Service Training

Self Study Program 850103

The 8-Speed Automatic Transmission 0C8

Design and Function
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 Volkswagen Group of America, Inc.
Volkswagen Academy
Printed in U.S.A.
Printed 08/2010

Course Number 850103

©2010 Volkswagen Group of America, Inc.

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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 Group 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
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All requests for permission to copy and redistribute

information should be referred to Volkswagen Group of
America, Inc.

Always check Technical Bulletins and the latest electronic

repair information 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.
 Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Transmission Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Transmission Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Transmission Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
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Functional Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Note Important!

This Self-Study Program provides information This information will not be updated.
regarding the design and function of new For maintenance and repair procedures,
models. always refer to the latest electronic
This Self-Study Program is not a Repair Manual. service information.

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 Introduction

The 0C8 8-speed automatic transmission is based on the previous 09D automatic transmission. This transmission
uses the same basic components and has added two more forward speeds, helping both performance and fuel
consumption.

All 2011 Touareg vehicles will have the 0C8 8-speed automatic transmission.
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S466_003

1
 Introduction

Technical Data
Developer/
AISIN AW CO. LTD Japan
Manufacturer
Designation • Automatic transmission 0C8

• Electrohydraulically controlled 8-speed planetary transmission with a simple primary planetary gear set
Transmission and a Ravigneaux planetary gear set
Features • Torque converter with slip-controlled torque converter lock-up clutch
• Designed for longitudinal installation in combination with a transfer case

• Hydraulic control unit (valve body) in the oil sump with external electronic control module
Control • Dynamic Shift Program DSP with separate sports program in "position S" and "Tiptronic" mode for
System manual gear changes
• Special feature: Starting off in 2nd gear is possible in Tiptronic mode

Torque Depending on version, up to 737 lb/ft (1000 Nm)

Service For fluid maintenance and intervals, see ElsaWeb

Weight Depending on adaptation of the transmission to the engine, between 200 and 240 lb (91 and 108 kg)
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Speed Depending on engine, the top speed can be achieved in 6th, 7th or 8th gear

2
 Transmission Design

The 8-speed automatic transmission consists of :

• The torque converter with lock-up clutch

• The ATF pump
• The valve body
• The Lepellitier planetary transmission configuration
• The transmission housing
• Auxiliary hydraulic pump for transmission oil
• ATF preheater

Planetary
Torque Converter
Transmission
ATF Pump

ATF Pre-heater
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Housing
Transmission Fluid Auxiliary Hydraulic Pump 1 V475
Valve Body

S466_006

3
 Transmission Design

The Torque Converter

The hydro-mechanical torque converter is a fluid
Pump Wheel clutch. It is used both to transfer and multiply torque
from the engine. It consists of a turbine, pump,
Tuurbine Wheel
stator and lock-up clutch.

Torsional dampers are installed in all torque

converters. This allows the engine’s torsional
vibrations to be minimized.

Stator

Torsional Damper
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Torque
Converter Lock-
up Clutch

S466_073
In hybrid vehicles with combined electric motor and
combustion engine, the combustion engine drives
the torque converter via a shaft. This shaft runs
through the middle of electric motor (electric motor/
generator). If the electric motor is used to drive the
hybrid vehicle, the torque converter is driven directly
by the electric motor.

Different torque converters will be used depending

on the engine and drive characteristics.
Transfer Case
Engine
8-Speed Automatic Transmission

Electric Motor/Generator

S466_042

4
 Transmission Design

The Connection between the Engine to the Torque Converter

The torque converter is connected to the different
engines via three lugs. Depending on the engine,
3 or 6 bolts are required to connect the lugs to the
engine.
3.6L V6 FSI Engine

S466_215

3.0L V6 TDI

S466_214
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3.0L V6 FSI

The Torque Converter Lock-up

S466_216
Clutch
The torque converter lock-up clutch is a hydraulic
multi-plate clutch. It locks the torque converter’s Torque
Converter Lock-
pump and turbine to eliminate slip. up Clutch

Depending on the vehicle operating status, this can

be carried out at any time at engine speeds of over
1000 rpm.

Torque
Converter

S466_072

5
 Transmission Design

The Oil Supply

Depending on drivetrain, the 8-speed automatic transmission is equipped with the following oil pressure pumps:

• Combustion Engine: The ATF pump inside of the transmission

• Hybrid Drivetrain: The ATF pump inside of the transmission and the Transmission Fluid Auxiliary Hydraulic
Pump 1 V475

Converter Housing with Converter Hub

ATF Pump
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The ATF Pump

In vehicles with combustion engine, the mechanical
ATF pump (Automatic Transmission Fluid) is
responsible for supplying the transmission with oil.
It draws the ATF out of the oil pan, builds up the
oil pressure and supplies the valve body with the
hydraulic oil required for changing gears.

The oil pump is a crescent pump (duocentric oil

pump). It is driven directly by the engine via the
converter housing and the converter hub. When
driven, the ATF pump’s pinion drive plates engage in
two grooves on the converter hub.

In hybrid vehicles, this pump is driven by either

the combustion engine and/or the electric motor/
Oil Supply to the Valve Body generator.
S466_007

6
 Transmission Design

Transmission Fluid Auxiliary Hydraulic Pump 1 V475

Hybrid vehicles do not always run the combustion
engine. However, it is still necessary for the
automatic transmission to have oil pressure for
normal operation. The Transmission Fluid Auxiliary
Hydraulic Pump 1 V475 is responsible for supplying
oil pressure to the transmission when the engine is
not running and the vehicle is stationary. It is located
under the bell housing.

Function
The V475 is an electric motor which drives the
hydraulic pump. The electric motor is a brushless DC
s466_046
motor that is made up of a stator and a rotor. Auxiliary
Hydraulic Pump

The pump is a crescent pump (duocentric pump) that

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draws the ATF fluid out of the oil pan to pressurize

and supply to the rest of the transmission. The oil
enters the pump through a one-way check valve

The one-way check valve in the V475 prevents the oil

pumped by the mechanical ATF pump from flowing
back into the oil pan.

Oil Temperature Sensor 2 G664 is located inside

of the auxiliary hydraulic pump. This provides the
Transmission Control Module J217 with the operating
Duocentric Hydraulic Pump
temperature of the pump.
s466_030

Brushless Electric Motor

Effect in the event of failure

Based on the rotational speed of the DC motor,
the position sensors detect whether a malfunction
is present. The malfunction is reported to the
transmission control module. J217 tells the ECM to
start the mechanical ATF pump via the combustion
engine or the electric motor.

Non-return
valve s466_066

7
 Transmission Design

The Planetary Transmission

s466_011
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s466_002

Design
The Lepellitier planetary gear set concept is based on a single planetary gear set (primary planetary transmission)
and a downstream, double planetary gear set (Ravigneaux) with freewheeling capability.

The special feature of the Lepelletier planetary transmission is the fact that the double planetary gear set's sun
gears and planet carrier are driven at different rotational speeds. These different input speeds create a large
number of possible gear ratios.

In this transmission, the double planetary gear set's sun gears can be driven by the output speeds of the planet
carrier or the annulus (sun gear) of the single planetary gear set. At the same time, the double planetary gear
set's planet carrier runs at the transmission input speed. This configuration enables the use of two additional
forward gears.

Four multi-plate clutches, two multi-disc brakes and the freewheel are used to operate the eight forward gears
and one reverse gear.

8
 Transmission Design

The Single Planetary Gear Set

The single planetary gear set is located in front of the
double planetary gear set.

The single planetary gear set consists of: s466_013

K1
• The stationary sun gear S1 B1 K4 K3

• The planetary gears P1

• The planet carrier PT1
• The annulus H1
• The multi-plate clutches K1, K3 and K4
• The multi-disc brake B1

Either four or five planetary gear pairs are installed

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depending on the engine. These gears make the

connection to the S1 and the H1. The engine torque
is transmitted into the single planetary gear set via
the transmission input shaft.

s466_014

S1 H1 PT1
P1

Splined Connection

The Sun Gear S1

This is firmly joined to the mechanical ATF pump via a

splined connection. As a result of this joint, the S1 is
unable to rotate.

Sun Gear S1

s466_015

9
 Transmission Design

The Double Planetary Gear Set

The double planetary gear set is attached to the
single planetary gear set.
s466_012
The engine torque is transmitted into the double
F B2 K2 planetary gear set via two routes:

The S2 and S3 transfer the torque via the single

planetary gear set via K2 to PT2. The output to the
transfer case goes from the H2 via the transmission
output shaft. The double planetary gear set consists
of:

• The sun gears S2 and S3

• The planetary gear sets P2 and P3
• The planet carrier PT2
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• The annulus H2
• The multi-plate clutch K2
• The multi-disc brake B2 and
S2 P2 H2 P3 PT2 S3 s466_022
• The freewheel F
Connection to
the Single
Planetary Gear
Set The Sun Gears S2 and S3

Both S2 and S3 can be rotated independently of each

other. The axle of S3 runs through S2. Both sun gears
can be driven at different rotational speeds.

s466_035

Sun Gear S2

s466_034
Sun Gear S3

10
 Transmission Design

The Planetary Gears P2 and P3

Planetary Gears P2 Outer Planetary Gears P3
Planetary gears P2 and outer planetary gears P3 are
fitted together on one single shaft.

The torque from sun gear S2 is transferred to P2

and to the P3. Only the P3 are joined to annulus H2.
These transfer the torque from S2 to H2.

The torque from S3 to the H2 is first transmitted to

the P3. The P3 transfer the torque to the P3 and to
s466_038
the H2.

Depending on the engine, three or four P2 plus P3 Planet Carrier PT2

planetary gears are used.
Section 1
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s466_049

Section 2

Annulus H2 Planet Carrier PT2 Planet Carrier PT2

Annulus H2

s466_050
s466_051

Sun Gear S2 Planetary Gears P2 Sun Gear S3

Inner Planetary Gears P3
Section 1 Section 2 Outer Planetary Gears P3

11
 Transmission Design

Brake B1
Brake B2 Brake B1 is keyed to the transmission housing. If the
Automatic Transmission Pressure Regulating Valve
N216 is supplied with current, the brake's discs are
pressed together with hydraulic oil pressure. Under
these conditions, the sun gear S2 is held.
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Brake B2

B2 is keyed to the transmission housing. It is

actuated via the valve body. No pressure regulating
valve is required to control B2.

s466_218
When closed, it holds the planet carrier PT2.
Brake B1

Transmission Housing with the Discs of Brakes B1 and B2

The engine type determines the number of discs in the brakes.

The number of discs can vary between 4 and 7 per brake.

12
 Transmission Design

Clutches K1, K2, K3 and K4

The clutches are opened or closed via the solenoid
valves within the valve body. The following list shows
the function that each clutch performs in its closed
position:

1. K1 connects annulus H1 to sun gear S3.

2. K2 connects the turbine shaft to planet carrier PT2.

3. K3 connects annulus H1 to sun gear S2.

4. K4 connects planet carrier PT1 to sun gear S2.

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s466_060

Clutch K2

13
 Transmission Design

The Valve Body

The valve body is mounted to the bottom of the The valve body contains the following components:
transmission housing. The clutches and brakes are
controlled by the valve body using sliding valves. • The mechanically actuated spool valve
• The hydraulic selector valves
The slide valves are controlled by solenoid valves • Two electrically controlled solenoid valves
which are actuated by the Transmission Control (3/2-way directional control valves)
Module J217.
• Seven electric pressure regulating valves
(modulation valves) and
In addition to the clutches and brakes, the valve body
• The transmission oil temperature sensor
controls the torque converter clutch and the various
pressures throughout the entire transmission (ex.
main pressure, control pressure, converter pressure,
lubrication pressure, etc.).

The valve body is responsible for the entire oil supply.

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s466_005

14
 Transmission Design

The Valves
The valve body contains three different types of solenoid valves.
Automatic Transmission Pressure Regulating Valve 3 N217
Automatic Transmission
Pressure Regulating Automatic Transmission Pressure Regulating Valve 6 N371
Valve 1 N215 Automatic Transmission Pressure
Regulating Valve 4 N218
Automatic Transmission
Pressure Regulating Valve
2 N216
Automatic Transmission
Pressure Regulating
Valve 5 N233
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Solenoid Valve 2 N89

Automatic Transmission Pressure Regulating Valve 7 N443 Solenoid Valve 1 N88

Pressure regulating valves with ascending characteristic curve

Pressure regulating valves with descending characteristic curve
Selector valves (ON/OFF valves) P

Pressure Regulating Valve with Pressure regulating

Ascending Characteristic Curve valves with ascending
characteristic curve (N216,
N217, N371 and N443)
The more the pressure regulating valve is supplied
with current, the higher the hydraulic pressure. If the s466_040

pressure regulating valve is not supplied with current, I

no hydraulic pressure is present.

Pressure Regulating Valve with

Descending Characteristic Curve Pressure regulating
valves with descending
characteristic curve (N215,
The more the pressure regulating valve is supplied N218 and N233)
with current, the lower the hydraulic pressure. If the
pressure regulating valve is not supplied with current, s466_041
full hydraulic pressure is present. I

15
 Transmission Design

Functions of each of the solenoid valves:

Valve Function when current applied Direct access to Gear

Responsibility
Automatic Transmission Regulates the ATF pressure and directs it Main pressure R. 1st to 8th
Pressure Regulating Valve 1 either directly to clutches K2 and K3 or via
N215 solenoid valves N217, N371 and N216 to
clutches K1 and K4 and to brake B1

Automatic Transmission Supplies the ATF pressure to B1 brake, closing B1 Brake 2nd and 8th
Pressure Regulating Valve 2 the brake
N216

Automatic Transmission Supplies the ATF pressure to the plates of the K1 Clutch 1st to 5th
Pressure Regulating Valve 3 K1 clutch, closing the clutch
N217
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Automatic Transmission Relieves ATF pressure on the K2 clutch, K2 Clutch 1st,

Pressure Regulating Valve 4 opening the clutch engine brake
N218 5th to 8th

Automatic Transmission Relieves ATF pressure on the K3 clutch, K3 Clutch R, 3rd , 7th
Pressure Regulating Valve 5 opening the clutch
N233

Automatic Transmisssion Supplies the ATF pressure to the K4 clutch, K4 Clutch 4th and 6th
Pressure Regulating Valve 6 closing the clutch
N371

Automatic Transmission Supplies ATF pressure for the torque converter

Pressure Regulating Valve 7 lock-up clutch
N443
Solenoid Valve 1 N88 Supports pressure reduction in clutches K2
and K3

Solenoid Valve 2 N89 Only supplied with current in reverse gear

when speed is > 7 km/h or 1st gear is
engaged in Tiptronic. Prevents pressure
reduction in clutches K2 and K3.
Both valves operate alternately.

16
 Transmission Function

The Flow of Power

This is an extremely simplified diagram of the transmission. The torque paths of the individual gears will be
explained in following pages. The valve body illustration shows which solenoid valves are actuated for each gear.

B1
K4
K3 F
K1
B2
K2
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N215 N217
N371
N233
N216
N218

N433 N88 N89

s466_017

Legend
N88 - Solenoid Valve 1 K1 - Clutch 1
N89 - Solenoid Valve 2 K2 - Clutch 2
N215 - Automatic Transmission Pressure Regulating Valve 1 K3 - Clutch 3
N216 - Automatic Transmission Pressure Regulating Valve 2 K4 - Clutch 4
N217 - Automatic Transmission Pressure Regulating Valve 3 B1 - Brake 1
N218 - Automatic Transmission Pressure Regulating Valve 4 B2 - Brake 2
N233 - Automatic Transmission Pressure Regulating Valve 5 F - Freewheel
N371 - Automatic Transmission Pressure Regulating Valve 6
N443 - Automatic Transmission Pressure Regulating Valve 7

17
 Transmission Function

1st Gear

F
K1
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N217
N233

N218

N88
s466_016

K1 Clutch and Freewheel F

The turbine shaft drives the single planetary gear set's planet carrier PT1. The PT1 drives the planetary gears P1,
which roll and are supported on stationary sun gear S1. Annulus H1 is driven.

The K1 connects H1 to sun gear S3 and transfers the torque into the double planetary gear set. The freewheel
blocks planet carrier PT2. From the S3, the torque is transferred to the inner planetary gears P3 and to the outer
planetary gears P3. Supported by PT2, the torque is transferred to annulus H2. The H2 is connected to the
transmission output shaft.

18
 Transmission Function

1st Gear (Tiptronic)

B2
K1
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s466_018

N217
N233

N89

K1 Clutch and B2 Brake

The driver may request the engine braking in 1st gear. This can be selected in Tiptronic mode. The torque path is
the same as for 1st gear.

Use of the engine braking effect in 1st gear can only be enabled by closing B2.

Like the freewheel F, the B2 locks the planetary carrier PT2. In contrast to the F, however, B2 holds planet carrier
PT2 in both rotational directions. This is necessary Reverse and for engine braking in 1st gear.

19
 Transmission Function

2nd Gear

B1 K1
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N217

N233

N216

N218

N88

s466_019

K1 Clutch and B1 Brake

The turbine shaft drives the single planetary gear set's planet carrier PT1. PT1 drives the planetary gears P1,
which roll and are supported on stationary S1 sun gear. This causes H1 annulus to be driven.

The K1 clutch connects the H1 to the S3 sun gear, transferring torque into the double planetary gear set. The B1
brake locks the S2 sun gear. The S3 transfers torque to the P3 inner planetary gears and from there to the P3
outer planetary gears. The P2 planetary gears roll on S2 and, together with the P3 outer planetary gears, drive
H2.

20
 Transmission Function

3rd Gear

K3
K1

s466_020
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N217

N218

N88

K1 and K3 Clutches

The turbine shaft drives the single planetary gear set's planet carrier PT1. PT1 drives P1 planetary gears, which
roll and are supported on stationary S1 sun gear. This causes the H1 annulus to be driven.

The K1 clutch connects the H1 to the S3 small sun gear, transferring torque into the double planetary gear set.

The K3 clutch connects the H1 to the S2 large sun gear, transferring torque into the double planetary gear set.

The planetary gears P2 and P3 are held by the K1 and K3. The PT2 planet carrier rotates along with S2 and S3.
This causes the S2 and S3 to transfer torque to the H2 via PT2.

21
 Transmission Function

4th Gear

K4 K1

s466_021
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N217

N371

N233

N218

N88

K1 and K4 Clutches

The turbine shaft drives the PT1 single planetary gear set's planet carrier. PT1 drives P1 planetary gears, which
roll and are supported on stationary S1 sun gear. This causes the H1 annulus to be driven.

The K1 clutch connects the H1 to the S3 sun gear, transferring torque into the double planetary gear set.

The K4 clutch connects PT1 to the S2 sun gear, transferring torque into the double planetary gear set.

The S3 is driven more slowly than S2.

Planetary gears P2 and P3 roll on S2, which is rotating faster, and drive the H2.

22
 Transmission Function

7th Gear

K3
K2

s466_025
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N88

K2 and K3 Clutches

The turbine shaft drives the PT1 single planetary gear set's planet carrier and K2 clutch's outer plate carrier.

The PT1 drives the P1 planetary gears, which roll and are supported on stationary S1 sun gear. This causes the
H1 annulus to be driven.

The K3 clutch connects the H1 to the S2 sun gear, transferring torque into the double planetary gear set.

The K2 clutch connects the turbine shaft to PT2 planet carrier, transferring torque into the double planetary gear
set.

The P2 planetary gears, which are jointly driven by the S2 and PT2, together with the firmly linked P3 outer
planetary gears, drive the H2.

23
 Transmission Function

8th Gear

B1
K2

s466_026
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N233

N216

N88

K2 Clutch and B1 Brake

The B1 brake locks the S2 sun gear. The K2 clutch connects the turbine shaft to PT2 planet carrier of the double
planetary gear set, transferring torque into the double planetary gear set. The long P2 planetary gears roll on
stationary S2 and, together with the P3 outer planetary gears, drive the H2 annulus.

The K1 and K3 clutches are open. The single planetary gear set is not involved in power transmission.

24
 Transmission Function

Reverse Gear

K3
B2

s466_027
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N218

N88

K3 Clutch and B2 Brake

The turbine shaft drives the single planetary gear set's PT1 planet carrier. PT1 drives the P1 planetary gears,
which roll and are supported on stationary S1 sun gear. The H1 annulus is driven

The K3 clutch connects the H1 to the S2 sun gear, transferring torque into the double planetary gear set. In the
double planetary gear set, the B2 brake locks the PT2 planet carrier.

Torque is then transferred from the S2 to P2 planetary gears and then to the P3 outer planetary gears.

Supported by PT2, the torque is transferred to the H2, which is connected to the output shaft. The H2 is driven in
the opposite direction of engine rotation.

25
 Transmission Function

In Summary
The table shows which valves are actuated by the Transmission Control Module J217, and which clutches and
brakes are closed as a result.

N233

N371

N216
N218
N217

N88

N89

K1

K2

K3

K4

B1

B2
Gear

1st

1st
tip.

2nd

3rd
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4th

5th

6th

7th

8th

Pressure regulating valves with ascending characteristic curve

Pressure regulating valves with descending characteristic curve
Selector valves

N88 Solenoid Valve 1 K1 to K4 - Clutches 1 to 4

N89 Solenoid Valve 2 B1, B2 - Brakes 1 and 2
N216 Automatic Transmission Pressure Regulating Valve 2
N217 Automatic Transmission Pressure Regulating Valve 3
N218 Automatic Transmission Pressure Regulating Valve 4
N233 Automatic Transmission Pressure Regulating Valve 5
N371 Automatic Transmission Pressure Regulating Valve 6

26
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 Transmission Management System

System Overview
Sensors
Back-Up Switch F41

Multifunction Transmission Range Switch

F125 Selector Lever
Transmission Park Position Lock
Control Module Switch F319
J217

Tiptronic Switch F189

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Transmission Fluid Temperature Sensor G93

Comfort System
Central Control
Module
J393

Transmission Input Speed Sensor G182

Data Bus On Board

Diagnostic Interface
J533

Transmission Output Speed Sensor G195

Oil Temperature Sensor 2 G664*

Instrument Cluster
Control Module J285

28
 Transmission Management System

Actuators

Shift Lock Solenoid N110

Cooling Oil Valve N471

Engine Control Module J623

Solenoid Valve 1 N88

Solenoid Valve 2 N89
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Automatic Transmission Pressure Regulating

Valve 1 to 7 N215, N216, N217, N218, N233,
N371, N443

ABS Control Module J104

Transmission Hydraulic Pump Relay J510*
Auxiliary Hydraulic Pump Control Module J922*

Steering Column Electronics

Control Module J527

Transmission Fluid Auxiliary Hydraulic Pump 1 V475*

Adaptive Cruise
Control Unit J428

Transmission Range Display Y6

Distance Regulation
Control Module 2 J850

* With hybrid drive

Electromechanical Parking Brake

s466_074
Control Module J540

29
 Transmission Management System

The Transmission Control Module J217

The Transmission Control Module J217 is located
under the right front seat. It is connected to the
gateway via the powertrain CAN - bus.

J217 receives information from the sensors inside of

the transmission and actuates the solenoid valves in
the valve body.

If equipped with the Transmission Fluid Auxiliary

Hydraulic Pump 1 V475, the Oil Temperature Sensor
2 G664 transmits the operating temperature of the
pump.

The dynamic shift program is also integrated into

J217. It selects gear changes based on the operating
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J217 under the right front seat s466_061

status (aerodynamic drag and rolling resistance and
driving style).

30
 Transmission Management System

Auxiliary Hydraulic Pump Control Module

The Auxiliary Hydraulic Pump Control Module J922
is located in the right front wheel well for high
ventilation. This pump has a high control rate due to
the hybrid design.

J922 is controlled by the transmission control

module and activates the Transmission Fluid Auxiliary
Hydraulic Pump 1 V475 for providing transmission
fluid pressure when the vehicle is stationary without
the combustion engine running.

J922 in the right wheel housing s466_075

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31
 Transmission Management System

The Thermal Management System

Rotary Piston Valve

Cooling Oil Valve N471

Air Heat Exchanger for ATF

ATF Pre-Heater
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s466_065
Thermostat

Once the combustion engine has reached its operating temperature, the coolant can be used to pre-heat the
transmission fluid. The Transmission Control Module J217 receives information through the Powertrain CAN-Bus
that the engine has reached its operating temperature and the transmission can be heated.

J217 supplies the Cooling Oil Valve N471 with current. As a result, the pneumatic cut-off valve (rotary piston
valve) is opened by releasing vacuum, and the warm coolant flows through the ATF pre-heater mounted on the
transmission. The ATF pre-heater consists of a set of plates joined together to form a heat exchanger between
coolant and ATF.

More information on the thermal

management system can be found in
SSP 890203, The Touareg Hybrid.

32
 Transmission Management System

The Hill-Holder Function

This secures the vehicle to prevent it from rolling
back on an incline, enabling comfortable start off on
slopes.

The hill-holder function is controlled by the electronic

parking brake via the ABS control unit at an ATF
temperature of less than approx. 10°C (50°F).

At temperatures above 10°C, the function is

performed by the transmission. If the Transmission
Control Module J217 detects a slope based on the
rolling resistance, wile simultaneously detecting a
Freewheel Double vehicle speed of 0 mph, it shifts to 2nd gear.
planetary gear set
Rolling back is not possible in 2nd gear, because the
locking freewheel will not allow the double planetary
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gear set’s annulus to rotate backwards.

The freewheel is only released when the starting

torque is greater than the resistance of the grade,
allowing the vehicle to move off comfortably.

s466_077

33
 Electrical Components

The Selector Lever Module

Slider with Permanent Magnet

Selector Lever Electronics with
Connector A to the Vehicle Wiring Tiptronic Switch F189
Harness for the Transmission

Connector C to the Transmission Selector Lever

Range Display Y6
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s466_067
Selector Lever
Cable

Transmission Range
Display Y6

Gear Change Mechanism

in the Selector Housing

Gear changes are actuated using the selector lever module. This module is equipped with both a mechanical
connection to the automatic transmission via a Bowden cable and an electrical connection to the transmission
management system.

Bowden cable connection functions Electrical functions

• Parking lock actuation • Ignition key withdrawal lock

• Actuation of the hydraulic control system's • Actuation of the selector lever position display unit
mechanically operated spool valve (via the transmission control unit)
• Actuation of the multifunction switch on the • Tiptronic function
transmission • Selector lever lock (P/N lock)

34
 Electrical Components

The Gear Change Mechanism

The design and function of the gear change

Gear Change mechanism in the Touareg is adapted from the Audi
Mechanism
Q7.

The gear change mechanism and the selector

housing cannot be separated.

s466_063
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Selector Housing

Selector lever locks (P lock and P/N lock)

The selector lever lock is actuated when the ignition
is switched ON and in the P and N positions during
vehicle operation. When the ignition key is removed,
the system is locked in the P position.

The locking mechanism enables the selector lever

to be locked both when no current is supplied to
the Shift Lock Solenoid N110 (P position) and when
current is supplied (N position).

s466_054

35
 Electrical Components

Lock in Selector Lever Position P

The selector lever locks in the P position because the
locking lever automatically locks in this position.

If no current is supplied to Shift Lock Solenoid N110,

the locking lever automatically drops into the P catch
as soon as the selector lever is brought to the P
position. This locking lever movement is engaged by
a spring in the N110.

The N110 is supplied with current for unlocking

purposes. As a result, the solenoid pushes the
locking lever out of the P catch. In the event of a
s466_055
defect or a current failure, the selector lever remains
locked. This can be released using the emergency
release.
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Lock in Selector Lever Position N

If the selector lever is in the N position, the N110

is actuated. This presses the locking lever into the
N catch with its upper hook and locks the selector
lever.
s466_056

In order to release the lock, the N110 is shut off and

the locking lever drops down out of the catch.

36
 Electrical Components

Parking Lock Emergency Release

In order to actuate the selector lever lock's

emergency release mechanism, the selector lever
trim cover must be removed from the center console.

s466_063 The emergency release mechanism's locking lever

is located on the right-hand side of the gear change
mechanism. To release the selector lever lock, the
locking lever must be pulled up while simultaneously
pressing the selector lever lock button.
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Locking Lever for Emergency Release Secure the vehicle to prevent it from
s466_064 rolling before the selector lever is moved
to the N position.

Transmission Range Display Y6

The selector lever position information comes directly

from the transmission control unit as a frequency
modulated rectangular signal (FMR signal).

s466_059
The selector lever sensor system evaluates the signal
and actuates the corresponding light-emitting diode
in the Transmission Range Display Y6.

37
 Functional Diagram

J285

a b b
J533

Y6
d
J510 N471

S- P- S+ P+
F189 N380 F305 N110 F319

b
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J217

J922

s466_081a

V475 G664

F189 Tiptronic Switch V475 Transmission Fluid Auxiliary Hydraulic Pump 1

F305 Transmission Park Selector Switch Y6 Transmission Range Display
F319 Selector Lever Park Position Lock Switch
G664 Oil Temperature Sensor 2 a Fuse Holder D
J217 Transmission Control Module b Fuse Holder C
J285 Instrument Cluster Control Module c Connection to the Convenience System Central Control Module
J510 Transmission Hydraulic Pump Relay d Connection to the Onboard Power Supply Control Module
J533 Data Bus On Board Diagnostic Interface e Connection to the Convenience System Central Control Module
J922 Auxiliary Hydraulic Pump Control Module
N110 Shift Lock Solenoid
N380 Selector Lever Park Position Solenoid
N471 Cooling Oil Valve

38
 Functional Diagram

E439 E438
J527

F350 J453

N217 N218 N233 N371 N216 N215 N443 N88 N89 G93 G182 G19
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J217

e b
Positive
Earth
Output signal
Input signal
CAN data bus
s466_081b
F41 F125

E438 Tiptronic Upshift Button on Steering Wheel N88 Solenoid Valve 1

E439 Tiptronic Downshift Button on Steering Wheel N89 Solenoid Valve 2
F41 Back-up Switch N215 Automatic Transmission Pressure Regulating Valve 1
F125 Multifunction Transmission Range Switch N216 Automatic Transmission Pressure Regulating Valve 2
F350 Spiral Spring N217 Automatic Transmission Pressure Regulating Valve 3
G93 Transmission Oil Temperature Sender N218 Automatic Transmission Pressure Regulating Valve 4
G182 Transmission Input Speed Sensor N233 Automatic Transmission Pressure Regulating Valve 5
G195 Transmission Output Speed Sensor N371 Automatic Transmission Pressure Regulating Valve 6
J453 Multifunction Steering Wheel Control Module N443 Automatic Transmission Pressure Regulating Valve 7
J527 Steering Column Electronics Control Module

39
ProCarManuals.com

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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

For Assistance, please call:

Volkswagen Academy
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Certification Program Headquarters

1-877-791-4838

(8:00 a.m. to 8:00 p.m. EST)

Or, E-Mail:

[email protected]

41
ProCarManuals.com

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August, 2010