The Touareg Suspension and 4XMOTION Systems

Self-Study Program Course Number 89H303

Volkswagen of America, Inc. Service Training Printed in U.S.A. Printed 4/2003 Course Number 89H303 2003 Volkswagen of America, Inc. All rights reserved. All Information contained in this manual is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Volkswagen of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, nor may these materials be modified or reposted to other sites without the prior expressed written permission of the publisher. All requests for permission to copy and redistribute information should be referred to Volkswagen of America, Inc. Always check Technical Bulletins and the Volkswagen Worldwide Repair Information System for information that may supersede any information included in this booklet. Trademarks: All brand names and product names used in this manual are trade names,service marks, trademarks, or registered trademarks; and are the property of their respective owners.

Table of Contents
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The Touareg Chassis, The 4-Wheel Concept

Front Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component Overview, Lower Control Arm Connection

Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Sub-Frame, Component Overview

Suspension/Damping System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Suspension Struts

Air Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Air Suspension System, Air Suspension Level Adjustment, Air Suspension Shock Damping Regulator, Shock Damping Adjustment Valve, Front Axle Air Spring and Shock Damper, Rear Axle Air Spring and Shock Damper, Air Supply Pump, Accumulators, Tire Inflation Connection, Sensor/Actuator System, Level Change, Vehicle Jack Mode, System Overview

Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Overview, Brake Equipment, Parking Brake, Anti-Lock Brake System ABS/ESP Continental/Teves MK 25, Electronic Differential Lock (EDL), Hill Decline Assistant, Off-Road ABS

Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Steering System, Steering Column

Wheels and Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Tire Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Tire Pressure Control System, System Overview, Tire Pressure Sensors G222...G225, Tire Inflation Connection

New!

4XMOTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Overview, The Transfer Case, Center Differential Lock, Center Differential Reduction Stage, Rear Differential Lock, Electronic Drive Train Management, Control Strategy

Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Important/Note!

The Self-Study Program provides you with information regarding designs and functions.

The Self-Study Program is not a Repair Manual

For maintenance and repair work, always refer to the current technical literature

Introduction
Introduction
The chassis of the Touareg sets new standards with its outstanding on and off-road properties. The Touareg combines the best properties of off-road vehicles and sedans/hatchbacks. The design of the front and rear axles ensures the noise and comfort level of a luxury sedan, and the wheel location provides the driving precision of a sports car. The suspension system, with optional air springs and electronically controlled shock absorbers, provides a very high level of suspension comfort both on and off the road. The Touareg is equipped with the electronically controlled 4XMOTION system. A transfer case, equipped with off-road reduction, delivers the engine power to the drive wheels via limited-slip differentials. Depending on requirements, up to 100% of the drive force can be delivered to one of the two axles. The standard 4-wheel EDL distributes the drive force between the wheels. The short front and rear body overhangs, as well as the large ground clearance and fording depth, are other characteristics of the Touareg's off-road capability. Its climbing ability and lateral inclination also enable off-road use in extreme terrain.

Introduction
The Touareg Suspension
The suspension in conjunction with 4XMOTION delivers exceptional off-road performance with its center differential and reduction stage. Its independent suspension also helps ensure the highest driving comfort on normal roads.

Tire Inflation Connection Under the Right Front Seat (only on vehicles with air suspension)

Dual Wishbone Front Suspension

Dual Wishbone Rear Suspension with Split Upper Transverse Link

Front and Rear Anti-Roll Bars

Independent Suspension

Air Suspension with Regulated Damping (Optional on V6 and V8)

Introduction

Center and Rear Axle Differential Locks

Foot Parking Brake, Duo Servo Drum Brake

Tire Pressure Monitoring (optional at a later date)

Ventilated Disc Brakes (front and rear)

Continental/Teves MK25 ABS System with Braking Assistant and EDL

Hill Incline Assistant, Hill Decline Assistant

Introduction
The 4XMOTION Concept
The Touareg has the technical prerequisites for excellent off-road capability with either the standard steel springs or the optional air spring suspension. It has short body overhangs, high ground clearance, a deep fording depth, a steep climbing capability, a steep lateral incline, an excellent ramp and pitching angles. These all enable the Touareg for extreme off-road use.

Climbing Capability: 45 - Air Suspension 45 - Steel Suspension

Body Overhangs Front and Rear: 33 - Air Suspension 28 - Steel Suspension

Ground Clearance: 12 in (300 mm) - Air Suspension 8 in (200 mm) - Steel Suspension

Introduction

Lateral Inclination: 35 - Air Suspension 35 - Steel Suspension

Axle Pitching: 6.7 in (173 mm) - Air Suspension 6.3 in (157 mm) - Steel Suspension

Ramp Angle: 27 - Air Suspension Fording Depth: 23 in (580 mm) - Air Suspension 20 in (500 mm) - Steel Suspension 22 - Steel Suspension

Front Axle
The Front Axle
Component Overview
The front axle of the Touareg has dual wishbone suspension with a large base (solid steel construction).

Front Axle

Front Axle
Lower Control Arm Connection
The lower control arm is connected to the wheel bearing housing from above.

Tie Rod Connection

Rear Axle
Rear Axle
Sub-Frame
The sub-frame for the rear axle has a pipeframe construction. It supports the following components: Upper and lower control arms Stabilizer bar Tie rod Rear axle differential Hydraulic bushings isolate the sub-frame and reduce road noise transfer to the body.

Rear Axle
Component Overview
The rear axle also has dual wishbone suspension. However, the upper control arm is split into two components.

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Rear Axle

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Suspension/Damping System
Suspension Struts
Either steel spring suspension struts or optional air spring suspension dampers are used on the Touareg.

Steel Spring Suspension Strut Ground clearance 9.48 in. (237 mm)

Air Spring Suspension Damper Ground clearance 6.4 -12 in. (160 -300 mm)

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Air Suspension
Air Suspension Level Adjustment
At 112 mph (180 km/h) or faster, the vehicle is lowered automatically again by 0.4 in (10mm). The height specifications are country specific and subject to change. Please check vwwebsource.com for the latest specifications. The air suspension enables the suspension to be adjusted for every situation. The chassis switch (right rotary switch) is used to set the ground clearance from 6.4 in. (160mm) to 12 in. (300 mm). Lowering the vehicle improves the road position and reduces wind resistance. When the vehicle reaches certain speeds, the level is adjusted automatically.

Under 3 mph (5 km/h) Loading level

Over 80 mph (125 km/h) High speed I

Under 50 mph (80 km/h) Street level

Under 25 mph (40 km/h) Off-road level

Under 15 mph (25 km/h) Xtra level

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Air Suspension
Air Suspension Shock Damping Regulator
The Touareg's shock damping regulator increases driving comfort in all driving situations.

In the Touareg, the shock absorber damping is set using the damping regulator switch in the middle of the chassis control panel on the center console. This switch controls whether the shock absorbers are soft, firm, or adjusted automatically depending on sensed terrain. Shock damping settings: Auto Sport - middle damper setting (standard) - hard damper setting

With a sporty driving style, e.g. fast curves, damping is automatically set to "Sport" regardless of the thumbwheel setting. In the "Sport" damper setting, the vehicle is lowered to High Speed 1 level even when below 80 mph (125 km/h)

Comfort - soft damper setting Also located on the center console, the lock button limits the maximum speed in off-road level to approximately 45 mph (70 km/h). This prevents the vehicle from being lowered in off-road terrain.

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Air Suspension
Air Suspension System Overview
The air suspension system has been designed with strong components to support the weight of the Touareg.

The Touareg system has: Two wheel acceleration sensors Two large accumulators with a volumetric capacity of: - 4.8L for accumulator 1 - 5.2L for accumulator 2 An air compressor with integrated air dryer

Large volume air spring elements in the air spring suspension dampers External valves for damper adjustment Tire inflation connection Large cross section of the air supply lines (6mm)

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Air Suspension
Shock Damping Control
The control system for the shock absorber damping regulator uses wheel acceleration sensors and three body acceleration sensors to monitor the road condition through vehicle movement. The characteristic curves of the individual shock dampers are adjusted according to the calculated damping requirement. Here the dampers work as semi-active components in extend and compress mode. Continuous shock damping control (CDC) is based on shock dampers that can be adjusted electrically. These shock dampers are integrated into the air spring dampers. The shock damping force is adjusted according to a map and by using a proportion valve positioned on the shock damper. With this valve it is possible to adapt the damping force to the driving situation and the road conditions within milliseconds. The system tries to adjust the shock damping force according to the "sky-hook control strategy". The shock damper is adjusted in proportion to the vertical acceleration of the wheels and the vehicle body. Ideally, damping is regulated so that the vehicle body "hangs on a sky-hook" and floats above the road with almost no disruptive movements.

Large control currents lead to hard damping. Small control currents lead to soft damping. The middle characteristic curve results when there is no control current.

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Air Suspension
Shock Damping Adjustment Valve
The shock damping force of the CDC twopipe gas shock absorber can be adjusted over a wide range by an electrically controlled valve mounted on the damper. By changing the current to the solenoid, the oil flow through the CDC valve, as well as the damping force, can be adjusted to the requirements within a few milliseconds. Oil flows through the CDC valve in the same way in both rebound and bump directions using the check valve function of the piston as well as the bottom valve. The wheel acceleration sensors mounted to the front axle dampers send signals, which, together with the signals from the body acceleration sensors, are used to calculate the required shock damper setting. The fast detection and control between bump and rebound stages ensure that only the damping force required for the driving situation is applied. The shock damping maps are stored in the Level Control System Control Module J197.

With certain driving conditions, usually with longitudinal and/or transverse movements, selfleveling is temporarily disabled and shock damping regulation becomes harsh to maintain vehicle control

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Air Suspension
Front Axle Air Spring and Shock Damper
The air spring shock dampers are designed for the weight of the Touareg. The features of these air spring dampers are: The large air capacity of the bellows, and The external CDC valve for shock damping adjustment

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Air Suspension
Rear Axle Air Spring and Shock Damper

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Air Suspension
Air Supply Pump
The air supply pump is mounted to a vibration-isolated holder on the front right underbody. A plastic cover with ventilation holes protects it from dirt. Air for the compressor is supplied from the motor air filter. The air is drawn via the silencer/filter, cleaned and then used in the compressor. An integrated temperature sensor protects the compressor from overheating. The air supply pump consists of: The compressor unit with - electric motor, - dry run compressor, - air dryer, - electromagnetic discharge valve, - silencer with air filter, - integrated sensor for compressor temperature (temperature sensor for overheat protection), - pneumatic discharge valve with residual pressure retaining function and maximum pressure limit Tire inflation connection and The solenoid valve block with the control valves for each air spring damper and for the accumulator and an integrated pressure sensor for monitoring.

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Air Suspension
Air Dryer
The air in the pressure system has to be dehumidified so that condensation does not cause corrosion or freezing. An air dryer is used to dehumidify the air. The compressed air in the self-levelling control system passes through the silicate granulate and is dried in the process. This granulate can, depending on the temperature, absorb more than 20% of its own weight in moisture. When the dried air is discharged (during lowering), this air flows back through the granulate on its way out into the open, and in doing so draws the moisture out of the granulate that was temporarily stored there. Due to this regenerative process, the air dryer requires no maintenance.

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Air Suspension
Air Dryer Configuration The air dryer configuration has a separate line that can be used to inflate the spare tire. The spare tire inflation connection is located in the base of the front passenger seat.

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Air Suspension
Accumulators
The purpose of the accumulators is to guarantee fast and silent level-regulation up to a speed of 30 mph (50 km/h). The maximum pressure of the accumulators is 240 psi (16.5 bar). If the pressure in the accumulators falls below 160 psi (11 bar), the compressor starts and adjusts the vehicle to the set level. The rear accumulator has a volume of 4.8L and the front 5.2L.

Level Change
When the vehicle level is changed, the bar indicator in the display unit on the dash panel insert flashes until the selected level is reached.

Vehicle Jack Mode

Vehicle jack mode should be activated any time the wheels of the vehicle are to be lift ed off of the ground, either through changing a tire or raising the vehicle on a hoist. This mode locks the system and prevents overextension of the air springs. Switching On The vehicle is stationary Ignition on Parking brake applied Press and hold the lock button for more than 5 seconds

Tire Inflation Connection

When air is withdrawn from the compressor to inflate the spare tire, a reed contact switches the solenoid valves of the compressor off. Thus, no air can escape from the whole system (level change).

Sensor/Actuator System

The signals from the vehicle level senders, wheel acceleration senders and the vehicle acceleration sensors are used by the the level control system control module to adjust the vehicle height through the air supply pump and the solenoid distribution block.

Switching Off Drive faster than 5 km/h or Press and hold the lock button for more than 5 seconds

If vehicle jack mode is activated, the level that was previously set is kept in memory and an indicator appears in the instrument panel insert.

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Air Suspension
System Overview

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Air Suspension

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Brake System
Overview
The Touareg has a new high performance brake system with ventilated front and rear disc brakes. Other features are Electronic Brake force Distribution (EBD), a foot parking brake which mechanically locks the rear wheels, and the Brake Assistant.

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Brake System

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Brake System
Brake Equipment
To achieve excellent deceleration values during braking, the Touareg is fitted with large front and rear brakes.

Front Brakes
The brake discs are ventilated and the Brembo calipers are constructed of aluminum. The Touareg has a brake pad wear indicator for the front and rear disc brakes so that brake pad wear out can be detected before component damage.

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Brake System
Rear Brakes
The Touareg's rear brakes are high performance ventilated discs. The fixed aluminum caliper has four pistons. A drum-style parking brake is integrated into the brake disc. The following pages describe how this parking brake functions.

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Brake System
Parking Brake
A foot-activated parking brake holds the vehicle securely in place when desired. The parking brake lever is located in the footwell in the A-pillar area. The parking brake is a drum brake with brake shoes housed inside of the rear brake rotor. These brake shoes press out on the inside of the disc brake rotor, providing the desired braking action. The release handle and control cable for releasing the parking brake are integrated into the instrument panel.

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Brake System
Parking Brake Pedal
The parking brake pedal is used to apply and release the parking brake. It is a selfadjusting mechanism and needs no maintenance. Applying the Brake The toothed piece and parking brake pedal are mounted on a pivot bearing and are fixed to each other. Pressing the parking brake pedal actuates the control cable. A ratchet that locks into the toothed piece holds the brake. The force of the spring on the catch lever prevents the ratchet from jumping out. At the same time, the damper is compressed. The brake cable is pulled. Releasing the Brake When the driver pulls the release lever, the catch lever lifts the ratchet, which releases the toothed piece. The release lever spring, now tensioned, pulls the release lever back into its normal position when the driver lets go. The compressed damper with its spring/damping action guides the parking brake pedal slowly back to its starting position.

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Brake System
The Adjustment Mechanism An adjustment mechanism is integrated into the foot parking brake module to ensure that the control cable to the rear wheel brakes always has the optimal length. This adjustment mechanism is integrated into the parking brake pedal. Pre-Loaded Mechanism The spring for control cable adjustment is pre-loaded. A catch lever locks into the toothed rod inside the spring. The trigger spring presses on the catch lever to prevent it from jumping out and thus from triggering the adjustment mechanism too soon. When the driver applies and releases the foot parking brake, the whole adjustment mechanism moves up and down.

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Brake System
Self-Adjustment upon Parking Brake Release When release lever is pulled, the catch lever will fall quickly to the trigger end stop. This pushes the catch lever up against the force of the trigger spring and momentarily releases the toothed rod. The pre-loaded spring for control cable adjustment can move upwards on the toothed rod and adjust the cable length accordingly.

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Brake System
Applying the Brake Pressing the parking brake pedal pulls the brake cable, which then actuates the expander lock lever. The expander lock pushes the brake shoes apart, pressing them against the inner side of the brake drum. This holds the vehicle securely in place.

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Brake System
Releasing the Brake When the brake is released, there is no longer any tension on the brake cable. The springs pull the brake shoes together so that they no longer press against the inner side of the brake drum and the expander lock returns to its starting position.

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Brake System
Anti-lock Brake System ABS/ESP Continental/Teves MK 25
The Touareg uses the MK 25 ABS/ESP system with Brake Assistant. The hydraulic unit and control unit are integrated into one unit The active wheel sensor system detects forwards and reverse travel The ESP Sensor Unit G419 contains the Sensor for Transverse Acceleration G200, the Longitudinal Acceleration Sensor G251 and the Sender for Rotation Rate G202 in one housing. The Teves MK 25 ABS/ESP system has the following functions: Brake Assistant Electronic Differential Lock Traction Control System Engine Braking Control Hill Decline Assistant Off-road ABS Active wheel speed senders are Hall type senders. These senders have the following advantages: They are capable of measuring wheel speed accurately from a very low RPM They are capable of distinguishing between forward and reverse motions

ABS Control Module and Hydraulic Unit

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Brake System
Brake Assistant
The Brake Assistant is integrated into the ABS Control Module. Since research has shown that the majority of drivers do not press the brakes hard enough in critical situations, the Brake Assistant takes over. When a rapid rise in brake pressure is sensed, the Brake Assistant will increase the brake pressure to a level that exceeds the locking limit, inducing ABS operation. This enables maximum deceleration and shortens the vehicle stopping distance.

Hill Decline Assistant

The Hill Decline Assistant intervenes: At speeds less than 12 mph (20 km/h) On slopes greater than 20% During forwards and reverse driving When ESP is active ESP intervention occurs when one wheel loses traction. Using the ABS pump, the brakes are applied at the wheels that have good traction. This acts against the vehicle acceleration caused by the lack of traction and keeps the vehicle speed constant. When this process is complete, the vehicle returns to the previous driving speed.

Electronic Differential Lock (EDL)

The Electronic Differential Lock (EDL) is a traction assistant that operates without driver intervention. Each wheel speed is monitored by the EDL system and spinning wheels are braked. For example, if the front right wheel is spinning, the brake will be applied to that wheel to slow it from spinning. This action sends the power back through the center differential to the opposite wheel. This function operates on both front and rear axles. If the braking action is not sufficient to stabilize the vehicle, the motor torque is also reduced.

Off-Road ABS
The off-road ABS permits the front wheels to lock momentarily. The wedge action created in front of the front wheels supports braking. The off-road ABS only acts: At speeds less than 19 mph (30 km/h) On the front wheels When driving forward Only in low range gear reduction

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Steering
Steering System
Overview
The standard power-assisted steering consists of the following components: Rack-and-pinion steering box Hydraulic pump (vane-type pump) Hydraulic supply lines with large oil cooler

Steering Column
The steering column is electrically lockable and can be adjusted in the vertical and axial directions. The steering column is available with either manual or electric adjustment. The travel range is 2 in. (50 mm) in the axial direction and 1.6 in. (40 mm) in the vertical direction.

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Wheels and Tires

Wheels and Tires

The Tire Range

Collapsible Spare Tire

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Tire Pressure Control

Tire Pressure Control System (Delayed Introduction)
The tire pressure control system monitors the tire pressure while driving using tire inflation valves with pressure-sensing electronics and an antenna in each wheel housing. The pressure signals are sent through the CAN-BUS to the Tire Pressure Monitoring Control Module J502. Incorrect tire pressure is displayed in the instrument cluster driver information display.

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Tire Pressure Control

The tire pressure control system in the Touareg monitors the pressure in all four wheels. The tire pressure control continuously monitors the tire pressure while driving and when parked. A tire pressure sensor is attached to each valve stem inside of the wheel. This measures tire pressure and temperature at regular intervals. A high frequency antenna is installed in each wheel housing to receive the radio data signal from each tire pressure sensor. Data messages are received every 54 seconds in normal mode and every 850 milliseconds in rapid-send mode. Rapid-send mode is triggered when the rate of pressure loss in the tire is greater than 0.2 bar/min. This data is sent to the central control unit and evaluated. The tire pressure control makes it possible to always have the optimal air pressure inside the tires. This minimizes tire wear and fuel consumption. To prevent system faults, the spare tire is not fitted with a wheel electronics module. The Tire Pressure Monitoring Control Module J502 evaluates the tire pressures or tire pressure changes and sends the appropriate system messages to the driver information display in the instrument panel insert. TPC provides the following benefits: Constant display of tire pressure Gradual pressure loss: The system informs the driver in time to be able to correct the tire pressure. Sudden pressure loss: The system warns the driver immediately while driving. Excessive pressure loss when the vehicle is stationary: The system warns the driver immediately after the ignition is switched on.

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Tire Pressure Control

System Overview (Delayed Introduction)

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Tire Pressure Control

Tire Pressure Sensors G222...G225
The tire pressure sensors have high transmission power, due to the thick tire walls used on the Touareg. The sensors specific for the Touareg can be recognized by the eight white stars on the top of the sensor.

Tire Inflation Connection

Vehicles with air suspension have a separate tire inflation connection. This is located under the front right seat. It must only be used to inflate the spare tire or to add pressure to the other tires on the Touareg.

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4XMOTION
Overview
The power of the Touareg engine is transmitted to the wheels via the full-time 4 wheel drive, 4XMOTION system.

The front axle differential is a separate component from the engine/transmission assembly and is flexibly mounted to the sub-frame. In addition to being acoustically beneficial, this also makes it possible to mount the front wheels further forward.

Mounting the front wheels further forward allows the overhang of the vehicle to kept as short as possible, which in turn enhances off-road capabilities.

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4XMOTION
There are two drive equipment options for the 4XMOTION system. The open rear differential is standard equipment while a locking rear differential is available as an option.

Open Rear Differential

Optional Locking Rear Differential

The adjustable multi-plate clutch of the center differential is automatically controlled by the Differential Control Module J646. Torque is distributed from the engine to the front and rear axles via the automatic transmission and transfer case. During normal operation, torque is divided equally between the front and rear axles. The multi-plate center differential is allowed to disengage whenever the Differential Control Module determines a power differential between the front and rear axles is required, for example, during cornering.

The driving force between the wheels of an individual axle is distributed through the operation of the Electronic Differential Lock function of the ABS. The driver also has the option of locking the center differential (and optional rear differential) by using a rotary switch in the center console. Locking the center differential with the switch overrides automatic control and forces the front and rear axles to operate at the same speed.

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4XMOTION
The Transfer Case
he transfer case has three main functions in the 4XMOTION system: Transfer power from the transmission to the front and rear axles Provide differential action between the front and rear axles Provide gear reduction for LOW range

The transfer case consists of two planetary gear sets, a disk clutch, a locking device, a rod and lever system for engaging the gear reduction, and a transfer chain. Power is transferred to the front differential via the chain drive. Differential action between the front and rear axles is accomplished via a straight cut gear planetary gear set. The 2.7:1 gear reduction for LOW off-road operation is accomplished via a helical cut planetary gear set.

A single electric stepper motor actuates the engagement of the center differential lock and the gear reduction function. The stepper motor is controlled by the Transmission Control Module.

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4XMOTION
The planetary gear sets for the center differential and gear reduction as well as the components for the differential lock and gear reduction engagement are located in the transfer case. The stepper motor to actuate the differential lock and gear reduction is mounted externally to the transfer case

An oil pump driven by the main shaft supplies oil to all lubrication points through the hollow shaft.

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4XMOTION
Center Differential Lock
The center differential lock is a multiple-disc lock that is actuated by an electric motor. The motor is controlled by the Differential Control Module J646 and is actuated either automatically or can be overridden by engaging the lock with the lock switch in the center console The electric motor turns a cam, which actuates a pivot arm. The pivot arm then pushes against an engaging plate. The engaging plate presses the disc pack together.

The stepper motor is equipped with a planetary gear set which enables it to react quickly once the required apply torque has been calculated by the Transmission Control Module.

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4XMOTION
Center Differential Reduction Stage
Gear reduction for LOW is accomplished by engaging or disengaging the reduction planetary gear set in the transfer case. A gear reduction of 2.7:1 occurs when engaged.

The stepper motor that actuates the center differential lock also operates the engagement of the gear reduction. The stepper motor actuates the cam. The cam has a curved inner track that moves a pin, which in turn moves the shifter rail and shifter fork. The shifter fork locks into a sliding sleeve. The inner part of this sliding sleeve is the internal gear of the reduction planetary gear set. The internal gear is engaged with the assistance of synchronizer rings.

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4XMOTION
Rear Differential Lock
The rear differential lock operates in a similar manner as the locking center differential. An electric motor operates a multiple disc clutch to force the axles to turn at the same speed. The motor is controlled by the Differential Lock Control Module J647. The electric motor is able to react quickly and accurately by using a gear reduction set which moves a gear segment.

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4XMOTION
The gear segment has elongated ball sockets, which are deeper on one side than on the other. These act like a ramp. There are also elongated ball sockets in the counter piece, which is held by the differential housing. A disc holding ball bearings is located between the gear segment and the counter piece. When both plates are rotated relative to each other, they are pressed apart, creating an axial movement. This applies pressure to 6 studs which in turn engage the multiple disc clutch by actuating a thrust plate. If there is no current to the motor, the lock is opened by springs.

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4XMOTION
Electronic Drive Train Management
Electronic drive train management enables the off-road reduction stage to be engaged and the differential locks to be activated either automatically or manually. Settings are adjusted using the selector switch. The " HIGH" setting is for on-road driving. The differential locks are engaged automatically depending on the situation (e.g. icy conditions). When driving off-road, the "LOW" setting can be engaged while driving (up to 9 mph, or 15 km/h). This engages the off-road reduction stage. The differential locks again react automatically. Using the other two settings on the selector switch, the center differential lock and the rear differential lock can be engaged manually.

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4XMOTION
Control Strategy
The differential lock is engaged according to the conditions, independent of the "HIGH" and "LOW" switch settings. The locking effect depends on the engine speed, engine load, steering angle, accelerator position and wheel speeds. Using these parameters, the actuating motor sets the closing pressure of the multiple disc clutch to transfer calculated torque. Since the parameters change constantly, the torque to be transferred also changes constantly. The differential locks must always operate without slipping, to prevent burning of the friction plates. The rotary switch is used to engage or disengage the reduction stage, and this sends the signal to the control unit. To either engage or disengage the reduction stage, the transmission selector lever must be in Neutral. The reduction stage will only engage when the vehicle speed is less than 9 mph (15 km/h). It will only disengage when the vehicle speed is less than 25 mph (40 km/h). If the time limit expires before these parameters are changed, the control unit assumes that the shift sequence is implausible. To protect the automatic transmission, the driving speed and the engine speed are limited 50 mph (80 km/h) when the reduction stage is engaged.

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Special Tools
Special Tools

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Knowledge Assessment

An on-line Knowledge Assessment (exam) is available for this Self-Study Program. The Knowledge Assessment may or may not be required for Certification. You can find this Knowledge Assessment at:

www.vwwebsource.com

From the vwwebsource.com Homepage, do the following: -- Click on the Certification tab -- Type the course number in the Search box -- Click Go! and wait until the screen refreshes -- Click Start to begin the Assessment

For assistance, please call:

Certification Program Headquarters 1-877-CU4-CERT (1-877-284-2378) (8:00 a.m. to 8:00 p.m. EST)
Or E-mail:

Comments@VWCertification.com

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Volkswagen of America, Inc. 3800 Hamlin Road Auburn Hills, MI 48326 Printed in U.S.A. April 2003