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.
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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.
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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:

22 - Steel Suspension

23 in (580 mm) - Air Suspension

20 in (500 mm) - 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.

10

Rear Axle

11

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

Air Spring Suspension Damper

Ground clearance 9.48 in. (237 mm)

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

12

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

13

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

- middle damper setting

(standard)

Sport

- hard damper setting

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.

14

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)

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)

15

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.

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.

16

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.

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

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 damping adjustment

18

Air Suspension
Rear Axle Air Spring and
Shock Damper

19

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.

20

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.

21

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.

22

Air Suspension
Accumulators

Level Change

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.

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.

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

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

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.

23

Air Suspension
System Overview

24

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.

26

Brake System

27

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.

28

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.

29

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.

30

The release handle and control cable for

releasing the parking brake are integrated
into the instrument panel.

Brake System
Parking Brake Pedal

Releasing the Brake

The parking brake pedal is used to apply and

release the parking brake. It is a selfadjusting mechanism and needs no maintenance.

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.

Applying the Brake

The toothed piece and parking brake pedal
are mounted on a pivot bearing and are fixed
to each other.

The compressed damper with its

spring/damping action guides the parking
brake pedal slowly back to its starting
position.

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.

31

Brake System
The Adjustment Mechanism

Pre-Loaded 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.

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.

32

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.

33

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.

34

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.

35

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.

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

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

ABS Control Module and Hydraulic Unit

36

Brake System
Brake Assistant

Hill Decline 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.

The Hill Decline Assistant intervenes:

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 stabilize the vehicle, the motor torque is also
reduced.

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 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

37

Steering
Steering System
Overview

Steering Column

The standard power-assisted steering

consists of the following components:

The steering column is electrically lockable

and can be adjusted in the vertical and axial
directions.

Rack-and-pinion steering box

Hydraulic pump (vane-type pump)
Hydraulic supply lines with large oil
cooler

38

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.

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.

40

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.

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.

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.

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.

41

Tire Pressure Control

System Overview
(Delayed Introduction)

42

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.

43

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.

44

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 differential is standard equipment while a locking rear differential is available as an option.

Open 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.

Optional Locking Rear Differential

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.

45

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.

46

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.

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.

47

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.

53

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
-- 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