welds in a wave pattern to help maximize strength in a limited space, offering up to four times the strength of a traditional spot weld.
The stamped steel body and chassis boasts a large percentage of high-strength, hot-formed steel. This technology, along with the use of newly developed ultra-high-strength steels, allows much of the chassis and body to be constructed from thinner and lighter parts without any loss in strength. Additionally, due to the use of selective thickness for parts, a single component can be tailor-rolled to have as many as 11 zones of varying thicknesses.
With the extensive use of modern construction techniques and high- and ultra-high strength steels, Alltrack’s chassis manages to remain lightweight despite its upscale features and enhanced crash structure. Throughout the car, attention to detail has optimized components—such as the seats, air conditioning system, and even the electrical architecture—to help save weight. At the same time, those seats, especially in the top trim SEL, are extremely comfortable, even off-road.
The Alltrack has its own, unique suspension tuning, with a ride height that is raised by 0.6 inches. Up front, a strut layout uses coil springs, telescopic dampers, and an anti-roll bar, with a multilink arrangement with coil springs, telescopic dampers and anti-roll bar at the back.
The Golf Alltrack’s braking system features 11.3-inch vented front discs and 10.7-inch solid rear discs with standard three-channel ABS with electronic brake pressure distribution. The rack-and-pinion steering features electric power assist and features a 13.6:1 ratio that allows for 2.76 turns from lock to lock and a vehicle turning circle of 35.8 feet.
Exterior. The Golf SportWagen body shape is evident in the Alltrack. However, despite the overall length and width remaining roughly the same at 180.2 inches and 70.8 inches, the overall height has been increased because ride height is elevated by 0.6 inches. This change in proportions helps to make for a bolder, more capable appearance without compromising the pillars of Volkswagen design DNA—tight, crisp lines and understated-yet-modern surfaces.
From the front, the Alltrack’s rugged character becomes even more apparent, with a redesigned bumper and added underbody guard, a matte-aluminum low-profile radiator grille crossbar extending into the headlights, a lower silver crossbar that incorporates standard foglights and unique black honeycomb grilles.
The Alltrack’s profile also provides differentiation from the SportWagen, with body cladding on the side sills and around the wheelarches that carries over to the lower areas of the redesigned bumpers. Unique accenting can also be seen in the silver roof rails, Reflex Silver side mirrors and lower window chrome molding. A panoramic sunroof is standard equipment on SE and SEL grades. Also obvious from the side are the standard 17-inch aluminum-alloy “Valley” wheels (18-inch “Canyon” on the SEL) and the ground clearance of 6.9 inches.
At the back, the Alltrack sports dark-red taillights and a new bumper that is highlighted by dominant silver underbody protection, matching the style of the side sills and incorporating chrome exhaust outlets on either side. “Alltrack” and “4Motion” badging also make it clear this is a distinctly different vehicle than its Golf brethren.
In addition to the standard foglights and LED Daytime Running Lights (all trims) with automatic headlight activation (SE and SEL only), a Driver Assist & Lighting Package is available for the Alltrack SEL that adds automatic headlight adjustment and replaces the halogen headlights with Bi-Xenon units.
MIB II. As standard equipment across the Alltrack line, the MIB II infotainment system not only creates the foundation for the next generation of Volkswagen’s Car-Net connected vehicle services platform, but also offers one of the most comprehensive suites of connected vehicle services and features available in the automotive industry today. The Composition Media unit is standard in S and SE trims, while the Discover Media navigation unit is found in the SEL trim. Both MIB II units are anchored around a 6.5-inch, 800x480 capacitive color touchscreen display with proximity sensor.
The Alltrack SEL also features the Discover Media unit, which upgrades the 6.5-inch touchscreen with 2.5D Navigation, one-shot voice destination entry, predicts possible destinations based on often used routes, and Destination Entry with Quick Search and Auto-complete, and Car-Net Guide & Inform.
Compatible smartphone integration is a key part of this system, offering users the ability to run certain smartphone apps directly on the vehicle’s display through services such as Apple CarPlay, Android Auto and MirroLink. Alltrack’s infotainment system also offers AUX-in, SD card and USB multimedia interfaces with Apple iPhone® and iPod® compatibility, as well as a rearview camera display and Bluetooth technology with audio streaming for compatible phones. Other features include the ability to sync two phones simultaneously, along with a JPEG viewer, SiriusXM® Satellite Radio, HD Radio and support for lossless audio file format (Free Lossless Audio Codec FLAC).
Security & Service. With the Car-Net Security & Service suite, owners can access their VW remotely through vw.com/carnet as well as a smartphone app, providing access to the features available from virtually anywhere your mobile device is connected to wireless internet.
Available security related features include Automatic Crash Notification, which can automatically notify an operator who can contact first responders in the event of an collision; Manual Emergency Call, a feature that allows for quick access to customer specialists at the touch of a button; Roadside Assistance, for added peace-of-mind in the event of trouble on the road; and Stolen Vehicle Location Assistance, which uses VW Car-Net Security & Service to assist law enforcement with locating your vehicle in the event that it is stolen.
In addition, Volkswagen Car-Net Security & Service offers layers of convenience, such as remote vehicle access, remote door lock and unlock, remote honk and flash (of lights), last parked location information, and remote status check (doors and windows).
The Car-Net Security & Service also offers Family Guardian, a suite of features that help families. Features including speed alert, which can notify the owner of the vehicle when the preset maximum speed limit is exceeded; and boundary alert, which can alert you if the vehicle has traveled outside of a pre-set virtual boundary.
Diagnostics and maintenance information is also available through VW Car-Net. A Vehicle Health Report allows Volkswagen customers to check to see an overview of vehicle diagnostics. When it’s time for scheduled service, Car-Net Security & Service can not only alert the customer, but also provide a simple way to schedule a dealer visit. It can even identify the closest dealer in case you need a recommendation.
Customers purchasing new Volkswagen models equipped with Volkswagen Car-Net Security & Service connected vehicle services (not including App-Connect) will receive a no-charge trial for six months after purchase. To extend the benefits of this connectivity system, customers can choose from a number of Volkswagen Car-Net payment options: 1 year, for $199; 2 years for $378; 3 years for $540; or, month-to-month, for $17.99.
Guide & Inform. Car-Net Guide & Inform offers an enhanced navigation and infotainment experience for Volkswagen customers. Volkswagen has incorporated technologies that enhance existing navigation offerings while adding an additional level of information that empowers owners.
Satellite navigation is refined with Car-Net Guide & Inform, which incorporates several layers of information right onto the screen. MIB II-equipped Volkswagen models with in-vehicle navigation systems feature real-time fuel prices, sports scores, movie information and weather data as part of the three month SiriusXM Travel Link trial. Volkswagen customers will also enjoy real-time traffic information and a complimentary three-month SiriusXM Traffic trial.
Customers purchasing new Volkswagen models equipped with Volkswagen Car-Net connected vehicle services (not including App-Connect) will receive a no-charge trial for six months after purchase. To extend the benefits of this connectivity system, customers can choose from a number of Volkswagen Car-Net payment options: 1 year, for $199; 2 years for $378; 3 years for $540; or, month-to-month, for $17.99. App-Connect can be used free-of-charge and is not included as part of the subscription-based services. Car-Net Guide & Inform services are provided by SiriusXM, and following the three-month trial period of SiriusXM Travel Link and SiriusXM Traffic, customers can contact SiriusXM at www.siriusxm.com to learn how to initiate paid subscriptions to these services.
Safety. Like the rest of the Golf line, Alltrack provides an intelligent combination of both passive and active safety systems. The 2017 Alltrack has been given a 5-star overall safety rating from the National Highway Transportation Safety Administration (NHTSA).
A standard feature on all 2017 Alltrack models is the Automatic Post-Collision Braking System. This builds on the premise that a collision is rarely a single, instantaneous action, but rather a series of events that follow the initial impact—the most significant of which can cause additional collisions. The Automatic Post-Collision Braking System addresses this by applying the brakes when a primary collision is detected by the airbag sensors, thus helping to reduce residual kinetic energy and, in turn, the chance of additional damage.
The Alltrack also includes Volkswagen’s Intelligent Crash Response System that shuts off the fuel pump, unlocks the doors, and switches on the hazard lights if the car is involved in certain types of collisions. All Alltrack models are equipped with standard Electronic Stability Control (ESC).
Driver Assistance Systems. The Alltrack S and SE are available with the Driver Assistance Package (MSRP $845) that adds Adaptive Cruise Control (ACC), Forward Collision Warning and Autonomous Emergency Braking (Front Assist), front and rear Park Distance Control (ParkPilot), and Parking Steering Assistant (Park Assist). The Alltrack SEL can be equipped with the Driver Assistance & Lighting Package ($1,995), which includes the above-listed systems and adds an auto-dimming rearview mirror, Lane Departure Warning system (Lane Assist), High Beam Control (Light Assist), and Bi-Xenon headlights with the Adaptive Front-lighting System (AFS).
Adaptive Cruise Control (ACC) uses forward facing radar to maintain a set speed while helping maintain a set distance to the vehicle in front. The driver sets the speed and the desired spacing via buttons on the multifunction steering wheel and can use the accelerator, brake pedal, or steering wheel to cancel or override the ACC function. All system messages appear in the central multifunction display.
When the roadway ahead of the vehicle is empty, the system maintains the set speed. Alltrack models fitted with automatic transmissions and ACC can match the speed of a vehicle in front and come to a stop, as well as resume ACC control after the driver presses the accelerator pedal or the “resume” button on the steering wheel. On manual transmission Alltrack models, the ACC ceases to operate below 19 mph.
Within physical system limits, Forward Collision Warning helps warn the driver of critical front-end collision situations, both acoustically and visually by a warning symbol in the instrument cluster, and, if necessary, Autonomous Emergency Braking is activated to slow the vehicle if the driver fails to brake. If the brake pedal is applied but the driver brakes too lightly, the brake pressure is increased by the system.
If there is an indication that the vehicle is unintentionally straying from its lane, an available Lane Departure Warning system can actively countersteer to help keep the vehicle in the lane above 40 mph. The system’s camera can recognize visible lane markings (one side can suffice) and, using a special algorithm, calculates the risk of the car leaving the lane. If the driver takes their hands off the wheel for a defined period of time, or the vehicle crosses a lane marking without use of a turn signal, the system countersteers and later provides an audible warning and a visual signal in the instrument cluster, asking the driver to take over steering.
The system works in the dark and/or in fog, but will not engage if it cannot properly detect lane markings. If the turn signal has been set before crossing a lane marking, the Lane Departure Warning system will not engage or give a warning. The driver can “override” the system at any time by applying minimal force, and is not relieved of responsibility to make conscious driving decisions.
Park Distance Control uses ultrasonic sensors located in the front and rear bumpers to monitor a range of up to five feet in front or behind the vehicle. The system is activated when reverse gear is engaged or below a speed of 9 mph and helps provide guidance when parking or in tight situations. The system has audible and visual warnings when the car starts to approach parked cars or static objects from the front or rear.
Park Assist can automatically steer the car into parallel and perpendicular parking spaces in reverse. After pressing the Park Assist button – once for parallel and twice for perpendicular – the driver only needs to activate the accelerator pedal and brake once a gear is selected.
The driver can override or deactivate the steering assistance at any time by turning the steering wheel, disengaging reverse gear or pressing the button. Below 25 mph, the system can scan both the left-hand and right-hand sides of the road, for example in a one-way street, for any parking spaces as it drives past. By activating the turn signal, the driver stipulates which side of the road they wish to park on.
Driving. (Subjective) The Golf Alltrack builds on the positive driving attributes of the Golf, extending them to an all-wheel drive wagon. The car is, hands down, extremely fun to drive, especially in challenging terrain. There is no sense of being in a “station wagon”. The software and control experience that Volkswagen has built over the years makes the real-time adjustment of drive torque seamless and fast, and the handling of the Alltrack simply great.
(As we powered through tight corners on gravel roads without a slip, and as the car picked its way over the off-road trail without pitching and yawing crazily, I would have loved to be able to see a chart of the real-time torque distribution.)
My sense of it is that Subaru has a real competitive threat in the form of the Golf Alltrack.
And while the Alltrack is not what one would label a “green” car, the capability shown in the software control of the 4MOTION technology may enable Volkswagen to begin delivering greater differentiation in future, more electrified drive systems.
To put it another way, in a time of lower fuel prices, electrified vehicles that are competing on the basis of lower fuel consumption are clearly having a harder go of it. Further, in areas in which electricity prices are high (e.g., California), the basic day-to-day economics of plugging-in become less attractive.
However, if electrified vehicles can begin to compete with a better drive offering through leveraging the innate capabilities of electric motors and sophisticated software control to deliver superior vehicle dynamics, these vehicles may gain a substantial value point over their mechanical drive competitors. If Volkswagen can continue to enrich and enhance the vehicle dynamics capabilities it is able to show with the mechanical system in the Golf Alltrack but in the electrified drive realm, it could have a opening into a larger market.
Competitive. Volkswagen’s basic value proposition for the Golf Alltrack is that the car combines the cargo capacity and go-anywhere ability of a compact SUV with the handling and fuel efficiency of a SportWagen.
With rear seats in place, Alltrack has 30.4 cubic feet of cargo capacity; with the rear seats folded, there are 66.5 cubic feet of luggage space—on par with many compact SUVs. However, the Golf offers a low load height compared to compact SUVs—allowing for ease of loading. The car offers standard 60/40 split-folding rear seat with center pass-through and standard roof rails enable easy loading of canoes, bikes, etc.
Those roof rails are lower, however, that competitive solutions: 59.7 inches (4'-11") vs. 66 inches (5'-6") for the Outback, for example. Lower roof rails mean easier loading.
The EPA-estimated fuel economy for the Golf Alltrack is 30 mpg highway and 22 mpg city—this is slightly worse than the Subaru Outback, equipped with the 2.5L naturally-aspirated 4-cylinder engine (32 highway, 25 city), and slightly better than the Outback with the 3.6L (27 highway, 20 city).
Pricing for the Alltrack ranges from $25,850 for the Alltrack S with manual transmission (late availability) up to $32,890 for the Alltrack SEL with automatic transmission.
5th generation of Haldex hardly sounds inspiring.
The best news in all this is the indication that 'in the future torque vectoring e-motor options are proposed.
There is no possibility of this in an ICE as there is no option of applying regenerative or reverse power to any wheel.
There is so much capital investment in fossil fuel and ICE tech we are being foisted out of date technology at a great personal cost just to protect those old money interests.
"an affordable, upscale and very fun-to-drive"
"For the Golf Alltrack, this combination of technologies gives the wagon what almost feels like a gecko-like capability to stick firmly and stably to roads—wet, winding, climbing, descending, or even gravel—at speeds that normally would slew out the rear end of a car, much less a wagon."
This raises another concern related to the mix of advanced braking and handling vehicles with older as well as heavier commercial vehicles sharing the roads.
If the advertising departments spruke the 'dynamic fun' aspect to young or consumer drivers, we can expect to see more of the idiot tailgating and cutting in than we already see. Starts with "Mum's taxi's, 4WD offroaders etc for the school run as 'safer'options ends up with 'I'm bigger than you are get out of my way' driving. Ends up with the agressive HP beats road rules or civility = more rights.
It may be a bit subtle for the marketing division but in some countries there are laws about promoting the boy racer mentality.
There is no reason that best practice engineering incl braking handling and appropriate power availability shouldn't be part of the package. But neither should ethical responsibilities be overlooked.
Posted by: Arnold | 16 September 2016 at 06:44 PM
Looking forward to side by side trials with the Outback. Also a full lifetime cost analysis. THE Jetta is a reasoably priced German car, until you get it serviced or buy parts. Subarus have a history of dependability.
Posted by: Paroway | 16 September 2016 at 07:22 PM
In what way is this a green vehicle?
It is a fossil fuel vehicle, nothing green about that!
Posted by: Bobcom52 | 16 September 2016 at 09:14 PM