Just went through the entire press release in an attempt to pinpoint the most important differences between the standard Clubsport (CS) and Clubsport S (CSS) and realize which ones are (maybe in the future with some free time available) worth applying on the CS. The impression I got is that the CSS basically builds upon the CS to a very large extent which If I was to quantify I would say it is between 80-90% which is good news for CS owners. The basic hardware (drivetrain, chassis, bodykit, aerodynamics) is shared between both Clubsport variants and it is rather minor components, some fine-tuning and in fact a lot of software tuning that transform a CS to a CSS.
I will start by the 30kg weight difference between them which in my opinion and experience is insignificant savings on a 1300kg car so I would not bother with that, and in any case, for serious track racing I would remove rear seats, spare wheels etc. before hitting the track.
Engine: One of - if not THE - most important difference that makes the CSS performance possible. The same CJX unit as in the CS (and R / S3 / Cupra) but finally without silly under-boost (that’s what it should be called really) limitations as on the CS, and a map allowing it to make 310ps. Now we all know these engines can easily go to us much as 350+ with a simple stage 1 remap and no hardware mods at all but strictly hardware speaking, CSS comes with a bigger exhaust bore of 65mm instead of 55mm ahead of the tail-pipes and a new fuel pump with increased throughput. Nothing too complicated here.
Brakes: Brake bells made of aluminium on the CSS. It is also mentioned that : “the friction ring made of cast steel is connected to these aluminium brake covers by cast locating pins and are thus able to expand radially when they heat up.” It is not clear whether this is exclusive on the CSS but I will assume that it is. A result of the upgraded brake covers is the reduction of 1kg per wheel of unsprung mass. There are also special (I assume track-focused) brake pads.
Again, doesn’t sound like a big or even expensive deal to get there. I honestly expected 4-pot big brakes when I first heard about the CSS but seems VW denied even its 400 unit-only exclusive from getting one. Anyone going on track more than a couple days per year would at least upgrade pads, fluid and lines to begin with. Not to mention than you can easily find that 1kg of unsprung mass by simply lighter wheels (19” Pretorias + rubber are not the most lightweight combo) or much more than that if you are going for a big brake kit like VWR or StopTech.
A plus of the shared bodykit here is that the integrated on the front bumper brake ducts, a no.1 brake mod for track use, are there on both the CS and CSS, and spare you from the process of mounting and un-mounting it every time
Aero: Good news here as the entire bodykit is the same on both cars and so are the aero advantages that come with it. EVO posted some figures and according to VW the 60kg of lift that a GTI PP generates (assumingly at 100+mph), are totally cancelled and in fact replaced by 8kg downforce at the front and 17kg at the rear.
Chassis: The CSS upgraded parts with respect to the CS are: new hub carriers and the S3 front aluminium sub-frame (direct swap, done already by a few GTI/R owners). With them comes a more aggressive fine-tuning (extra negative camber). Personally, and even though I appreciate there’s benefit from both I would not bother with either hub carriers or even more the sub-frame unless I was to enter some local championship which given the fact my car is going to be a daily family driver, will not be the case. There is also note of a “harder engine mount” and even though I have promised I will limit the mods to a minimum on the Clubsport, my list already includes the 034 billet aluminium engine mount
which is much praised in GTI/R forums and is reported to only slightly increase NVH compared to traditional pre-stressed poly mounts.
Another thing I’ve noted in reviews (especially EVO and Top Gear) which is not mentioned in the PR is that probably the e-vaq diff on the CS is not set to maximum locking as in the Cupra (and presumably the CSS) and in fact engages that bit later. This for me, apart from the engine map is one of the biggest factors that make the extra CSS performance and a very interesting area to investigate once I get my hands on it. Given that the Haldex unit is presumably the same in the CS, Cupra, CSS, I assume there must be some room for software tuning to a harder setting either via VCDS? or a specific diff remap/controller upgrade.
So all in all, to me at least, the differences strike as rather minor for a CS car as your starting point. Basically a stronger map (not engine) and selective upgrades on an otherwise identical base. I’ve certainly done more expensive, complex, and painful suspension and engine upgrades in previous cars. The vast majority of hardware as well as the entire design (interior and exterior) of the car is the same in all variants.
The most modest remap will negate any power deficit and even more than make up for that 30kg weight difference and some of the CSS chassis gains. Furthermore, a proper big brake kit and lightweight wheels would quickly surpass the CSS track performance level (even without a fancy Nurburgring damper setting which is anyway only suited for bumpy uneven roads) and if anyone will bother with either engine or brake upgrades he will be almost definitely looking into doing it properly, not merely get that extra 10-15% of performance of the CSS.
Mods in my list so far:
- Remap or Tuning box but nothing more than stage 1 (yeah I said that last time also…)
- 034 engine mount
- Lightweight wheels with MPSS as the summer set. Maybe Neuspeed 18” RSE10 (an amazing 18,5lbs) or other similar wheel.
- Pads, fluid and lines for whenever I start taking the CS on track (that’ll be next year).
