Golf gti edition 35 mpg update : 384 miles 30.7mpg

Golf GTI Edition 35 : MOT and oil service : 22,871 miles

the cars first passed MOT (with me as the owner) with no issues.
rear scored brake discs noted (as per 2017 MOT too), this is common in a low usage car, so Ill replace those in due course.

Oil and Filter service too.

Will get the other items done soon too (cam follower/ fuel filter/spark plugs etc)

Not due until 40k miles, but Im also considering DSG service.

Taken the car out of the VW dealer network now, as I will be keeping it for a while, and dont feel a full VW service history is beneficial or cost effective.

Golf GTI Edition 35 build plaque : copying the Edition 30 idea

my old edition 30 had a nice official VW build plaque

(this was something VW did to in some way give back to the owners who felt misled when it was revealed that Ed30 numbers were not restricted as promised)
So I thought it might be nice to try getting something similar made....

The Edition 30 looks like this (my old cars plaque)

and heres the plaque I had made

1 of 400 , as I couldn't decide on a number, and to represent its one of the 400 Edition 35 DSG cars.

I have cited it in the original Ed30 location (in the door shut) , as I dont feel its professional enough to be on show all the time on the dash tray lid (where I had it in the Ed30)

A little undecided if I like it or not, but for now it stays. What do you think ?

Golf GTI Edition 35 vs Edition 30 : build numbers and rarity

From uk site https://www.howmanyleft.com

SA or S-A = Semi-Automatic = DSG

https://www.howmanyleft.co.uk/?utf8=%E2%9C%93&q=golf+edition+35&commit=Search

For 2018 VOLKSWAGEN GOLF GTI EDITION 35 335 (48%) VOLKSWAGEN GOLF GTI EDITION 35 S-A 366 (52%)
Total                                                         701


https://www.howmanyleft.co.uk/?utf8=%E2%9C%93&q=golf+edition+30&commit=Search

For 2018
VOLKSWAGEN GOLF GTI EDITION30 230 1200 (61%)
VOLKSWAGEN GOLF GTI EDITION30 230 SA 769 (39%)
Total 1969


Summary stats

In terms of rarity

VOLKSWAGEN GOLF GTI EDITION 30 230 1200 (least rare)
VOLKSWAGEN GOLF GTI EDITION 30 230 SA 769
VOLKSWAGEN GOLF GTI EDITION 35 S-A 366
VOLKSWAGEN GOLF GTI EDITION 35 335 (rarest)

So the Edition 35 manual is the rarest of these cars


All Edition 35 and 30's togethers are 2670 cars

26% are Edition 35's
73% are Edition 30's

So you are 3 times more likely to spot an Edition 30 than an Edition 35 ...

EDIT : Adding the Edition 40 numbers

For 2018
VOLKSWAGEN GOLF GTI CLUBSPORT EDIT 40 S-A   297
VOLKSWAGEN GOLF GTI CLUBSPORT EDITION 40    232
VOLKSWAGEN GOLF GTI CLUBSPORT S                   101 (cage,no rear seats)

so the Edition 40 are even rarer, with the clubsport S being a real surprise if you see one.



see also my post on numbers beyond the UK

https://johnoldfield.blogspot.com/2023/05/volkswagen-golf-gti-edition-35.html

Golf GTI Edition 35 : replacing the interior ultrasonic sensor for alarm

So when I first got the Micro-CAN cable I did a full fault scan. 
http://www.ross-tech.com/vcds/tour/autoscan.php

I expected it to be empty but sadly there was a little surprise...

1 Fault Found:03156 - Sensor for Anti-Theft System (G578)             004 - No Signal/Communication - Intermittent

a quick google search, revealed all might not be well with the alarm system, most likely the ultrasonic sensor.

I also found out that the door LED stays continuously lit for 10-30 seconds to indicate a fault condition. 
You would never notice this unless you stared at it and knew what to look for. I locked the car to prove the LED did so to confirm.
Why not check your car next time you lock it!?


On the assumption the sensor was broken and given that these are well over £100 new , I bought a used item from ebay for £20

VW Golf 6 VI TIGUAN 5N INDOOR SURVEILLANCE ALARM ULTRASONIC SENSOR 1k8951171


then it was time to take the area above my head apart....which was helped by

Removing and installing anti-theft alarm sensor -G578

For me this was

1. pull down the plastic lip cover that covers the 3 eye like sensors (only 2 are real sensors)
2. this reveals 2 chrome torx screws that hold the panel up
3. undo them
4. pull panel down where sensors are
5. the panel then drops (being held at the front of the car by some retaining tabs only)
6. You then have access to all the internals, be careful not to pull on any plugs.
7. Remove sensor (being careful to only release 3 clips (NOT the smaller edge clips that keep the 2 halfs of the sensor together)
8. Replace with new (2nd hand) item
9. Refit

However when I opened the panel up i could see there was no cable actually attached to the ultrasonic unit, that may contribute a little to "No Signal/Communication" !

At this point I was running out of time, it was getting dark and i wasnt entirely sure if for some reason this was a bluetooth or wireless module that didnt need a plug.....so i put it all back together

but i soon realised from this picture on the internet that that wasnt the case...

So the next day I took the panel apart again and started digging around for a cable, luckily I did find it wrapped around a metal body tab.

Re-connected plug

Scanned with VCDS to get 2 fault codes now

1 Fault Found:
03156 - Sensor for Anti-Theft System (G578)
            004 - No Signal/Communication - Intermittent
             Freeze Frame:
                    Fault Status: 00100100
                    Fault Priority: 4
                    Fault Frequency: 1
                    Reset counter: 155
                    Mileage: 34479 km
                    Time Indication: 0
                    Date: 2012.11.17
                    Time: 22:10:30
1 Fault Found:
01044 - Control Module Incorrectly Coded
            000 -  -  - Intermittent
             Freeze Frame:
                    Fault Status: 00100000
                    Fault Priority: 1
                    Fault Frequency: 1
                    Reset counter: 255
                    Mileage: 35267 km
                    Time Indication: 0
                    Date: 2012.11.26
                    Time: 17:06:39

which I duly cleared, re-scanned to zero faults 

01-Engine -- Status: OK 0000
02-Auto Trans -- Status: OK 0000
03-ABS Brakes -- Status: OK 0000
04-Steering Angle -- Status: OK 0000
08-Auto HVAC -- Status: OK 0000
09-Cent. Elect. -- Status: OK 0000
10-Park/Steer Assist -- Status: OK 0000
15-Airbags -- Status: OK 0000
16-Steering wheel -- Status: OK 0000
17-Instruments -- Status: OK 0000
19-CAN Gateway -- Status: OK 0000
25-Immobilizer -- Status: OK 0000
2E-Media Player 3 -- Status: OK 0000
42-Door Elect, Driver -- Status: OK 0000
44-Steering Assist -- Status: OK 0000
46-Central Conv. -- Status: OK 0000
52-Door Elect, Pass. -- Status: OK 0000
55-Headlight Range -- Status: OK 0000
56-Radio -- Status: OK 0000
62-Door, Rear Left -- Status: OK 0000
72-Door, Rear Right -- Status: OK 0000
77-Telephone -- Status: OK 0000

locked the car to confirm that now the LED blinks only , with no periods of being lit continuously.

I checked with the previous owner and no knowledge of this.

I can only assume that at some point in the cars early life the sensor was deliberately disconnected to avoid battery drain (or a fault meaning it went off all the time)

Car so far appears to be back to as intended.

Without VCDS I would have been none the wiser..............

Golf GTI Edition 35 : MDI Ipod lead : RCD510 : 000 051 446 C

I have an ipod sitting around that I never used in the Edition 30 ,with the new car I have bluetooth and hands free calling. So I also bought this cable off ebay so I can start using the Ipod 60GB again.

Part No : 000 051 446 C

https://www.ebay.co.uk/itm/VW-MDI-iPod-iPhone-iPad-lead-VW-Golf-MK6-media-in-interface-cable-adapter/112101559981

Update : works well but I cant find a way to even view Playlists, let alone use them.
Display on Mk6 dash for Album/Title/Artist is nice (coming from a mk5 with no ipod integration)

Also considering a 32GB card , as that might allow playlists

Golf gti edition 35mpg update: 369 miles 30mpg

Consumption 30.0 mpg

miles         trip
22568        369.5

Golf gti edition 35 mpg update 30.7mpg 374 miles

Nearly 2000 miles 10% of the cars total mileage in the first month of ownership! #gettingUsef

Golf GTI Edition 35 options list : UK vs Rest of the World

Few things Ive noticed after buying an edition 35

UK car has full vienna leather : ROW has the lovely honeycomb seats
UK car has keyed start : ROW has a nice start button

These are both items I would have loved but were never available in the UK (afaik)

Both of these can be seen in the article below.
https://www.torque.com.sg/reviews/volkswagen-golf-gti-edition-35-delivers-35-degree-heat/

Golf GTI Edition 35 CDLG Engine specification

from http://australiancar.reviews/GolfGTi-Edition35_CDLG_Engine.php


1.2 bar (17.4psi)  boost pressure is for the Golf R installation
0.9 bar (13psi) is for the Edition 35 (and matches the levels I have logged/seen on the boost guage)

Otherwise some fabulous info below :

Volkswagen Mk.6 Golf GTi Edition 35: CDLG EA113 engine bay
Introduction The Volkswagen Mk.6 Golf GTi Edition 35 was powered by a 2.0-litre turbocharged petrol engine (code: CDLG) that was a member of Volkswagen's EA113 engine family. Compared to the 2.0 TFSI engine in the Volkswagen Mk.5 Golf GTi (engine codes: AXX, BWA, BPY and CAWB), changes for the Mk.6 Golf GTi Edition 30's CDLG engine included: •A reinforced cylinder block at the main-bearing pedestals and main-bearing caps;•A new high-flow cylinder head made from aluminium-silicon alloy for high temperature resistance;•Long-duration camshafts and revised exhaust camshaft timing;•Uprated piston (wrist) pins, piston rings and connecting rods; •Annular valve seats;•A larger BorgWarner K04 turbocharger which provided peak boost pressure of 1.2 bar (up from 0.9 bar);•A larger intercooler and radiator cores;•A lower compression ratio of 9.8:1 (compared to 10.5:1); •A redesigned fuel pump and high-pressure injectors;•Four oxygen sensors;•A relocated diverter valve; and,•An upgraded positive crankcase ventilation (PCV) system.
While the CDLG engine of the Golf GTi Edition 35 produced peak outputs of 173 kW at 5500-6300 rpm and 300 Nm at 2400-5200 rpm, the closely related CDLF engine of the Volkswagen Mk.6 Golf R produced peak outputs of 199 kW at 6000rpm and 350Nm at 2500-5000 rpm.

Volkswagen CDLG EA113 engine
ModelEngineTrans.Peak powerPeak torque
Volkswagen Mk.6 Golf GTi Edition 35 2.0-litre CDLG turbo petrol I4 6sp man.,6sp DSG 173kW at 5500-6300rpm 300Nm at 2400-5200rpm BlockThe CDLG engine had a grey cast iron (CG25) block with 82.5 mm bores and a 92.8 mm stroke for a capacity of 1984 cc. Within the cylinders, the contact surfaces were honed by liquid blasting. Furthermore, the CDLG engine had a die-forged steel crankshaft which operated on five main bearings.
To offset second degree inertial forces, the CDLG engine had two chain driven counter-rotating balance shafts.
Crankcase breather systemThe CDLG engine had a crankcase breather system whereby blow-by gases from the crankcase were passed via the primary oil separator in the oil filter module to the cylinder head cover. When this occurred, the blow-by gases were mixed with those from the cylinder head and passed through a labyrinth where further oil separation occurred.
Cylinder headThe CDLG engine had a cast aluminium alloy cylinder head with double overhead camshafts. While the intake camshaft was driven by a roller chain, the exhaust camshaft was belt-driven and had an elliptical toothed belt pulley on the crankshaft to reduce rotational vibrations on the camshaft and pulling forces on the toothed belt.
The CDLG engine had four valves per cylinder that were actuated by roller finger cam followers with hydraulic valve clearance compensation. For heat dissipation, the exhaust valve stems were filled with sodium.
BBorgWarner K04 turbochargerThe CDLG had a single water-cooled turbocharger that was integrated with the exhaust manifold into a single unit. For the CDLG engine, the BorgWarner K04 turbocharger provided peak boost pressure of 1.2 bar (17.4 psi).
The speed of the turbine, and hence charge pressure, was controlled by a charge pressure control solenoid valve and vacuum unit, with the latter actuating the wastegate valve via a linkage. When opened, the wastegate valve created a channel for exhaust gases to bypass the turbine.
To prevent the turbocharger from braking too heavily in overrun and between gear changes, an electric air recirculation valve was used. Ordinarily, pressure would accumulate in the compressor housing during overrun due to the prevailing charge pressure – this pressure build-up would cause the compressor wheel to brake heavily, leading to a reduction in the prevailing charge pressure (turbo drop). To prevent this from happening, the air recirculation valve was opened by an electric servo motor, creating a bypass channel for compressed air to flow from the compressor wheel back to the suction side of the compressor circuit, thereby keeping the turbine at a constant speed. When the throttle valve was opened, the turbocharger air recirculation valve would close and charge pressure was restored.
Fuel Stratified Injection (FSI)The CDLG engine had Volkswagen's 'Fuel Stratified Injection' or 'FSI' which directed fuel directly into the combustion chamber (as opposed to port injection which injected fuel upstream of the chamber) at a pressure of up to 115 bar. The high-pressure fuel pump was driven by a four-fold cam on the exhaust camshaft.
Fuel was only injected in the piston’s compression phase (rather than the conventional induction phase) and was directed into the intake air stream as it moved towards the spark plug. The CDLG engine had two injection modes:•Dual injection for cold starts: a special mode for rapid heating of the catalytic converter, the primary injection occurred on the intake stroke at approximately 300 degrees before top dead centre (TDC) of ignition and the fuel distributed itself homogeneously. The second injection occurred at approximately 60 degrees before TDC in the compression phase. The richer mixture formed around the spark plug such that timing could be retarded and, since the exhaust valves were open during combustion, the hotter exhaust gases contributed to faster warm-up of the catalytic converter (around 30-40 seconds from start-up); and,•Homogeneous injection: injection occurred in the area of the spark plugs with a stoichiometric air:fuel mixture (14.7:1)
Since the engine operated in homogeneous mode during normal running, tumble flaps were used to improve mixture formation. At low loads and engine speeds from 1000-5000rpm, the tumble flaps were closed to:•Improve idle quality after cold starts;•To increase the tumble effect and provide smoother running; and,•To prevent engine jolts.At other engine loads and speed ranges, the tumble flaps were open for free air flow and maximum performance.
IgnitionThe CDLG engine had four single spark ignition coils and cylinder-selective anti-knock control that was controlled by the Bosch Motronic MED 9.1 engine management system. Furthermore, the CDLG engine had a compression ratio of 9.8:1. Article by Ian Lithgow

improve Micro-CAN VCDS logging performance rate (when you dont have a Turbo mode)

Micro-CAN from http://www.goapr.co.uk/support/datalogging.php

Note: If you data sample rate is low, expecially if you have no Turbo Mode option with the Micro Can cable, return to the home screen, click Options and change BLK INT to 25 and CHAR INT to 0.

so thats what I did, for info the
existing values were
  BLK INT 55 CHAR INT 1
 changed them to
  BLK INT 25 CHAR INT 0

see also http://www.ross-tech.com/vcds/tour/option_screen.php

• Blk Int affects the protocol timing. The current default value is 55. To get the highest sample rate possible in the Measuring Blocks screen, set this to 25. Note, however, that this may cause unreliable communications with some controllers.
• Char lnt 2K / Char Int also affects the protocol timing. This is called Char Int 2K and the default value is 6 when used with a HEX-NET or HEX-V2. This is called Char Int and the default value is 1 when used with a legacy interface. To get the highest sample rate possible in the Measuring Blocks screen, set this to 0. Note, however, that this may cause unreliable communications with some controllers.

Golf GTI Edition 35 : standard boost levels

took the car out for a run, and logged some values

 Group 115 - Field 3 Boost Pressure - (actual) mbar peaked at 1900
 (the value at idle was 1030, which is current atmospheric pressure)

 So thats 1900 - 1030 = 870mBar = 12.6 psi actual boost pressure.

Seem about right as this is still just a modified Edition 30 engine.

Its been a long time since Ive been in an standard car, but the edition 35 seems to pull well and is definitely more enthusiastic pulling in the higher rpms than a stock Edition 30 ever was.
This is mapping related , as i know the Edition 30 remap definitely adds that back in from stock, and one of the big things to notice (above a whollop of increase in boost) , as you gain pleasure taking the car to the upper revs as it feels 'keen'

Coupled to an increased rev limit, thats what makes a remapped Edition 30 feel so much quicker than stock

 I have to say for a standard car (having had a remapped ED30 before) it feels pretty darn quick. (some of which is the feeling of speed the DSG gives over manual gearbox)

Golf GTI Edition 35 : measuring Fuel Trim adaptation

http://wiki.ross-tech.com/wiki/index.php/Fuel_Trim_Info hooked up the Micro-CAN cable and got a reading Group 32 - Field 0 : Adaptation (Idle) - Bank 1 Sensor 1 1.4 % Group 32 - Field 1 : Adaptation (Partial) - Bank 1 Sensor 1 4.3 % from what I can tell these are untirely normal values (as expected)

Golf gti edition 35 mpg update: 351 miles 29.7mpg

Golf gti edition 35 service due 4100 miles or 47 days

Golf gti edition 35 mpg update 30.4mpg 350 miles