Dynamic / Adaptive chassis control (DCC / ACC)

[WhiteJames]

H&R Coilovers

Can't see how Magnatec can be that complex. Tiny metal particles in the damper fluid with an electrical current changing viscosity of the fluid. Having said that, not sure how the Adaptive Chassis Control works ... I'm banking on ACC (DCC) having a small electric motor turning a valve with same/similar sensors as the magnatec working out the optimum damper rate in reaction to each bump on each individual wheel.

On the aftermarket front, should you wish to upgrade to a coilover, the wiring within the vehicle is in place if you wanted an electronic adjustable type of PASM Porsche style coilover that is adjustable on the fly from a controller within the vehicle. Sachs may offer an aftermarket coilover that may be a simple plug in substitute ... similar to changing or adding an aftermarket SATNAV system that can be linked to the steering wheel controls.

Another reason to look at ACC, rubbing on lower ride height with slightly wider offset (ET) aftermarket wheels as this thread suggests:

http://forums.vwvortex.com/zerothread?id=4802420

Question:

Why will this forum not allow me to post attachments?

Do I need any special permission?

Cheers
WJ

[G-rig]

Question:

Why will this forum not allow me to post attachments?

Do I need any special permission?

Cheers
WJ

It doesn't seem to have the option, I was looking for it too.
Just use Imageshack to host the pics for free.

Cheers,

Ps. Not sure i get the part about lower ride heights or different wheels. Does that guy have ACC and lowered springs?

[WhiteJames]

^He has lowered the vehicle with ET44 BBS wheels and is now considering rolling his guards due to front tyres rubbing with the front quarter panel guards. Vehicle does look good. Too low for my liking. Maybe I'm getting old.

Cheers.
WJ

[G-rig]

re: Dynamic / Adaptive chassis control (DCC / ACC)

So if someone is looking to lower their car I assume you'd give ACC a miss? Or is there likely to be a whole new range of new aftermarket suspension that takes advantage of the new technology?

[Corey_R]

So if someone is looking to lower their car I assume you'd give ACC a miss? Or is there likely to be a whole new range of new aftermarket suspension that takes advantage of the new technology?

I'd presume that there would be new aftermarket suspension taking advantage of these features. It's not like VW are the only ones out there with one of these buttons anymore...

[WhiteJames]

I'd say in time that aftermarket suspension companies would take advantage of the ACC and ACC software and create a similar aftermarket plug in go product. After all, companies like Boge-Sachs, H&R, KYB and Bilstein often supply their products as OEM in various Volkswagen models. ACC would mostly likely be developed by these companies, and tuned by Volkwagen chassis engineers. ACC itself takes away the need to fit aftermarket suspension in the first place.

Lowering is great for looks, but the lower you go, the harder the ride has to be to compensate for the reduced ride height and shorter suspension travel. Not to mention the issues with rubbing tyres on guards and camber change that may require a slight change in wheel alignment (toe-in; reducing turn-in response & crispness).

Cheers.
WJ

[WhiteJames]

This is another review with a GTI optioned with DCC (Dynamic Chassis Control). Yahoo 'expert' reporter suggests that DCC set to 'Normal' is the only adaptive setting (other than comfort & sport). Adaptive setting is clarified, stating that dampers adapt to driving conditions. This is why some are saying that the DCC option makes the vehicle both more supple or softer, while at the same time not losing anything in dynamic firmness or ability. Read on:

http://uk.cars.yahoo.com/29092009/36/volkswagen-golf-gti-0.html

Our test car rode on optional 18-inch wheels, but also featured VW's ACC adaptive chassis system, which adjusts the steering and suspension three ways between Comfort and Sport. The middle 'normal' setting is adaptive, which means it firms up progressively the harder you drive. In its softest setting the steering is light and the ride squishy - though never wallowy - while in Sport the ride and steering are noticeably stiffer, adding an edge of dynamism and feel to cornering. The Golf is never the most engaging car, yet it's much sharper than its day-to-day comfort and usability suggest it will be.

A short drive on smooth roadways may not prove enough of a sample in contrast to the std non-DCC equiped GTI (or Golf or R). During my test drives, I used a favoured little section of roadway in the Royal National Park (RNP) just South of Sydney; basically the short concrete bridge that runs over the Hacking River at the Boat Shed at Audley (for the Sydney folk). The low lying bridge itself is comprised of segreggated squares of concrete with the ends of each square not lining up with each other. The approach to the bridge involves some bumps, esp driving out of the Park entrance up to the nearby toll both. Here, the GTI's I test drove strike a bump coming off the bridge at the same time you negotiate the tight bitumen uphill left hand turn, which unsettles the vehicle on corner entry. No need to be going hard core or anything, but a great short test location for a suspension comparison. While not noticing too much difference on the freeway with the new Mark 6 GTI as opposed to my older MKV GTI with aftermarket suspension, the Boat Shed Bridge drive shows up a lot of difference, esp in agility & handling in 'real world' conditions. Strike this same bump as mention leaving the Koisk towards the Boat on egress out of the park, the MANUAL Mark 6 GTI took a few seconds to regain its composure, forcing a wide line into the corner, missing an early & tight apex. The new Mark 6 GTI DSG was felt slightly better over this short section of roadway and the more overall cohesive package in terms of handling, agility and maintaining a tight line leading up & down to the Boat Shed & Kiosk (firmer front springs from but-o-meter). In comparison, my old Mark V GTI with KW V3 coilovers & small H&R sway bars (front set on soft & rear on hard), dispensed with the same exit off the bridge, over the bump and into the tight left uphill turn, in half the time it took the new Mark 6 GTI. No excess of wallowing or pushing wide ... Simple up & down in a second and on with the job. The near neutral chassis tune of my older MKV GTI did not require any lift off from the throttle to tighten the line ... simply prod the gas & steer into the corner with an unwavering line. On the negative, my old MKV GTI did go about it's business in a cruder manner than the supremely refined new Mark 6 GTI with electronic XDL diff. NVH of the aftermarket KW coil springs were as good if not better than the stock MKV/MKVI suspension, despite the lower ride height. KW V3 were set on almost full soft for rebound and low-speed compression (higher speed compression is fixed-rate from factory).

In a nutshell: If you happen to take the DCC optioned Golf/GTI/R for a test drive, make sure you find some 'real world' challenging routes with plenty of mid corner bumps to gain a greater appreciation of whether its worth the spend or not. A short drive up and down the freeway is not going to explore the damper settings or adaptive chassis damper rate controls to their full extent.

Cheers
WJ

[WhiteJames]

Post # 234 of the WJ Suspension & Wheel Thread has pics & relates to this statement - see link:

On a side issue for prospective MK6 Golf owners that may be considering Dynamic Chassis Control (DCC):

WHITE JAMES: Suspension & Wheel Reviews - VW GTI Forum / VW Rabbit Forum / VW R32 Forum / VW Golf Forum - Golfmkv.com

The pics below are of a white GTI with Dynamic Chassis Control (DCC) with aftermarket Eibach ProKit Springs fitted. You may not require shortened dampers for a mild drop of about 10-15mm while running with DCC electronic suspension. In other words, it appears that a 10-15mm drop is still safe enough (apparently) to prevent dampers from bottoming out.

Sexy GTI in the pics below. I'd go for the BBS CH-R wheels with silver lip or OEM MK6 Optional Shadow Volkswagen Lightweight Racing Wheels. Still prefer the KW coilovers rather than Strut style Eibach Prokit Springs, as KW are more linear in spring type & offer better NVH (not KW strut springs though). Also look at H&R OEM Strut type springs for a mild drop (maybe less noisey than Eibach Prokit) or Nuespeed Sports Spring (maybe a tad too soft).

Cheers
WJ

[G-rig]

Are you going to mod your ACC GTI WJ? I don't think I'll touch mine as there are bound to be some side effects ie NVH and not sure if the controller would act the same way etc.

Be ok if lowered springs worked lie OEM and let ACC maintain the comfort through the dampening.

I don't feel that the wheel gap is too bad with the 18" as the look to fill thr area more than my r32 did with stock suspension.

[elisiX]

Do you have any plans to change your wheels though? If not, stock ride height is perfectly fine I think.

Personally, I didn't option ACC because I knew i'd most likely be changing wheels and didn't want any potential issues.

[G-rig]

re: Dynamic / Adaptive chassis control (DCC / ACC)

Nah not changing wheels or suspension on this car, can't be bothered paying labor twice and got ACC so I wouldn't be tempted to.

OEM is good anyway and enjoying the silence and good ride.

[elisiX]

Smart move I think.

I've always modded my cars (other than the Mazda 3) and am keen to do so again.

But I expect to take it relatively easy. Wheels, suspension and tune is plenty.

[Corey_R]

The problem is the suspension and brakes on a GTI and R are already so good, you end up paying $3k+ suspension and $5k+ for brakes to get something better than what's already there! Eek

[elisiX]

I certainly would not be bothering with the brakes.

The exhaust might get a closer look

YouTube - APR VW GTI MK6 GTI 2.0 TSI 3" RSC Exhaust Compared to Stock

30 secs in sounds awesome.

[Maverick]

Do you have any plans to change your wheels though? If not, stock ride height is perfectly fine I think.

Personally, I didn't option ACC because I knew i'd most likely be changing wheels and didn't want any potential issues.

Huh? Have I missed something? What do the wheels have to do with the ride height? The same circumference is retained so it makes no difference what size wheel you fit (17, 18 or 19) as the gap will still be the same.

And why would optioning ACC create issues with aftermarket wheels as long as you fit suitable ones for the car?