Category Archives: Mark 6

Volkswagen Australia Passenger Vehicle Model Year 2011.5 (MY11.5) Changes

Volkswagen Passenger Vehicle Model Year 2011.5 Changes Summary

ModelChange – Model/Feature/Option
PoloConversion of optional automatic air conditioning display from blue to white
Golf GTD & GTIOptical upgrade for clasp in steering wheel
Golf GTD & GTIOptional Bi-Xenon headlights are now equipped with LED daytime driving lights
Golf WagonSalsa Red 4Y4Y has been discontinued
Passat CC 125TDINow equipped with engine “start/stop”
Passat CCBoth models equipped with brake energy recuperation
Passat CCRevised interior trim details for centre console and ventilation nozzles
Passat CCAnalogue clock added to the centre of the dashboard
Passat CCEnhanced functionality for optional Adaptive Cruise Control (ACC) and new City emergency brake (City EB) function
Passat CCThe 2 dashboard storage trays have been deleted with the addition of the clock
Polo, Golf, Golf Wagon, TiguanChange to air conditioning, from semi-automatic to manual control
Golf, Golf Wagon, Tiguan, Passat CCNew mute function for acoustic parking sensor warning in OPS and/or RVC display
Golf Wagon, Passat CCChange to the luggage area tie down points
Golf, Golf Wagon, Tiguan, Passat CCChange of air conditioning rotary dials from chrome to matt black.

Model Year Change (MY11.5) – Start of Production

ModelCountry of ProductionMY Timing*
Polo Trendline & GTIcw45/10
Polo Comfortline South Africa cw02/11
GolfGermanycw45/10
Golf WagonMexicocw50/10
New BeetleMexicoNo MY Change - EOP
JettaMexicoNo MY Change - EOP
TiguanGermanycw45/10
EOSPortugalNo MY Change - EOP
PassatGermanyNo MY Change - EOP
Passat CCGermanycw45/10
TouaregSlovakiaNo MY Change - EOP

cw = Calender Week
EOP = End of Production
*A specific Model Year change may have a later start of production date

Model Specific Changes

Polo

  • Conversion of optional automatic air conditioning display from blue to white (pictured below)
  • Change to air conditioning, from semi-automatic to manual control (general changes)
  • The optional panoramic electric glass sunroof for Polo unfortunately still remains unavailable. The production of this option will not commence before the first quarter of 2011. Dealers will be advised via bulletin as soon as VW can confirm production has started and release the option for ordering in the NADCON configurator

Golf

  • Optical upgrade for GTI/GTD clasp in steering wheel (pictured)
  • Optional Bi-Xenon headlights for GTD and GTI are now equipped with LED daytime driving lights – new recommended retail price $2,100 (previously $2,000) and package code PXT (previously PXR). There is no change to the Golf R configuration of Bi-Xenon headlights with bumper mounted LED daytime driving lights
  • Change to air conditioning, from semi-automatic to manual control (general changes)
  • Change of air conditioning rotary dials to matt black (general changes)
  • Mute function in OPS and RVC screen for acoustic parking sensor warning (general changes)

Golf Wagon

  • Salsa Red (4Y4Y) has been discontinued from the colour range
  • Change to air conditioning, from semi-automatic to manual control (general changes)
  • Change of air conditioning rotary dials to matt black (general changes)
  • Mute function in OPS and RVC screen for acoustic parking sensor warning (general changes)
  • Change of load securing points from diecast to wire loops (general changes)

Tiguan

  • Change to air conditioning, from semi-automatic to manual control (general changes)
  • Change of air conditioning rotary dials to matt black (general changes)
  • Mute function in OPS and RVC screen for acoustic parking sensor warning (general changes)

Passat CC

  • The 125TDI will now be equipped with engine “start/stop” (Please pay careful attention to the explanation and conditions in the presentation attached to bulletin)
  • Both the 125TDI and V6 FSI will be equipped with brake energy recuperation (explanation following)
  • The model code for the 125TDI has changed to 35746Y/11 (previously 3574X6/11)
  • Revised interior trim details for centre console and ventilation nozzles
  • Analogue clock added to the centre of the dashboard (pictured below)
  • Enhanced functionality for optional Adaptive Cruise Control (ACC) and new City emergency brake (City EB) function (explanation following). New package code PAD (previously 8T3)
  • The 2 dashboard storage trays have been deleted with the addition of the clock
  • Change to the luggage area tie down points (general changes)
  • Change of air conditioning rotary dials to matt black (general changes)
  • Mute function in OPS and RVC screen for acoustic parking sensor warning (general changes)

There are no changes to Passat CC model or option recommended retail prices with the increased level of features and technology

Brake Energy Recuperation technology for both the 125TDI and V6 FSI

The energy released when braking or coasting is converted back into electrical energy and used to charge the battery.

Brake energy recuperation saves and stores the energy and uses it for starting and acceleration. The alternator load is thus reduced in acceleration phases. This relieves the burden on the engine and reduces fuel consumption.

Enhanced Adaptive Cruise Control (ACC) with “stop and go”

  • If the traffic situation necessitates that the car be braked to a standstill, when the traffic moves on, the driver can now reactivate the ACC functionality by tapping the accelerator pedal

Front Assist with City emergency brake (City EB) function
(Front Assist with City EB works independently from the status of the ACC)

New Functionality

  • Active brake interventions to reduce the collision speed
  • Driver brakes: Braking pressure increase (“target braking”)
  • Driver does not brake: Automatic braking (“automatic partial braking”, < 30 km/h)

General Changes

Air Conditioning, Manual Control

The entry level air conditioning system will change from semi-automatic to manual control temperature control

Applicable models: Polo, Golf, Golf Wagon, Tiguan

Air Conditioner Controls

Change of air conditioning rotary dials from chrome to matt black. This change affects both manual and climate control automatic air conditioning systems.

Applicable models: Golf, Golf Wagon, Tiguan, Passat CC

Mute function for acoustic parking sensor warning

A mute function is now available for the acoustic parking distance sensors in the Optical Parking System (OPS) and/or Rear View Camera (RVC) display.

Applicable models: Golf, Golf Wagon, Eos, Tiguan, Passat CC

Luggage Tie-Down Points

The design and finish of the luggage area tie-down/luggage net points has changed.

Applicable models: Golf Wagon, Passat CC

Change battery in folding key with remote control for Volkswagen Golf, Jetta, Passat, Rabbit and GTI

Replacing the battery in the folding remote for Volkswagen Golf, Jetta, Passat, Rabbit, GTI and others using the same remote.
  • Battery required is a CR2032 lithium battery (3V with 225 mAh capacity)
(Assembly overview – battery for folding key with remote control)

1 –  Key with variable code transponder

2 –  Transmitter unit – upper part

3 –  LED

  • When remote control is operated, this LED must flash briefly.
  • If LED does not flash during remote control operation, the battery is dead and must be renewed.

4 –  Battery

5 –  Transmitter unit – lower part

Removing battery

Step 1

  • Insert a screwdriver in slot between transmitter unit -1- and key -2-.
  • Twist screwdriver in -direction of arrow- to separate transmitter unit from key.
Step 2
  • Press transmitter unit -1- apart using profile section of key -2-.
Step 3
  • Unclip battery -1- from retainers -2- with a screwdriver in direction of -arrow-.

Installing

Note:   Before installing battery, always press any key once to reset the transmitter unit to recognise the new battery.
Step 1
  • Lay battery -1- with positive terminal downwards in sender unit -2- (positive terminal is marked on housing).
  • Engage battery in transmitter unit by pressing down lightly.
Step 2
  • Fit cover to transmitter unit (do not damage seal).
  • Then clip transmitter unit to key.

Recommended tyres for the Volkswagen Golf Mark VI

Recommended Summer tyres for

  • Volkswagen Golf from model year 2009
  • Volkswagen Golf GTD from model year 2009
  • Volkswagen Golf GTI from model year 2009
  • Volkswagen Golf R from model year 2009

Tyres are one of the most important elements in motor vehicle construction and have a major influence on road safety. Therefore, they must fulfil numerous conditions which are specified for tyre manufacturers in the DIN (German industrial standards) and the directives of the German rubber industry e. V. (W.d.K.). In addition, comprehensive testing is carried out at Volkswagen before tyres are approved for initial fitting on their vehicles.

The following lists all tyre makes and tread patterns that are fitted to VW vehicles ex-factory, correct at the time of publication (1st Quarter 2010).

These tyre makes/tread patterns meet the aforementioned demands. Volkswagen therefore recommend the tyres/tread types listed in this guide are chosen as replacements.

Volkswagen Golf from model year 2009

195/65 R 15 91T
Goodyear DuraGrip
Goodyear GT 3
Michelin Energy Saver
Michelin Energy 3
Hankook K406
Continental Eco Contact 3

195/65 R 15 91H
Continental Eco Contact 3
Michelin Energy Saver
Michelin Energy 3
Goodyear NCT -5
Goodyear Excellence
Hankook K406
Pirelli P6000
Bridgestone B390
Bridgestone ER 300

195/65 R 15 95H
Michelin Energy 3
Bridgestone B390

195/65 R 15 91V
Pirelli P 6000
Goodyear NCT 5
Michelin Energy 3
Michelin Energy Saver
Bridgestone B390
Bridgestone ER 300
Continental Premium Contact

205/55 R 16 91H
Continental Premium Contact 2
Michelin Energy Saver
Goodyear Excellence

205/55 R 16 91V
Pirelli P 7
Michelin Energy Saver
Michelin Energy 3
Bridgestone ER 30
Bridgestone ER 300
Hankook K105
Goodyear NCT 5
Continental Sport Contact 2
Dunlop Sport 01A

205/55 R 16 91W
Pirelli P 7
Goodyear NCT 5
Bridgestone ER 30
Bridgestone ER 300

205/55 R 16 94V
Goodyear NCT 5
Bridgestone ER 30
Bridgestone ER 300
Michelin Energy 3A

225/45 R 17 91W
Michelin Premacy
Bridgestone RE 40
Bridgestone RE 50
Continental Sport Contact 2
Dunlop SP Sport 01A
Pirelli P Zero Rosso

225/45 R 17 94W
Michelin Premacy

225/45 ZR 17 94W
Michelin P Zero Rosso

225/40 R 18 92Y
Bridgestone RE 050A
Michelin Exalto 2
Dunlop SportMaxx
Continental Sport Contact 2
Michelin P Zero Rosso

Volkswagen Golf GTD from model year 2009

205/55 R 16 91V
Pirelli P 7
Michelin Energy Saver
Michelin Energy 3
Bridgestone ER 30
Bridgestone ER 300
Hankook K105
Goodyear NCT 5
Continental Sport Contact 2
Dunlop Sport 01A

225/45 R 17 91W
Michelin Premacy
Bridgestone RE 40
Bridgestone RE 50
Continental Sport Contact 2
Dunlop SP Sport 01A
Pirelli P Zero Rosso

225/45 R 17 94W
Michelin Premacy

225/45 ZR 17 94W
Michelin P Zero Rosso

225/40 R 18 92Y
Bridgestone RE 050A
Michelin Exalto 2
Dunlop SportMaxx
Continental Sport Contact 2
Michelin P Zero Rosso

Volkswagen Golf GTI from model year 2009

205/55 R 16 91V Pirelli P 7
Michelin Energy Saver
Michelin Energy 3
Bridgestone ER 30
Bridgestone ER 300
Hankook K105
Goodyear NCT 5
Continental Sport Contact 2
Dunlop Sport 01A

225/45 R 17 91W
Michelin Premacy
Bridgestone RE 40
Bridgestone RE 50
Continental Sport Contact 2
Dunlop SP Sport 01A
Pirelli P Zero Rosso

225/45 R 17 94W
Michelin Premacy

225/45 ZR 17 94W
Michelin P Zero Rosso

225/40 R 18 92Y
Bridgestone RE 050A
Michelin Exalto 2
Dunlop SportMaxx
Continental Sport Contact 2
Michelin P Zero Rosso

Volkswagen Golf R from model year 2010

225/45 R 17 91W
Michelin Premacy
Bridgestone RE 40
Bridgestone RE 50
Continental Sport Contact 2
Dunlop SP Sport 01A
Pirelli P Zero Rosso

225/45 R 17 94W
Michelin Premacy

225/45 ZR 17 94W
Michelin P Zero Rosso

225/40 R 18 92Y
Bridgestone RE 050A
Michelin Exalto 2
Dunlop SportMaxx
Continental Sport Contact 2
Michelin P Zero Rosso

235/35 R 19 91Y
Pirelli P Zero
Dunlop SportMaxx
Continental Sport Contact 2

Volkswagen Golf Mark VI Head Unit – Removal and Installation

Tools required

  1. Trim removal tools
  2. Torx T-20 driver
  • Remove all CDs from head unit
  • Switch off ignition and all electrical consumers and remove ignition key

Removing

  • Using trim removal tool and carefully lever out centre console cover in area of -arrows- and remove cover.

  • Remove bolts -arrows- from radio or radio navigation system.
  • Pull radio or radio navigation system out of installation box far enough so as to allow access to the connectors on the back of the radio or radio navigation system.
  • Press together connector locking mechanism in direction of -arrows-.
  • Then swing locking bar up in direction of -arrow- and pull out connectors.

  • Release connectors -arrows- on aerial connections and pull these out.

Installing

  • Installation is a reverse of the removal process.
  • Never press the display or buttons whilst fitting the head unit as this may damage the unit.
  • A new head unit requires the anti-theft code to be entered.
  • Coding of the car is required to accept the new head unit.

Aerial Information for Volkswagen Golf Mark VI

General notes

For radio and radio navigation systems without diversity function, the aerial system consists of a window aerial in the rear window with an aerial module.
For radio and radio navigation systems with diversity function, the aerial system consists of a window aerial in the rear window with two aerial modules.
Golf saloon: for the optional reception of “DAB”, digital radio reception, the window aerial in the rear window is equipped with a special aerial module.
Golf Plus: for the optional reception of “DAB”, digital radio reception, the window aerial in the rear window is equipped with a special aerial module.
For equipment with navigation, telephone or auxiliary heater remote control, an appropriated roof aerial is installed.
The aerial system with diversity function optimises and improves reception in the vehicle.
Diversity functions are directly executed in the radio unit or radio navigation system. No additional aerial selection control unit is installed in the vehicle.

Overview of basic aerial system without diversity function

1 –  Mobile telephone -R54-
  • Optional
2 –  Aerial -R66-
  • Roof-mounted
  • Only installed with following equipments as telephone, navigation system or auxiliary heater with remote control.
3 –  Right aerial module -R109-
  • For FM/AM reception
  • Impedance converter
4 –  Radio -R-
  • RCD 210
5 –  Frequency modulation (FM) frequency filter in negative wire -R178-
  • Has the task of preventing the aerial signals being shorted to earth
6 –  Amplitude modulation (AM) frequency filter -R177-
  • Has the task of preventing the aerial signals being shorted to earth
7 –  Frequency modulation (FM) frequency filter in positive wire -R179-
  • Has the task of preventing the aerial signals being shorted to earth
8 –  Rear window aerial -R130-

Overview of aerial system with diversity function and navigation system (depending on radio unit or radio navigation system)

1 –  Mobile telephone -R54-
  • Optional
2 –  Aerial -R66-
  • Roof-mounted
  • Only installed with relevant equipments as telephone, navigation system or auxiliary heater with remote control
3 –  Left aerial module -R108-
  • For FM reception
  • Diversity aerial FM 2
  • Impedance converter
4 –  Right aerial module -R109-
  • For FM/AM reception
  • Diversity aerial AM/FM 1
  • Impedance converter
5 –  Radio -R- or control unit with display for radio and navigation system -J503-
  • RNS 310
6 –  Frequency modulation (FM) frequency filter in negative wire -R178-
  • Has the task of preventing the aerial signals being shorted to earth
7 –  Amplitude modulation (AM) frequency filter -R177-
  • Has the task of preventing the aerial signals being shorted to earth
8 –  Frequency modulation (FM) frequency filter in positive wire -R179-
  • Has the task of preventing the aerial signals being shorted to earth
9 –  Rear window aerial -R130-

Overview of aerial system with diversity function, DAB radio reception and navigation system (depending on radio unit or radio navigation system), Golf saloon

1 –  Mobile telephone -R54-
  • Optional
2 –  Aerial -R66-
  • Roof-mounted
  • Only installed with relevant equipments as telephone, navigation system or auxiliary heater with remote control
3 –  Left aerial module -R108-
  • For FM reception
  • Diversity aerial FM 2
  • Impedance converter
4 –  Aerial wire for optional “DAB” radio reception
5 –  Right aerial module -R109-
  • For FM/AM reception
  • Diversity aerial AM/FM 1
  • Impedance converter
6 –  Radio -R- or control unit with display for radio and navigation system -J503-
  • RCD 310
  • RCD 510
  • RNS 510
7 –  Frequency modulation (FM) frequency filter in negative wire -R178-
  • Has the task of preventing the aerial signals being shorted to earth
8 –  Amplitude modulation (AM) frequency filter -R177-
  • Has the task of preventing the aerial signals being shorted to earth
9 –  Frequency modulation (FM) frequency filter in positive wire -R179-
  • Has the task of preventing the aerial signals being shorted to earth
10 –  Rear window aerial -R130-

Overview of aerial system with diversity function, DAB radio reception and navigation, Golf Plus

1 –  Mobile telephone -R54-
  • Optional
2 –  Aerial -R66- without DAB radio reception
  • Roof-mounted
  • Only installed with relevant equipments as telephone, navigation system or auxiliary heater with remote control
3 –  Aerial -R66- with DAB radio reception
  • Roof-mounted
  • Only installed with relevant equipments as telephone, navigation system, DAB radio reception or auxiliary heater with remote control
4 –  Left aerial module -R108-
  • For FM reception
  • Diversity aerial FM 2
  • Impedance converter
5 –  Aerial wire for optional “DAB” radio reception
6 –  Right aerial module -R109-
  • For FM/AM reception
  • Diversity aerial AM/FM 1
  • Impedance converter
7 –  Radio -R- or control unit with display for radio and navigation system -J503-
  • RCD 310
  • RCD 510
  • RNS 510
8 –  Frequency modulation (FM) frequency filter in negative wire -R178-
  • Has the task of preventing the aerial signals being shorted to earth
9 –  Amplitude modulation (AM) frequency filter -R177-
  • Has the task of preventing the aerial signals being shorted to earth
10 –  Frequency modulation (FM) frequency filter in positive wire -R179-
  • Has the task of preventing the aerial signals being shorted to earth
11 –  Rear window aerial -R130-

Overview of fitting location of components for rear window aerial

1 –  Frequency modulation (FM) frequency filter in negative wire -R178-
  • Has the task of preventing the aerial signals being shorted to earth
2 –  Amplitude modulation (AM) frequency filter -R177-
  • Has the task of preventing the aerial signals being shorted to earth
3 –  Frequency modulation (FM) frequency filter in positive wire -R179-
  • Has the task of preventing the aerial signals being shorted to earth
4 –  Right aerial module -R109-
  • For FM/AM reception
  • Diversity aerial FM 1
  • Optionally also DAB digital radio reception possible
  • Aerial amplifier, impedance converter
5 –  Left aerial module -R108-
  • For FM reception
  • Diversity aerial FM 2
  • Aerial amplifier, impedance converter
6 –  Rear window aerial -R130-

Volkswagen Golf Middle A-Pillar Trim – Removal and Installation

Applies to Mark V and Mark VI both left and right sides

Remove Volkswagen Golf dash panel end trims

Removing

  • Remove dash panel end trim
  • Pull upper part of trim out from body mount -A-
  • Pull trim upwards from A-pillar lower trim -B-

Installing

  • Install in the reverse order of removal and ensure the trim is positioned in the door seal beading.

Volkswagen DCC Adaptive Chassis Control – Technical

Failures

A shock absorber fails?

  • If there is a short-circuit or interruption of an adjustment valve, the system immediately switches to “Fail Safe”.
  • The shock absorber symbol in the button flashes to indicate the fault.
  • The vehicle behaves like a vehicle with conventional damping.
The sensors fail?
  • If only one sensor fails, a substitute signal is calculated from the other working sensors. The system is still capable of functioning.
  • If two or more sensors fail, the system will be switched off in stages. The shock absorber symbol on the button flashes at a rate of 1 Hz for 100 milliseconds.
The electronically controlled damping control unit J250 fails?
  • The control unit J250 needs to be reprogrammed via SVM (Service Versions Management).
A shock absorber is replaced and adjustment is required?
  • A basic set-up needs to be carried out (teaching the wheel travel sensors at the lower limit).
The steering fails?
  • The DCC adaptive chassis control still continues to operate.

Special Features

End position damping:

The end position damping is used to avoid end position forces and end position noises in the extension and compression cycle.
Load recognition:

The load recognition is used to determine the body mass of the vehicle as an input variable. This is calculated by evaluating the vehicle level sender and is supplied to other systems on the CAN data bus.

Brake test stand:

The system obtains the wheel speed information on the brake test stand. The body acceleration cannot be calculated however.

Therefore the system always regulates in the range comfort = soft and thus assumes the road conditions are good.

Shock absorber test stand:

On a shock absorber test stand, the system receives information neither from the vehicle level senders, the body acceleration sensors nor wheel speed information.

Therefore the adaptive chassis control presumes the vehicle is stationary. The shock absorbers are not powered and can therefore be checked normally.

Volkswagen DCC Adaptive Chassis Control – Design and Function

DCC Adaptive Chassis Control

The rule for suspension systems has always been that increasing sportiness compromises the ride. In this new system – the DCC adaptive chassis control, the suspension constantly adjusts itself to the road conditions, the driving situation and the drivers requirements.

Adjustable shock absorbers are required to make this possible. The steering assistance is also adjusted in addition to the damping.

Basics of the damping system

The shock absorbers have the task of quickly reducing the vibration energy of the body and road wheel oscillations.

Suspension configuration

The compression cycle and extension cycle are features of the suspension. The damping force in the compression cycle is normally lower than in the extension cycle.

The shock absorbers prevent the body rocking due to bumps in the road and stop the wheels bouncing out of control on the road surface. Furthermore the body is also stabilised by the damping forces during
dynamic manoeuvres.

An even greater damping effectiveness is achieved with adjustable shock absorbers since the current driving situation can be taken into consideration more efficiently. The electronically controlled damping control unit determines within milliseconds what level of damping is required at which wheel and adjusts the shock absorber accordingly.

The damping level is the rate at which the vibrations are reduced. This is dependent on the damping force of the shock absorber and the size of the sprung masses.

Reducing the sprung masses increases the damping level.

Adjustable shock absorber

An adjustable shock absorber using a twin-tube design is employed for the DCC adaptive chassis control. The piston runs in chamber 1 and there is an additional gas chamber in chamber 2.

Function in extension and compression cycle

Check valves on the piston and base plate cause the oil to flow in the directions shown in the diagram during extension and compression.

The oil is fed to the adjustment valve through the ring channel and it flows in the same direction (uniflow) during extension and compression. The oil flows back into chamber 2 from the adjustment valve.

The adjustment valve determines the pressure in chamber 2 and thus the damping.

The cylinder contains chamber 2.

It is only partly filled with oil. There is a gas cushion with a de-foaming spiral above the oil filling. Chamber 2 is used to compensate changes in the oil volume.

The oil flow is controlled by the damping valve units on the piston, on the chamber base and in the adjustment valve. They consist of a system of flat springs, coil springs and valve bodies with oil flow ports.

During the extension cycle, the oil flow is controlled by:

  • the adjustment valve,
  • the base valve and
  • to a limited extent the piston valve.

During the compression cycle, the oil flow is throttled by:

  • the adjustment valve,
  • the piston valve and
  • to a limited extent the base valve.

Map for Adjustable shock absorber

Compared with a conventional shock absorber with fixed map, the adjustable shock absorber has an adjustable characteristic curve within a map.

Conventional shock absorbers have a characteristic curve that helps define the driving properties of the vehicle.
Defining this characteristic curve is the result of the suspension configuration that is carried out for each vehicle. This depends, among other things on the weight distribution of the vehicle, the engine, the vehicle characteristics and the axle kinematics.

The damping characteristic curves of the adjustable shock absorber can be modified by varying the current supplied to the adjustment valve. This creates a map.

This adjustment is made in all driving modes (“Normal”, “Sport” and “Comfort”).

Depending on the current driving situation, the shock absorber rates are adjusted within the specified map even when a driving mode is selected.

In “Fail Safe” mode, the adjustment valves are not powered and the shock absorbers are thus operated with a defined characteristic curve.

System description

DCC adaptive chassis control system

The adjustable shock absorbers are regulated by a control unit that adjusts the damping according to a control algorithm developed by Volkswagen. Depending on the input signals, the whole map of the adjustable shock absorbers is used. This control algorithm can also be switched from “Normal” mode to “Sport” or “Comfort” mode using the button and thus adjusted to customer requirements.

The system can be adjusted when the vehicle is stationary or travelling.

The DCC adaptive chassis control is always active. It is an intelligent automatically controlled system that adjusts the vehicle shock absorbers depending on

  • the road surface,
  • the respective driving situation (e.g. braking, accelerating and cornering) and
  • the driver’s requirement.

Thus the driver always has the ideal suspension setting.

Notes:

  • The driving mode last activated is also still active after the ignition is switched OFF/ON.
  • The driving mode can be switched over while the vehicle is stationary or on the road.
  • The adjustment valves are not powered when the vehicle is stationary.

Selectable DCC modes

The DCC mode can be set by the driver depending on individual requirements using the button to the right of the gear lever. Press the button until you obtain the required setting. You can repeat this as often as required. The modes are always switched through in the order “Normal” — “Sport” — “Comfort”.

Normal mode

“Normal” mode is active when neither the “Comfort” nor “Sport” labels on the button are illuminated yellow.

This setting provides an overall balanced, but still dynamic driving feel.

It is well suited for everyday use.

Sport mode

This mode is active when the “Sport” label is illuminated yellow in the button.

This setting gives the vehicle sporty handling with a harder basic configuration. The steering is also set sporty and the chassis damping is stiffer.

This setting allows a particularly sporty driving style.

Comfort mode

This mode is active when the “Comfort” label is illuminated yellow in the button.

This setting leads to a comfort-oriented, softer basic configuration of the chassis damping.

It is suitable, for example, for driving on bad roads and for long journeys.

The differences in the modes are noticeable from the varying hardness of the basic damping settings. They are superimposed by higher damping force requirements due to the driving situations.

System Description

Overview of components used in vehicle

The diagram is a simplified depiction of the components in the DCC adaptive chassis control system and their relationships (the senders each have a separate connection to the electronically controlled damping control unit J250 — they are combined for each axle in the diagram for reasons of simplicity).

E387 Shock absorber damping adjustment button
G76 Rear left vehicle level sender
G78 Front left vehicle level sender
G289 Front right vehicle level sender
G341 Front left body acceleration sender
G342 Front right body acceleration sender
G343 Rear body acceleration sender
J104 ABS control unit
J250 Electronically controlled damping control unit
J285 Control unit in dash panel insert
J500 Power steering control unit
J533 Data bus diagnostic interface
N336 Front left shock absorber damping adjustment valve
N337 Front right shock absorber damping adjustment valve
N338 Rear left shock absorber damping adjustmentvalve
N339 Rear right shock absorber damping adjustment valve

System link to brakes and steering

In the DCC adaptive chassis control, information is exchanged between the electronically controlled damping control unit and the associated networked control units via the CAN data bus.
The system overview shows an example of the information that is provided via the CAN data bus or is received and used by the networked control units.

System description

System overview

Function

Shock absorber for DCC adaptive chassis control

Twin-tube shock absorbers are used for the DCC adaptive chassis control. An electrically controlled adjustment valve mounted on the outside of the shock absorber regulates the damping force.

By varying the current, the damping force of the active shock absorber setting can be adjusted within a few milliseconds by the adjustment valve.

The 3 vehicle level senders provide signals that are required to calculate the necessary shock absorber setting together with the signals from the 3 body acceleration senders. The maps for the respective shock absorber setting are stored in the electronically controlled damping control unit J250.

In the diagram, the ammeter is shown simply to help explain the current supplied to the adjustment valve (ammeter in “Normal” mode).

A fixed current is not used to control the system within the “Normal”, “Sport” and “Comfort” modes, instead a range of values are used (see yellow-coloured area in ammeter).

The following diagrams for the possible adjustment valve modes simply show the centre position of the ammeter needle within the yellow-coloured area.

Adjustment valve

The adjustment valve is mounted on the side of the shock absorber so that oil from the shock absorber ring channel flows to the valve. The oil supplied from the adjustment valve is sent to chamber 2 of the shock absorber.

The valve is adjusted by applying a current to the coil (0.24 A to max. 2.0 A) and the resulting changes inside the adjustment valve. Depending on the control position of the adjustment valve, the oil flowing from the shock absorber moves the main slider to a corresponding horizontal position so that a specific amount of oil can flow back to the shock absorber through the return channel. The main slider position is achieved by setting a differential pressure (compared with the pressure of the oil flowing from the shock absorber) in the inner control volume. The differential pressure is set by pre-tensioning the gap cross-section between the pressure head and control plate. If the pre-tension becomes greater, for example, the amount of oil flowing away centrally through the main slider and further through the ring gap and control channel is reduced, the pressure increases in the inner control volume and the main piston can only be moved slightly to the right. This changes the damping behaviour towards “hard”. If the pre-tension becomes smaller, the system behaves in the opposite way. The damping behaviour is changed towards “soft”

Function

Adjustment valve in “Normal” mode

In “Normal” mode, a current in a middle range between 0.24 A and 2.0 A is supplied to the coil. The armature is moved together with the push rod and pressure head and is pre-tensioned slightly.

The oil flowing from the shock absorber presses the main piston to a horizontal centre position so that a medium quantity of oil can leave again via the return channel and be fed back to the shock absorber.

This is achieved by setting a medium pre-tension between the pressure head and control plate.

The differential pressure is also set accordingly in the internal control volume and the position of the main piston is set in a horizontal middle position.

The damping behaviour is thus between “soft” and “hard”.

Adjustment valve in “hard”

In “hard”, the coil is powered in a range up to a max. of 2.0 A. The armature is pressed to the left together with the push rod and pressure head with maximum pre-tensioning to the left.

As a result, there are smaller gap cross-sections between the control plate and pressure head compared with “Normal” mode.

The differential pressure in the internal control volume increases and the main piston sets itself in its horizontal position so that a lower oil quantity flows back via the return channel to the shock absorber than in “Normal” mode.

This changes the damping behaviour towards “hard”.

This is a typical state of the adjustment valve for a considerably dynamic maneuver.

Adjustment valve in “soft”

In “soft”, the magnet is powered with 0.24 A, for example, and has less pre-tensioning together with the push rod and pressure head. The pressure head moves the control piston to the left by the same amount and releases the ring gap only in a slightly reduced cross-section. The oil flows via this gap and the subsequent control channel back to the shock absorber.

The gap cross-section between the control plate and pressure head increases with this slightly lower pre-tensioning of the pressure head. The differential pressure in the internal control volume drops. The main piston thus sets itself in its horizontal position so that a greater amount of oil flows back via the return channel than in “hard”.

This changes the damping behaviour towards “soft”.

This is a typical state of the adjustment valve for a considerably dynamic manoeuvre.

Adjustment valve in “Fail Safe”

If a shock absorber, at least two sensors or the electronically controlled damping control unit J250 fail, “Fail Safe” mode is set.

In “Fail Safe” mode, the shock absorbers are not powered and the vehicle behaves as if fitted with conventional shock absorbers. The armature moves together with the push rod and pressure head to the right until it rests against the valve housing. The control piston also moves and closes the direct access to the ring gap. The oil now opens the fail-safe valve and flows via the control channel to the shock absorber.

Electrics

Electronically controlled damping unit J250

The control unit J250 is in the boot on the right-hand side behind the panelling (Passat CC).
It evaluates the signals from the vehicle level senders G76, G78, G289 and the body acceleration sender G341, G342, G343 and constantly calculates the respective optimum current for the four shock absorbers taking the road, driving situation and driver requirement into consideration.
It adjusts the shock absorbers within milliseconds using a controlled current (approx. 0.24 A … 2.0 A).

Indications in dash panel insert

The suspension setting that the driver selects manually using the shock absorber damping adjustment button E387 is displayed in the dash panel insert.
The setting/display last selected is available when the vehicle is started.

Volkswagen level senders G76, G78, G289

The vehicle level senders are so-called turn angle sensors.

They are all fitted near to the shock absorbers and are connected to the traverse links via coupling rods.

The wheel spring travel is forwarded to the sensors from the movement of the traverse links on the front and rear axle and on the coupling rods and converted into an angle of rotation.

The turn angle sensor used works with static magnetic fields and uses the Hall principle.

The signal output supplies a PWM signal (pulse-width modulated signal) proportional to the angle for shock absorber control.

The three level sensors are identical; only the mountings, the coupling rods and kinematics to the sides and axles.

Electrics

Design

The sender is set up in a two-chamber system.

On one side (1st chamber), there is the rotor and, on the opposite side, (2nd chamber) the circuit board with stator.

The rotor and stator are each fitted so they are sealed.

The rotor consists of a non-magnetised stainless steel shaft in which a rare-earth magnet is glued. Rare-earth magnets are used where high magnetic field strengths in conjunction with the smallest possible dimensions are needed.

The rotor is connected to the coupling rod by the operating lever and is also driven by it.

The rotor is mounted in a radial shaft seal in the operating lever. This protects the construction from the elements.

The stator consists of a Hall sensor that is located on a circuit board.

The circuit board is moulded in a PU mass (PU = polyurethane) and is thus also protected against external influences.

Function

The magnetic flow is transferred and amplified using the Hall plates.

Unlike conventional Hall senders, these elements deliver special sine and cosine signals.

In the chip on the circuit board, the signals are converted so that the level changes of the body are recognisable for the electronically controlled damping control unit J250.

Electrics

Body acceleration senders G341, G342, G343

The body acceleration senders measure the vertical acceleration of the body.

The front left body acceleration sender G341 and front right body acceleration sender G342 are mounted on the body at the top next to the shock absorbers.

The rear body acceleration sender G343 is mounted at the top next to the left-hand rear shock absorber.

Design and function

The body acceleration senders work according to the capacitive measuring principle.

An elastic mass m oscillates between capacitor plates as a middle electrode that pulls the capacities of capacitors C1 and C2 opposite the rhythm of their oscillation.

The plate spacing d1 of one capacitor is increased by the amount that spacing d2 in the other capacitor is reduced.

This changes the capacities of the individual capacitors.

An electronic evaluation system delivers an analogue signal voltage to the electronically controlled damper control unit J250.
Sender measuring range
The measuring range of the sender is + or – 1.6g.
g = measurement for the acceleration
1g = 9.81 m/sec2

Electrics

Functional diagram

E387 Shock absorber damping adjustment button
G76 Rear left vehicle level sender
G78 Front left vehicle level sender
G289 Front right vehicle level sender
G341 Front left body acceleration sender
G342 Front right body acceleration sender
G343 Rear body acceleration sender
J104 ABS control unit
J250 Electronically controlled damping control unit
J285 Control unit in dash panel insert
J500 Power steering control unit
J519 Onboard supply control unit
J533 Data bus diagnostic interface
K189 Shock absorber damping adjustment warning lamp
L76 Button illumination bulb
N336 Front left shock absorber damping adjustment valve
N337 Front right shock absorber damping adjustment valve
N338 Rear left shock absorber damping adjustment valve
N339 Rear right shock absorber damping adjustment valve

Volkswagen Golf, GTI, Passat, Jetta, EOS, Rabbit and Tiguan Air Conditioner Compressor Failure

Air conditioner does not work, noises from engine compartment

Volkswagen Technical Product Information # 2023580/1
Repair Operation # 87 34 01 99
Release Date: 29-Jun-2010

Problem

Air conditioning does not work.

Noises from the engine compartment.

Background

Pulley bolt works it’s way free from compressor shaft creating noise and eventually failure of the compressor.

Only Delphi Compressors are affected, optimised Delphi compressors fitted from August 2008.

The refrigerant circuit does not need to be flushed as the damage to the compressor is external.

Diagnosis

Check the connection between the pulley and the compressor shaft while they are fitted:

  • The cooling performance check shows no pressure increase, although the refrigerant circuit is correctly filled and the control valve current is about 0.8A.
  • The mounting bolt of the pulley has visibly wandered out of the compressor shaft (see photo above).
  • The pulley turns without transmitting power, because the teeth of the pulley are worn.

Repair

Replace the compressor.

Models affected

137 –
1F7 – EOS
1K1 – Golf V
1K2 – Jetta III
357 – Passat CC
3C – Passat / Passat Wagon
5K1 – Golf VI
5M1 – Golf V Plus
5N1 – Tiguan