CC Tech: How The Nimble 1975 Volkswagen Golf, Rabbit, And Scirocco Raised The Standards Of FWD Chassis Design

Right front 3q view of a Rallye Green 1975 Volkswagen Rabbit

1975 Volkswagen Rabbit / 2040-cars

 

Paul has called the 1975 Volkswagen Golf/Rabbit the most influential global compact car of the past 50 years. One of the reasons the original Golf and Rabbit made such a big splash was that along with fuel economy and packaging efficiency, they offered nimble handling from a surprisingly competent FWD chassis shared with the VW Scirocco coupe — a simple but effective setup that’s still in widespread use today.

Underside view of a 1975 Volkswagen Golf with the heading "Fig. 8 — View from Below, Arrangement of Components"

From a 1974 VW technical paper / Volkswagen AG

 

In switching from air-cooled, rear-engine/RWD (RR) to water-cooled front-engine/FWD (FF) layouts, Volkswagen faced a commercial problem: While FF cars were more space-efficient, they were also more expensive, which meant not only higher prices, but also the need to justify the higher prices with greater capability — including better handling.

Left side view of a Rallye Green 1975 Volkswagen Rabbit in a grassy field

1975 VW Rabbit / 2040-cars

 

Any passenger car chassis is a compromise, especially for an inexpensive C-segment car. The original Golf I (sold as the VW Rabbit in the U.S.) was small — just 155.3 inches long with U.S. 5-mph bumpers (145.9 inches in the rest of the world), and 63.4 inches wide — so its suspension couldn’t take up too much space or weigh too much. It also couldn’t be expensive; this was a compact hatchback VW hoped to sell for under $3,000 in the U.S., not an exotic sports car.

Phantom view of a 1975 Volkswagen Golf

From a 1974 VW technical paper / Volkswagen AG

 

So, the Golf got a conventional MacPherson strut front suspension, which by then was becoming the customary layout for small unit-bodied cars. Other than typically Germanic firmness in shock damping, the front suspension had two departures from orthodoxy: First, the struts were located by asymmetric lower wishbones, originally with no front anti-roll bar. (A classic MacPherson strut suspension uses the front anti-roll bar to triangular a lower control arm.) VW gave the wishbone pivots thick rubber bushings, which were stiff laterally, but allowed some fore-aft movement to improve bump absorption.

B&W exploded view of the MacPherson strut suspension and left front driveshaft of a 1975 Volkswagen Golf

From a 1974 VW technical paper / Volkswagen AG

 

Second, the struts were angled inward 12 degrees to give a negative scrub radius (kingpin offset), a trick already applied to the Audi 80/VW Dasher that provided better braking stability and reduced the tires’ tendency to be lured off-course by uneven traction. It also enabled Volkswagen to use a diagonally split dual brake system.

B&W illustration showing positive and negative kingpin offset

Kingpin offset (also known as scrub radius) is the horizontal distance between the kingpin axis and the tire center line / Volkswagen AG

 

Volkswagen opted for rack-and-pinion steering, which was common but not yet universal for cars in this class. (Toyota, notably, still preferred recirculating ball steering for its big-car feel.) VW designed their own low-friction rack, without a steering damper. Since it wouldn’t have power assist, it wasn’t outstandingly quick (3.3 turns lock-to-lock), to keep steering effort within reason, but VW specified very tight tolerances in the lower ball joints and tie rod ends to provide better feedback. There was about 2 degrees of caster, which, in addition to the kingpin inclination of the struts, gave the steering a distinct center point and good steering returnability.

Illustration of the MacPherson strut front suspension and rack-and-pinion steering of a 1975 Volkswagen Golf with the caption "Fig. 10 — Front Axle and Steering Assembly"

From a 1974 VW technical paper / Volkswagen AG

 

While the front suspension was mostly conventional, the Golf/Rabbit/Scirocco rear suspension was new and novel, although the design has since been widely adopted. Volkswagen originally called it a “connected trailing arm rear axle,” although it’s now more frequently called a torsion beam or twist-beam axle. Each rear wheel was suspended with a coil spring strut carried on a trailing arm. The arms were each welded to a transverse T-section beam, and the beam was pivoted to the body structure. Because most of the mass of the transverse beam was very close to the pivot points, it didn’t add much to the unsprung weight of the rear suspension.

Illustration of the rear suspension of the 1975 Volkswagen Golf, with the caption "Fig. 20 — VW Connected Trailing Arm Axle"

From a 1974 VW technical paper / Volkswagen AG

 

The T-section was stiff laterally, limiting deflection of the trailing arms, but it was torsionally flexible, so it could twist if one arm rose or fell relative to the other. This meant that it functioned as a rear anti-roll bar, whose stiffness depended on the thickness of the flange. It was possible to also add a conventional anti-roll bar between the arms, but neither the Golf/Rabbit nor the early Scirocco had one; even so, they still had more roll stiffness in the rear than in the front.

B&W press photo showing two 1974 VW Scirocco coupes, one facing the camera, the other facing away

Euro-spec 1974 VW Scirocco coupes / Volkswagen AG

 

There was some debate at the time as to whether this layout really qualified as independent rear suspension, but Volkswagen claimed it combined the best features of an independent trailing arm suspension and a beam axle. In particular, rear camber change was minimized: On the Golf and Rabbit, the rear suspension was set up with about 1 degree of static negative camber, decreasing to 0 degrees with a heavy load, and body roll would slightly increase negative camber, but for the most part, the wheels stayed upright, a big improvement over earlier swing axle designs.

Exploded view of right rear suspension of a 1975 Volkswagen Golf with the caption "Fig. 21 — VW Rear Axle in Detail"

From a 1974 VW technical paper / Volkswagen AG

 

The other unusual trick of the Golf/Rabbit suspension was that the rear coil springs were highly progressive, varying not only the pitch of the coils, but also the thickness of the wire. The point of this was to enable the suspension to accommodate a full load of passengers and cargo without requiring a large amount of suspension travel. VW claimed that with a full load, there was still 2.4 inches of wheel travel without hitting the bump stops, and the rear ride frequency remained almost constant whether the car was fully laden or carried only the driver. As in front, rear damping was rather firm.

Right rear 3q view of a Rallye Green 1975 Volkswagen Rabbit

1975 VW Rabbit / 2040-cars

 

By modern standards, an early Golf, Rabbit, or Scirocco was decidedly under-tired, and its 13-inch wheels were small. However, even a U.S.-spec Rabbit with automatic transmission weighed less than 2,000 lb, so it was important to limit unsprung weight, and smaller wheels and tires weighed less than bigger ones. Cheaper Golf models actually had 145-13 bias-belted tires, which had less cornering grip, but were more progressive at the limit than radials. Radials were optional, 155SR13 for the Golf and Rabbit, 175/70SR13 for the Scirocco.

Left side view of a Rallye Green 1975 Volkswagen Rabbit in a grassy field

1975 VW Rabbit / 2040-cars

 

How did all this work? Quite well, overall:

  • Direction stability was outstanding: The steering had a clear sense of straight ahead, without the on-center dead spot of bigger German cars with recirculating ball steering, and it wasn’t much affected by torque or braking. Crosswind stability was also excellent, a big step up from earlier Volkswagen RR cars.
  • Ride quality was a little stiff overall, and occasionally harsh over rough surfaces, but it remained surprisingly consistent — and well-controlled — regardless of speed or load. By contrast, the typical American or Japanese car of the time was more compliant at low to medium speeds, but would become floaty at high speeds and unsettled when heavily laden or confronted with broken pavement.
  • Steering was direct, precise, and communicative, with about as good a balance between quickness and effort as you could expect without power steering, although there was more steering wheel kickback over bumpy surfaces than most American chassis engineers would have tolerated.
  • Body lean was fairly pronounced (although not as much as on some contemporary French cars), which VW had deliberately allowed to make it easier for the driver to judge the cornering limits.
  • Balance was mild understeer, with the greater rear roll stiffness helping to offset the front weight bias. Applying too much power would widen the line, but unlike the BMC Mini or a lot of contemporary RWD cars, jumping off the accelerator in the middle of a turn wouldn’t cause any nasty reactions.
  • Grip was good given the size of the tires, and it was easy to use most of it without getting yourself into trouble, aided by comfortable, relatively upright seats with decent lateral support.

So, for a modest sacrifice in ride plushness, you got a nimble small car that could be driven quite hard without losing its cool. The ride penalty wasn’t even that bad, all things considered — a lot of contemporary cars this size were at least as choppy and not nearly as capable as a Golf, Rabbit, or Scirocco, and some small FWD cars that were equally nimble (like the Mini) weren’t nearly so adroit when it came to rough roads or varied load conditions.

Press photo of a blue-green 1974 Volkswagen Scirocco coupe in a studio

U.S.-spec 1974 Volkswagen Scirocco / Volkswagen AG

 

There were nits to pick, of course. Some contemporary testers thought body lean was excessive on both the Golf/Rabbit and the Scirocco, and the brakes weren’t up to the standards of the suspension, tending to lock up early and abruptly. (The four-wheel drums standard on the early Golf and Rabbit didn’t help, but the optional front discs weren’t much better.)

Front view of a Rallye Green 1975 Volkswagen Rabbit in a grassy field

1975 Volkswagen Rabbit / 2040-cars

 

However, Volkswagen continued to refine the details, and the later GTI versions demonstrated that adding a little more roll stiffness, a lower ride height, and more rubber could allow these cars to punch way above their weight in handling prowess, without a big penalty in comfort.

Rear view of a Rallye Green 1975 Volkswagen Rabbit in a grassy field

1975 Volkswagen Rabbit / 2040-cars

 

The first-generation Golf, Rabbit, and Scirocco had plenty of flaws — I’m no fan of their Giugiaro styling or their appalling reliability — but the chassis wasn’t one of those. Struts in front and a torsion beam in back eventually became the default layout for small cars, found on most B-segment models and a fair number of C-segment cars as well as their equivalent crossovers. A good double wishbone or multilink suspension can provide better handling with less penalty in ride, but those setups cost and weigh more, and they don’t always produce better results.

Related Reading

Curbside Classic: 1975 VW Golf Mk1/Rabbit – The Most Influential Global Compact Car Of The Past 50 Years (by Paul N)
Vintage AMS Review: 1976 Volkswagen Golf GTI — VW Hot Hatch Changes The Game, But Americans Don’t Get It (by me)
Vintage R&T Extended (24,000 Miles) Use Report: 1975 VW Rabbit – Issues, and More to Come (by Paul N)
Vintage R&T Review: 1975 VW Rabbit 36,000 Mile Long-Term Test Update – Serious Teething Pains (by Paul N)
Vintage 48,000 Mile Test: 1976 VW Rabbit – How VW Handed Over The US Import Market to the Japanese (by Paul N)
Vintage Review: 1975 VW Scirocco – ‘A Truly Remarkable New Small GT’ (by Paul N)
Curbside Classic: VW Scirocco Mk1 – Irreplicable, Although VW Keeps Trying (by Paul N)