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The Touareg Suspension and 4XMOTION Systems

Self-Study Program Course Number 89H303

The Touareg Suspension and 4XMOTION Systems Self-Study Program Course Number 89H303
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

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Introduction

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1

The Touareg Chassis, The 4-Wheel Concept

 

Front Axle

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6

Component Overview, Lower Control Arm Connection

 

Rear Axle

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9

Sub-Frame, Component Overview

 

Suspension/Damping System

 

12

Suspension Struts

Air Suspension

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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

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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

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38

Steering System, Steering Column

Wheels and Tires

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39

. Tire Pressure Control

 

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40

Tire Pressure Control System, System Overview, Tire Pressure Sensors

 

G222

G225,

Tire Inflation Connection

 

4XMOTION

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44

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

Special Tools

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54

. Knowledge Assessment

 

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55

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

New!

a Repair Manual For maintenance and repair work, always refer to the current technical literature New!

Important/Note!

a Repair Manual For maintenance and repair work, always refer to the current technical literature New!

Introduction

Introduction

The chassis of the Touareg sets new stan- dards 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 pro- vides 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 sus- pension comfort both on and off the road.

The Touareg is equipped with the electroni- cally 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 ford- ing depth, are other characteristics of the Touareg's off-road capability. Its climbing abil- ity and lateral inclination also enable off-road use in extreme terrain.

off-road capability. Its climbing abil- ity 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

Ground Clearance:

• 12 in (300 mm) - Air Suspension

• 8 in (200 mm) - Steel Suspension

Body Overhangs Front and Rear:

• 33° - Air Suspension

• 28° - Steel Suspension

Introduction

Axle Pitching:

• 6.7 in (173 mm) - Air Suspension

• 6.3 in (157 mm) - Steel Suspension

Fording Depth:

• 23 in (580 mm) - Air Suspension

• 20 in (500 mm) - Steel Suspension

Lateral Inclination:

• 35° - Air Suspension

• 35° - Steel Suspension

Ramp Angle:

• 27° - Air 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).

Overview The front axle of the Touareg has dual wishbone suspension with a large base (solid
Overview The front axle of the Touareg has dual wishbone suspension with a large base (solid

Front Axle

Front Axle 7
Front Axle 7

Front Axle

Lower Control Arm Connection

The lower control arm is connected to the wheel bearing housing from above.

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

Tie Rod Connection

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

Rear Axle

Rear Axle

Sub-Frame

The sub-frame for the rear axle has a pipe- frame 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.

Tie rod • Rear axle differential Hydraulic bushings isolate the sub-frame and reduce road noise transfer

Rear Axle

Component Overview

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

Rear Axle

Rear Axle 11
Rear Axle 11

Suspension/Damping System

Suspension Struts

Either steel spring suspension struts or optional air spring suspension dampers are used on the Touareg.

air spring suspension dampers are used on the Touareg. Steel Spring Suspension Strut Ground clearance 9.48

Steel Spring Suspension Strut

Ground clearance 9.48 in. (237 mm)

Spring Suspension Strut Ground clearance 9.48 in. (237 mm) Air Spring Suspension Damper Ground clearance 6.4

Air Spring Suspension Damper

Ground clearance 6.4 -12 in. (160 -300 mm)

Air Suspension

Air Suspension At 112 mph (180 km/h) or faster, the vehicle is lowered automati- cally again

At 112 mph (180 km/h) or faster, the vehicle is lowered automati- cally again by 0.4 in (10mm).

The height specifications are country specific and subject to change. Please check vwweb- source.com for the latest speci- fications.

Air Suspension Level Adjustment

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
Under 3 mph (5 km/h)
Loading level
Over 80 mph (125 km/h) High speed I
Over 80 mph (125 km/h)
High speed I
Under 50 mph (80 km/h) Street level
Under 50 mph (80 km/h)
Street level
Under 25 mph (40 km/h) Off-road level
Under 25 mph (40 km/h)
Off-road level
Under 15 mph (25 km/h) Xtra level
Under 15 mph (25 km/h)
Xtra level

Air Suspension

Air Suspension Shock Damping Regulator

The Touareg's shock damping regulator increases driving comfort in all driving situa- tions.

increases driving comfort in all driving situa- tions. In the Touareg, the shock absorber damping is

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:

• middle damper setting (standard)

• hard damper setting

Auto

Sport

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-

Comfort

• soft damper setting

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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.

prevents the vehicle from being lowered in off-road terrain. With a sporty driving style, e.g. fast

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

Air Suspension

Air Suspension System Overview

The air suspension system has been designed with strong components to sup- port the weight of the Touareg.

strong components to sup- port the weight of the Touareg. The Touareg system has: • Two

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)

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 vehi- cle 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 adjust- ed electrically. These shock dampers are integrated into the air spring dampers.

The shock damping force is adjusted accord- ing 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 condi- tions within milliseconds.

The system tries to adjust the shock damp- ing 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, damp- ing is regulated so that the vehicle body "hangs on a sky-hook" and floats above the road with almost no disruptive movements.

floats above the road with almost no disruptive movements. Large control currents lead to hard damping.
floats above the road with almost no disruptive movements. Large control currents lead to hard damping.

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.

Air Suspension

Shock Damping Adjustment Valve

The shock damping force of the CDC two- pipe gas shock absorber can be adjusted over a wide range by an electrically con- trolled 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.

are stored in the Level Control System Control Module J197. With certain driving conditions, usually with

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

self- leveling is temporarily disabled and shock damping regulation becomes harsh to maintain vehicle control 17

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 damp- ing adjustment

dampers are: • The large air capacity of the bellows, and • The external CDC valve

Air Suspension

Rear Axle Air Spring and Shock Damper

Air Suspension Rear Axle Air Spring and Shock Damper 19

Air Suspension

Air Supply Pump

The air supply pump is mounted to a vibra- tion-isolated holder on the front right under- body. 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.

the control valves for each air spring damper and for the accumulator and an integrated pressure

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.

granulate that was temporarily stored there. Due to this regenerative process, the air dryer requires no

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.

used to inflate the spare tire. The spare tire inflation connection is located in the base

Air Suspension

Accumulators

The purpose of the accumulators is to guar- antee 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.

Tire Inflation Connection

When air is withdrawn from the compressor to inflate the spare tire, a reed contact switches the solenoid valves of the com- pressor 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.

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 over- extension 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

Switching Off

• Drive faster than 5 km/h or

• Press and hold the lock button for more than 5 seconds

• Press and hold the lock button for more than 5 seconds If vehicle jack mode

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.

Air Suspension

System Overview

Air Suspension

Air Suspension 25
Air Suspension 25

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.

Brake System

Brake System 27
Brake System 27

Brake System

Brake Equipment

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

the Touareg is fitted with large front and rear brakes. Front Brakes The brake discs are

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 compo- nent damage.

wear indicator for the front and rear disc brakes so that brake pad wear out can

Brake System

Rear Brakes

The Touareg's rear brakes are high perfor- mance 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.

parking brake is integrated into the brake disc. The following pages describe how this parking brake

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.

action. The release handle and control cable for releasing the parking brake are integrated into the

Brake System

Parking Brake Pedal

The parking brake pedal is used to apply and release the parking brake. It is a self- adjusting mechanism and needs no mainte- nance.

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 com- pressed. 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.

compressed damper with its spring/damping action guides the parking brake pedal slowly back to its starting

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 adjust- ment mechanism is integrated into the park- ing 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 park- ing brake, the whole adjustment mechanism moves up and down.

soon. When the driver applies and releases the foot park- ing brake, the whole adjustment mechanism

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.

spring for control cable adjustment can move upwards on the toothed rod and adjust the cable

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.

brake shoes apart, pressing them against the inner side of the brake drum. This holds the

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.

they no longer press against the inner side of the brake drum and the expander lock

Brake System

Anti-lock Brake System ABS/ESP Continental/Teves MK 25

The Touareg uses the MK 25 ABS/ESP sys- tem 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

Braking Control • Hill Decline Assistant • Off-road ABS Active wheel speed senders are Hall type

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 distin- guishing between forward and reverse motions

RPM • They are capable of distin- guishing between forward and reverse motions ABS Control Module

ABS Control Module and Hydraulic Unit

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.

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 stabi-

lize the vehicle, the motor torque is also reduced.

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.

Off-Road ABS

The off-road ABS permits the front wheels to lock momentarily. The wedge action creat- ed 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

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.

adjustment. The travel range is 2 in. (50 mm) in the axial direction and 1.6 in.

Wheels and Tires

Wheels and Tires

Wheels and Tires Wheels and Tires The Tire Range Collapsible Spare Tire 39

The Tire Range

Wheels and Tires Wheels and Tires The Tire Range Collapsible Spare Tire 39

Collapsible Spare Tire

Wheels and Tires Wheels and Tires The Tire Range Collapsible Spare Tire 39

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.

Control Module J502. Incorrect tire pressure is displayed in the instrument cluster driver information display. 40

Tire Pressure Control

The tire pressure control system in the Touareg monitors the pressure in all four wheels.

The tire pressure control continuously moni- tors 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 sec- onds in normal mode and every 850 millisec- onds 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.

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.

the driver immediately after the ignition is switched on. To prevent system faults, the spare tire

To prevent system faults, the spare tire is not fitted with a wheel electronics module.

Tire Pressure Control

System Overview (Delayed Introduction)

Tire Pressure Control System Overview (Delayed Introduction) 42

Tire Pressure Control

Tire Pressure Sensors G222

G225

The tire pressure sensors have high trans- mission 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.

front right seat. It must only be used to inflate the spare tire or to add
front right seat. It must only be used to inflate the spare tire or to add

4XMOTION

Overview

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

the wheels via the full-time 4 wheel drive, 4XMOTION system. The front axle differential is a

The front axle differential is a separate com- ponent from the engine/transmission assem- bly 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.

4XMOTION

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

Open Rear Differential

Optional Locking Rear Differential

Open Rear Differential Optional Locking Rear Differential The adjustable multi-plate clutch of the cen- ter

The adjustable multi-plate clutch of the cen- ter 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 trans- mission 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 differ- ential 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 differen- tial) 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.

4XMOTION

The Transfer Case

he transfer case has three main functions in the 4XMOTION system:

case has three main functions in the 4XMOTION system: • Transfer power from the transmission to

• 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.

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.

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 accom- plished via a helical cut planetary gear set.

4XMOTION

The planetary gear sets for the center differ- ential and gear reduction as well as the com- ponents 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 external- ly to the transfer case

gear reduction is mounted external- ly to the transfer case An oil pump driven by the
gear reduction is mounted external- ly to the transfer case An oil pump driven by the

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

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 engag- ing the lock with the lock switch in the cen- ter console

The electric motor turns a cam, which actu- ates a pivot arm. The pivot arm then pushes against an engaging plate. The engaging plate presses the disc pack together.

plate. The engaging plate presses the disc pack together. The stepper motor is equipped with a

The stepper motor is equipped with a plane- tary gear set which enables it to react quick- ly once the required apply torque has been calculated by the Transmission Control Module.

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.

case. A gear reduction of 2.7:1 occurs when engaged. The stepper motor that actuates the center

The stepper motor that actuates the center differential lock also operates the engage- ment 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.

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.

The electric motor is able to react quickly and accurately by using a gear reduction set
The electric motor is able to react quickly and accurately by using a gear reduction set

4XMOTION

The gear segment has elongated ball sock- ets, 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 differen- tial 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.

multiple disc clutch by actuating a thrust plate. If there is no current to the motor,

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 condi- tions).

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.

settings on the selector switch, the center differential lock and the rear differential lock can be

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 con- stantly, 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 dis- engage 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 param- eters 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 reduc- tion stage is engaged.

the driving speed and the engine speed are limited 50 mph (80 km/h) when the reduc-

Special Tools

Special Tools

Special Tools Special Tools 54

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

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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

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

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