The Phaeton Chassis

Design and Function

Self-Study Program
Course Number 893303
Volkswagen of America, Inc.
Service Training
Printed in U.S.A.
Printed 08/2003
Course Number 893303

©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
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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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names used in this manual are trade names,
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 Table of Contents

Introduction ............................................................................... 1
The Chassis

Front Axle .................................................................................. 4

Front Axle

Rear Axle .................................................................................. 10

Rear Axle for Front-Wheel Drive, Rear Axle for 4Motion

Alignment ................................................................................ 14
Measurement Guidelines

Steering .................................................................................... 16
Steering System Overview, Steering Column,
Servotronic II Variable Effort Power Steering

Brakes ....................................................................................... 30
Brake System Overview, Wheel Brakes,
Foot Parking Brake, Brake Lines and Cables,
Pedal Cluster, Bosch 5.7 Antilock Brake System

Wheels and Tires ..................................................................... 46

Tire Pressure Monitoring

Knowledge Assessment ......................................................... 57

New!

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.

i
 Introduction

In top form, the Phaeton chassis fulfills

even the most challenging demands on
comfort and driving dynamics.
The Phaeton makes important contributions
to active vehicle safety through several of
its chassis components, including:
• Speed-dependent power-assisted
steering.
• Four-link front suspension.
• Trapezoidal wishbone rear suspension.
• Electronic Stabilization Program (ESP)
with Brake Assist.

SSP277/033

1
Introduction
The Chassis
Major chassis components and features on
the new Phaeton include:
• Four-link front suspension with
64.09-inch (1628 mm) track width
• Trapezoidal wishbone rear suspension
with 63.46-inch (1612 mm) track width
• Front and rear anti-roll bars
• Independent wheel suspension front
and rear
• Air suspension with continuously
controlled damping
• Foot-actuated parking brake
• Brake Assist
• Speed-dependent power-assisted steering
• Ventilated disc brakes
• Tire pressure monitor
• Electronic Stabilization
Program (ESP)

2
 Introduction

SSP277/002

3
Front Axle
Front Axle
The Phaeton front axle is equipped • Good driving comfort.
with four-link suspension. The multitude • Exceptional anti-squat and anti-dive
of guide elements produces the performance.
following advantages:
• Isolation from unwanted drive forces
from the steering.
• High steering precision through
optimized positioning of the pivot axis.

SSP277/129

4
 Front Axle

Component Overview

Bearing Block
(Cast Aluminum) Front and Rear Upper
Suspension Links
(Forged Aluminum)

Wheel Bearing
Housing
(Cast Steel)

Subframe
(Hydroformed Steel)

Guide Link
(Forged Aluminum)
Anti-Roll Bar
(Steel)

Bearing Link
(Forged Steel)

SSP277/010

5
Front Axle

Bolted Wheel Bearings

Wheel Hub Wheel Bearing The wheel bearings are not pressed into
Housing the wheel bearing housings. They are
bolted to the wheel bearing housing.
Bolted
Connection This enables the wheel bearing to be
installed without removing the pivot bearing
or jointed shaft.

Bolted
Wheel Connection
Bearing
SSP277/044

Rubber Bushing with
Aluminum Pipe Clamps
Anti-Roll Bar
Depending on the engine, the Phaeton has
either a solid anti-roll bar 1.38 inches
(35 mm) in diameter or a tubular anti-roll bar
1.38 inches (35 mm) in diameter with a wall
thickness of 0.24 inch (6 mm).
The rubber bushings and aluminum pipe
clamps are vulcanized onto the anti-roll bar
in this design and cannot be replaced.
This support arrangement was designed
to have radially rigid and rotationally
flexible characteristics.

SSP277/025

6
 Front Axle

Subframe
The subframe is made of high-pressure
hydroformed tubular steel. It is bolted to
the body using rubber-metal bushings.
This flexible connection keeps the body
free of forces and impacts that the
chassis introduces.
The additional bolted brace ensures ample
transverse rigidity.

Brace

SSP277/026

Air Spring Strut to

Suspension Link Connection
The air spring strut is attached to the
Air Spring Strut
bearing link with a rubber-metal bushing.

Bearing Link

SSP277/037

7
Front Axle

Virtual Steering Axis The steering axis thus formed by the line
through these two points of intersection is
With the Phaeton four-link front
in free space. This is why it is referred to as
suspension, the steering axis does not run
a virtual steering axis.
through the upper and lower joints on the
wheel bearing housing as with conventional It does not change position at full
front axle designs. steering lock.
On the Phaeton front axle, the steering axis This arrangement enables the steering axis
runs through two intersection points that to be placed close to the wheel center
are derived by extending the lines formed plane. This has a positive effect on the
by the two axes of the connections scrub radius which improves handling.
between the two upper suspension link
joints, and similarly derived from the
connections between the two lower
suspension link joints.

1-4 Directions of the

Suspension Links
2 R Wheel Center Point
A Wheel Contact Point
n Trail
nv Castor Offset
1
p Scrub Radius
a Road Feedback Lever
4 Arm
Point AS = Piercing Point of
the Steering Axis on
the Road Surface
R

nv
3 a

A
AS

n
p

SSP277/029

8
 Front Axle

Full Steering Lock Positions

This axle design allows the virtual steering Link Position for Left Turn
axes to be shifted much further outboard
than would otherwise be possible.
The position of the steering axis
determines the castor angle and the
steering swivel inclination.
By optimizing the axle geometry, it is
possible to reduce the effects of torque
steer.
Since the wheels are located using four ball
sockets on the ends of the transverse links,
the pivot axis can run approximately SSP277/070
through the vertical center of each wheel,
regardless of physical space requirements. Link Position for Straight Driving
The wheel moves around the virtual
steering axis.
The virtual steering axis changes position
as the steering mechanism moves the
wheels from lock to lock.
The defined movement of the virtual
steering axis during steering reduces the
space requirements in comparison to
conventional axle systems with fixed-space
steering axes.
SSP277/040

Link Position for Right Turn

SSP277/072

9
Rear Axle
Rear Axle for Front-Wheel Drive
(Not Available in the
North American Market)

In the Phaeton, the rear axle is designed
with unequal length trapezoidal wishbone
suspension. All wheel location elements
are mounted to a rigid subframe that resists
torsion and warping.
The subframe is connected to the body
using large dimension rubber bushings.
This configuration achieves exact wheel
location and good ride quality.

Wheel
Bearing
Housing SSP277/101

Wheel Hub

Bolted
Connection
Rear Wheel Hub
Instead of the bolted constant velocity joint
Stub Axle pivot, the wheel bearing is pre-stressed
with a stub axle.
The rear axle for front wheel drive vehicles
is similar to the axle for all-wheel drive
vehicles, but the rear axle drive and jointed
Bolted shafts are not used.
Connection

SSP277/046

10

Rear Axle for 4Motion
All Phaetons sold in the North American
market have 4Motion all-wheel-drive
systems. The subframe holds the rear
differential at three points.
Rear Axle
Between the isolation provided at these
three mounting points, and the isolation
provided by the subframe mounts, the rear
differential is doubly isolated from the body.
SSP277/016
11
Rear Axle

Integrating a coupler into the hub carrier The passive steering properties and
connection and using a track rod has noise insulation provided by the Phaeton
optimized the toe-in behavior of the rear axle design have improved upon
rear axle. designs used in previous vehicles.

Steel Subframe Forged Aluminum

Transverse Link

Rubber-Metal Cast Aluminum

Bushing Axle Link
SSP277/068

Bolted Joint for

Camber Correction

Bolted Joint for

Track Correction

Wheel
Bearing
Housing Coupler Track Rod
SSP277/018

12
 Rear Axle

Rubber Bushings

Anti-Roll Bar
An solid anti-roll bar 0.79 inch (20 mm) in
diameter is installed on the rear axle.
The rubber bushings are vulcanized onto
the rear axle anti-roll bar as they are on the
front axle anti-roll bar.

SSP277/031

Wheel Bearing Housing

As with the front axle wheel bearings, the
rear axle wheel bearings are bolted to the
wheel bearing housings.
The wheel bearings on the front and rear
axles are identical in construction.
Wheel Bearing
Housing

Wheel Hub Bolted Connection

Bolted Connection

SSP277/044

13
Alignment
Measurement Guidelines
Before every alignment measurement, the
level position of each suspension strut
must be checked.
The familiar parameters of camber and
toe-in must be measured and adjusted as
necessary on the rear or front axle during
alignment procedures.
In addition, toe-in must be checked and
set as necessary at the front axle when the
suspension is extended. This adjustment
must be made with the wheels raised
2.36 inches (60 mm) when the vehicle
is empty.
Adjusting the toe-in curve with the wheels
in an extended state sets the toe-in curve
for driving stability.

Toe-In Curve Diagram Extension

-4.72 (-120) in Inches (mm)

-3.94 (-100)

-3.15 (-80)

-2.36 (-60)

-1.57 (-40)

-0.79 (-20)

60 40 20 -20 -40 -60

Toe-In in Degrees

0.79 (20)

1.57 (40)

2.36 (60)

3.15 (80)

3.94 (100) Compression

in Inches (mm) SSP277/042

14
 Alignment

Front-End Alignment For complete front-end

alignment instructions,
The following steps are important when
refer to the Repair Manual.
performing the front-end alignment:
• Setting the basic toe-in with an empty
vehicle by changing the length of the
track rod.
• Setting the inclination of the toe-in curve
by changing the height of the outer track
rod joint.

Adjustment
Range for the
Toe-In Curve

SSP277/021

Adjustment Option for Independent Toe-In

SSP277/020

15
Steering
Steering System Overview

SSP277/093

Steering Column
The Phaeton is equipped with an adjustable
steering column.
The adjustment range is 1.97 inches
(50 mm) in the axial direction and
1.57 inches (40 mm) in the vertical direction.

SSP277/083

16
 Steering

Electric Steering Column Adjustment

The electric steering column is steplessly
adjustable in the axial and vertical directions.
The adjustments are driven by two
electric motors:
• Motor for Steering Column Adjustment,
Vertical V123
• Motor for Steering Column Adjustment,
Axial V124

Pull Tab

Console

Crash
Motor for Carriage
Steering Column
Adjustment,
Axial V124

Motor for
Steering Column
Adjustment,
Vertical V123

SSP277/081

17
Steering

Electric Steering Column The Driver’s Seat/Mirror Position Control

Adjustment Functional Diagram Module J543 then sets the Motor for
Steering Column Adjustment, Vertical V123
The convenience CAN data bus carries the
and the Motor for Steering Column
command signal to adjust the steering
Adjustment, Axial V124 to the
column, and the Driver’s Seat/Mirror
corresponding positions.
Position Control Module J543 processes it.
Hall-effect sensors in the Motor for
The Steering Column Electronic Systems
Steering Column Adjustment, Vertical V123
Control Module J527 interprets and reads
and the Motor for Steering Column
the driver’s input from the Steering Column
Adjustment, Axial V124 send the return
Adjustment Switch E167 and places the
signals to the Driver’s Seat/Mirror Position
signal on the convenience CAN data bus.
Control Module J543.

Steering Column
Adjustment Switch E167
± Axial, ± Vertical

Control Unit for

Steering Column
Electronics J527

Motor for
Steering Column
Steering Column Adjustment,
Axial Position Sensor Axial V124

Control Unit for

Driver Seat/Mirror
Position J543

Motor for
Steering Column Steering Column
Vertical Position Sensor Adjustment,
Vertical V123

SSP277/091

18
 Steering

Electric Steering Column Lock
The Phaeton uses an electric steering
column lock instead of a mechanical
steering lock.
The electric steering column lock is an
integrated system with an electrical
interface to the Access/Start Control
Module J518 and a mechanical interface to
the steering column.
When the electric motor of the Steering
Column Lock Actuator N360 is activated,
the worm gear moves the push rod in the
longitudinal direction. To lock the steering
column (terminal 15, off), the locking collar
with internal teeth is pushed over the
conical locking star with external teeth until
it stops. To unlock the steering column
(terminal S, on), the locking collar is pulled
away from the locking star.

Locking Collar Locking Star

Unlock Lock

Push Rod
M
Worm Gear
Steering Column
Lock Actuator N360
Access/Start
Control Module Control Module
with Two Hall J518
Sensors

SSP277/074

19
Steering
Servotronic II Variable Effort
Power Steering
The Phaeton is equipped with Servotronic II distinguished by light, comfortable steering
variable effort power steering. This hydraulic during parking and other low-speed
steering system, which is electronically maneuvers, and a precise driving feel as
controlled and speed dependent, is speed increases.

Power Steering
Pump V119

Servotronic
Solenoid
Valve N119

SSP277/049

20
 Steering

Servotronic Characteristic The Servotronic variable effort power

Curve Diagram
The diagram shows how the pressure
changes with respect to steering wheel
movement in relation to driving speed.
The characteristic curve has been
specifically adjusted to the vehicle character.
steering system is based on hydraulic
steering. The hydraulic steering modified
rotary valve uses the principle of direct
hydraulic reaction (feedback).
Using an electro-hydraulic converter and
steering valve enables the Servotronic
system to change the amount of steering
assist according to driving speed.

Pressure
psi (kPa)
1,740 (12,000)
0 mph
(0 km/h)
1,450 (10,000)
31 mph
(50 km/h)
1,160 (8,000)
75 mph
(120 km/h)
870 (6,000)

580 (4,000)

290 (2,000)

0
7.38 5.90 4.43 2.95 1.48 0 1.48 2.95 4.43 5.90 7.38
(10) (8) (6) (4) (2) (2) (4) (6) (8) (10)

Steering Wheel Movement – lbs-ft (Nm) SSP277/051

21
Steering

Electric Control The speed-dependent influence on the

steering translates into minimum forces
The Servotronic Control Module J236
required for steering effort at standstill and
evaluates the road speed signal from the
low speeds.
Instrument Cluster Combination Processor
J218 and converts the signal into Since the hydraulic reaction changes in
modulated current. This actuates the relation to driving speed, the application
Servotronic Solenoid Valve N119. force at the steering wheel increases with
increasing speed. This gives the driver
The Servotronic Solenoid Valve N119
especially good road feel and precise
determines the hydraulic reaction at the
steering control.
rotary valve and thus the application
moment at the steering wheel.

Servotronic
Control Module Instrument Cluster
J236 Combination Processor J218
Road Speed Signal

15 31

Servotronic
Solenoid
Valve N119

SSP277/095

22
 Steering

Safety with the Servotronic System If the road speed signal fails while driving,
the Servotronic system remains at the
The steering system remains functional if
last given control range until the ignition
the vehicle electrical system fails or other
is turned off. The next time the engine
electrical faults occur. The Servotronic
is started, the maximum hydraulic
system then works using the mechanical
reaction develops.
forced opening of the Servotronic Solenoid
Valve N119 at maximum hydraulic reaction.

23
Steering

The Servotronic System in Operation In the valve unit, a torsion bar is pinned to
the rotary valve on one side and to the
The rotary valve in neutral position – driving pinion and control bushing on the
vehicle stationary other side. The torsion bar is responsible
Power Steering Pump V119 generates for centering (neutral position).
the hydraulic pressure that the Servotronic
system requires, about 1,885 psi
(13,000 kPa), which is transferred to
the rotary valve.

Rotary Servotronic
Valve Control Module J236 Road Speed Signal
Control Torsion
Bushing Bar

Return

Reservoir

From Pump
Torsion Bar
Reaction Pin Connection
Servotronic Piston
Solenoid
Valve N119 Power
Rotary Valve
To Left To Right Steering
Working Working Pump
Cylinder Cylinder V119

Pressure
and Flow
Relief
Valve

Left Right Control

Working Working Bushing
Cylinder Cylinder

SSP277/053

24
 Steering

The oil that the Power Steering Pump V119
supplies flows through the connection hole
in the valve region and into the inflow radial
channel. It then flows into the cross holes
in the control bushing to the inflow control
channels in the rotary valve.
In the valve neutral position, the oil flows
via the open inflow control vanes into all
axial channels in the control bushing. From
there it also flows via the open return
control vanes into the return control
channels in the rotary valve.
From these channels, the oil can flow
through connections into the return
chamber, and from there back to the
oil reservoir.
At the same time, the radial channels in
the valve body and the associated tube
lines connect the right and left working
cylinder chambers.
Return Control Vane

Return Control Channel

Return Control Vane
Inflow Radial Channel
Inflow Control Vane
Inflow Control Channel

Inflow Control Vane

Axial Channel
SSP277/055

Radial Channel
Inflow Radial Channel
Reaction Piston

Radial Channel Reaction Chamber

Return Chamber

Right Working Cylinder From Pump

Left Working Cylinder

Return
Control Bushing
SSP277/057

25
Steering

Rotary valve in working position, left full The pressurized oil travels via the inflow
steering lock – driving at low speed control vanes, which are further open,
into the associated axial channels, through
At left full steering lock, oil must flow to the
the hole in the radial channel and via a tube
right side of the working cylinder to assist
line to the right cylinder chamber, thus
the steering effort.
hydraulically assisting the steering rack
The force at the steering wheel turns the to move.
torsion bar in its elastic range, since it is
The pressurized oil in the right cylinder
pinned to the rotary valve at the top and to
chamber pushes the oil out of the left
the control bushing and driving pinion at
cylinder chamber into the return line.
the bottom.
The torsion bar, which narrows in the If the driver releases the steering wheel,
appropriate region, turns the rotary valve the torsion bar ensures that the rotary valve
and the control bushing spring back into the
against the control bushing.
neutral position.
Rotary Servotronic
Valve Control Module J236 Road Speed Signal
Control Torsion
Bushing Bar

Return
Reservoir

From Pump Torsion

Reaction Bar
Servotronic Piston Pin Connection
Solenoid
Rotary Valve Power
Valve N119
Steering
Pump
From Left To Right V119
Working Working
Cylinder Cylinder

Pressure
and Flow
Relief
Valve

Left Right Control

Working Working Bushing
Cylinder Cylinder SSP277/059

26
 Steering

The Servotronic Control Module J236
evaluates the road speed signal and passes
it on to the Servotronic Solenoid Valve
N119 as modulated control current.
Due to the maximum current produced in
this driving situation, the Servotronic
Solenoid Valve N119 closes and prevents
oil from flowing from the inflow radial
channel to the reaction chamber.
A baffle ensures that the return pressure
level also acts in the reaction chamber.
Thus, the Servotronic rotary valve behaves
as a normal rotary valve in this situation.
The steering is light and can be operated
with little effort since the reaction has
been eliminated.

Baffle

Radial Channel

Inflow Radial Channel

Servotronic Reaction Piston

Solenoid
Valve N119
Reaction Chamber

Radial Channel

Return Chamber

To Right
From Pump
Working
Cylinder
From Left
Working Return
Cylinder

Control
Bushing

SSP277/061

27
Steering

Rotary valve in working position, right
full steering lock – driving at high speed
At right full steering lock, oil must flow to
the left side of the working cylinder to
assist the steering effort.
The force at the steering wheel turns the
torsion bar in its elastic range, since it is
pinned to the rotary valve at the top and to
the control bushing and driving pinion at
the bottom.
The torsion bar, which narrows in the
appropriate region, turns the rotary valve
against the control bushing.
The pressurized oil travels via the inflow
control vanes, which are further open, into
the associated axial channels, through the
hole in the radial channel and via a tube line
to the left cylinder chamber, thus
hydraulically assisting the steering rack
to move.
The pressurized oil in the left cylinder
chamber pushes the oil out of the right
cylinder chamber into the return line. If the
driver releases the steering wheel, the
torsion bar ensures that the rotary valve
and the control bushing spring back into the
neutral position.

Rotary Servotronic Road

Control Valve Torsion Control Module J236 Speed
Bushing Bar Signal

Return
Reservoir

From Pump Torsion Bar

Reaction
Piston Pin Connection
Servotronic Power
Solenoid Steering
Rotary Valve
Valve N119 Pump
V119
To Left From Right
Working Working
Cylinder Cylinder

Pressure
and Flow
Relief
Valve

Left Right Control

Working Working Bushing
Cylinder Cylinder SSP277/063

28
 Steering

As the speed increases, the Servotronic in this sequence of operations, the

Control Module J236 reduces the control specifically determined application moment
current to the Servotronic Solenoid Valve required to move the steering wheel is
N119. With this, the Servotronic Solenoid higher.
Valve N119 takes on a certain opening
At high driving speeds, the Servotronic
position and enables a limited oil inflow
Solenoid Valve N119 is completely open
from the inflow radial channel into the
due to the very low or zero control current.
reaction chamber. A baffle prevents large
Thus, the inflow radial channel supplies
amounts of oil from flowing out into the
maximum pressure to the reaction system.
return chamber, so that higher pressure
When the driver turns the steering wheel to
develops in the reaction chamber. The
the right, the reaction pressure also
increased pressure acting on the reaction
increases corresponding to the prevailing
piston then generates a greater pressing
operating pressure and pushes the reaction
force on the balls guided by V-ways. These
piston out of the reaction chamber.
balls are located between the reaction
piston and the centering piece, which is As soon as the reaction pressure, which is
firmly joined to the control bushing. determined specifically for the vehicle, is
reached, the cut-off valve opens and the oil
During straight driving, this has a positive
flows out into the return chamber so that
effect on the centering of the rotary valve,
the pressure does not increase further. The
making it particularly exact. When the
application moment at the steering wheel
rotary valve pivots, the balls, which are now
now does not increase further, and conveys
more highly loaded, exert additional
a secure driving feel through optimum
resistance against turning of the rotary
contact with the roadway.
valve. Therefore, with the hydraulic reaction

Ball
Baffle

Inflow Radial Channel Reaction Piston

Servotronic Reaction Chamber
Solenoid
Valve N119 Centering Piece

Cut-Off Valve

Return Chamber

Control Bushing

SSP277/065

29
Brakes
Brake System Overview
The Bosch 5.7 Antilock Brake System
(ABS) with integrated Electronic
Stabilization Program (ESP) and hydraulic
Brake Assist is standard equipment on all
Phaeton models.
It is a diagonally separated
two-circuit system. Pedal Cluster

This high-performance brake system Dual Brake Booster

includes newly developed front and
rear wheel brakes with large
ventilated brake discs.

ABS Hydraulic Unit N55

Front Wheel Brake

30
 Brakes

Rear Wheel Brake

Brake Cables

Brake Lines

Foot Parking Brake

SSP277/006

31
Brakes
Wheel Brakes
To satisfy demanding safety requirements
and guarantee a high level of comfort, the
wheel brakes have been specially designed
for the Phaeton.
Brake Disc Sizes
The Phaeton is equipped with different size
brake discs depending upon which engine
is used on the vehicle.

Front Wheel Brakes

A new aluminum brake caliper was
developed for the Phaeton front
wheel brakes.
This lightweight brake caliper consists of
a monoblock housing design that does
not separate. It has eight pistons and four
brake pads.
This arrangement ensures optimum
conditions for pressing the brake pads
onto the brake disc.
The brake caliper design has a wide reach
around the friction ring. It achieves low mass
combined with optimal caliper stiffness.

SSP277/103

32
 Brakes

Front Brake Discs

Aluminum
The front brake discs are constructed from Brake
two parts. A friction ring is attached to a Disc Cup
brake disc cup with sliders.
This design allows the brake discs to freely
expand in the radial direction. This
significantly improves the thermal shock
resistance, increasing the service life of the
brake disc.
At the same time, this type of connection
has a favorable effect on the deformation of
the friction ring under temperature loading.
This reduces noise during brake application.
A positive result of this design is the weight
saved by manufacturing the brake disc cup
from aluminum. The specially formed
cooling ribs provide a robust construction
with optimal flow-through.
Specially shaped rims and an air guide Friction Ring
move the air stream directly to the Slider
brake disc. SSP277/012

Rear Wheel Brakes

The Phaeton rear wheel brakes are
high-performance, ventilated disc brakes.
They use newly developed aluminum
brake calipers.
The parking brake feature is integrated into
the rear brake calipers.

SSP277/008

33
Brakes
Foot Parking Brake
The Phaeton uses a foot-actuated parking
brake. It is distinguished by its low weight,
minimum release force, and responsive
design. The main components of the
parking brake pedal assembly are
manufactured from aluminum alloy.
The parking brake is located in the
left side of the footwell above the footrest.
The parking brake is applied by pressing
the pedal.
Release Cable
When the driver presses the foot parking
brake pedal, a control cable transfers the
applied force to a lever mechanism under
the floor of the vehicle. Here, the force is
divided over two brake cables, which
operate the actuating mechanisms on the
rear wheel brakes.
The parking brake is released by pulling the
release lever by hand.

Release Lever

Pedal

Control Cable
SSP277/109

34
 Brakes

Coil Spring
Foot Parking Brake Coil Spring
Cable Retainer
The coil spring, which acts on a drum, takes
on the brake locking function. The spring
slides on the drum and expands due to the Drum Plastic Spring
direction of movement.
If the counter force of the brake moves the
spring in the other direction, it pulls
together and increases the friction between
the coil spring and drum. Thus, the pedal
locking action is almost completely stepless
and noiseless. Control Cable
An additional plastic spring produces
Pedal
the typical click sound when the pedal SSP277/156a

is pressed.
Release
Cable
Coil Spring
When the driver pulls the release lever,
the retainer of the release cable is drawn Retainer
upward. This expands the coil spring, or in Drum for Release
other words, the spring becomes moveable Cable
and the pedal can return to the initial
position. This principle requires low
release forces.

SSP277/156b

Lock
The coil spring tightens
around the drum when
the pedal moves in
the opposing direction.
SSP277/152

Release
The diameter of the
coil spring becomes
larger when the spring
expands. The coil spring
can move on the drum. SSP277/154

35
Brakes
Actuation of the Rear Wheel
Parking Brakes
When the driver applies the foot parking
brake, the brake cables actuate the
parking brake lever on the brake caliper.
The actuating shaft turns and performs
a stroke.
36
The mounting of the actuating shaft on
three balls, which are positioned on a
sloped disc, produces the stroke. The
stroke movement actuates the piston
which clamps the brake caliper and presses
the brake pads against the brake disc.
Parking Brake Cable
Parking Brake Lever
SSP277/008
 Brakes

Automatic resetting A turning action of the resetting nut on

the threads of the push bar resets the
The increase in clearance that results from
clearance to compensate for the increase in
brake pad wear must be compensated for
clearance that results from brake pad wear.
by the caliper.

Push Bar

Sloped Disc

Parking
Brake
Lever

Actuating Shaft
Brake Pad
Housing
Brake Disc

Compression Spring

Resetting Nut Caliper Piston

Spring Washer

SSP277/108

37
Brakes

When the driver applies the service brakes

Push Bar
and hydraulic pressure develops in the brake
system and brake calipers, the piston moves
in the housing toward the brake disc.
The resetting nut is carried in the piston by
a spring washer.
If the clearance increases due to brake pad
wear, it is compensated in the threads
between the push bar and resetting nut.

Resetting Nut

Increased Clearance

SSP277/110

The force of the compression spring on

Push Bar the resetting nut acts against the pressing
direction of the piston. This opens the
cone clutch between the resetting nut and
the piston.

Resetting Nut
Cone Clutch

SSP277/112

38
 Brakes

The push bar is held by the compression

spring. The turns of the threads between Push Bar
the push bar and resetting nut are engaged
in this resetting sequence.
The coarse-pitch threads between the push
bar and resetting nut produces a turning
moment on the resetting nut. The cone
clutch between the resetting nut and the
piston opens far enough so that the
resetting nut can turn on the threads of the
push bar by the amount of the increased
clearance in the brake application direction. Resetting Nut
This resetting process takes places also Nominal Clearance
when the brake caliper is relieved, that is,
after the braking process.
SSP277/114
Thus the brake wear that occurs while
braking is directly and non-incrementally
reset.
The nominal clearance is the play between
the resetting nut and push bar threads
determined by tolerances.

When the pressure on the brake caliper is

relieved, a clearance between the brake
pads and brake disc appears. Push Bar

Resetting Nut
Clearance

SSP277/116

39
Brakes
Brake Lines and Cables
Hydraulic Brake Lines
The brake lines are galvanized steel pipes
that have a corrosion-resistant surface
protection provided by the zinc plating and
an additional polyamide coating.
The lines the engine compartment as
well as the connection lines between
the ABS Hydraulic Unit N55 and the brake
booster are connected to plastic tubes
with braided steel sheathing.

These lines are attached to the body with The structure of these lines also reduces
plastic holders. A robust, hard outer shell is noise transfer from the ABS Hydraulic Unit
used for attachment. Soft injected N55 during operation.
elements are used for noise insulation.
Foot Parking Brake Cables
The flexible connections in the lines to the
The foot parking brake cables are sheathed
front and rear axles are brake tubes. The
in polyamide and greased to prevent
inner tube consists of a material that
corrosion and reduce friction forces.
prevents water absorption into the brake
fluid. For stability, this tube has several
braided fiber sleeves, which are protected
against external influences by rubber.

Structure of the Parking Brake Cable

Profile Wire Spiral

Polyamide Coating

Protective Shell
(Polyurethane)

Lining Tube
(Polyamide)

Steel Cable

SSP277/102

40
 Brakes
Pedal Cluster
The bearing block of the pedal cluster is Custom covers are installed on the pedals
made of aluminum alloy. It is designed to for appearance purposes.
break at a specific location in the event of a
crash. This reduces the likelihood of injury
to the driver’s lower legs and feet.

SSP277/117

41
Brakes
Bosch 5.7 Antilock Brake System
The Phaeton uses the Bosch 5.7 Antilock
Brake System (ABS) with Electronic
Stabilization Program (ESP) and hydraulic
Brake Assist.

SSP277/131

42
 Brakes

Bosch 5.7 ABS Features • An ESP feature without preloading

• The hydraulic unit and control unit are is provided.
integrated into a single ABS Hydraulic • The ESP has EDL, TCS, and ABS features
Unit N55. as well as Brake Assist.
• The brake pressure sensing Sender 1
for Brake Booster G201 screws directly
into the ABS Hydraulic Unit N55.

ABS Hydraulic Unit N55

Sender 1 for
Brake Booster
G201

SSP277/106

SSP277/104

43
Brakes

Active Wheel Speed Sensors

ABS Wheel The Bosch 5.7 ABS uses four active ABS
Speed Sensor wheel speed sensors:
• Right Rear ABS Wheel Speed
Sensor G44
• Right Front ABS Wheel Speed
Sensor G45
• Left Rear ABS Wheel Speed
Sensor G46
• Left Front ABS Wheel Speed
Sensor G47
SSP277/160
Each ABS wheel speed sensor is made of a
Sensor Housing material that changes its electrical
conductivity depending on a magnetic field.
An electronic switch converts the
current fluctuations induced in the sensor
material into voltage fluctuations at the
sensor output.
If the signal wheel moves relative to
Sensor Electronics
the sensor, the sensor generates a
square-wave voltage signal at the
corresponding frequency depending on
the speed of rotation.
The advantage compared to previously
used systems is that it is possible to
Signal Wheel exactly detect the speed of wheel rotation
SSP277/158
right down to zero rotation.

44
 Brakes

Tandem Master Cylinder Vehicles with ACC have active

with Brake Booster brake boosters. For more detailed
The tandem master cylinder has a stroke information, please refer to
of 1.42 inches (36 mm). The diameter of The Phaeton Adaptive Cruise
the main brake cylinder is 1.063 inches Control, Self-Study Program
(26.99 mm). The tandem master cylinder Course Number 898303.
with brake booster has light-weight
construction and the following
additional features:
• The central valves of the tandem master
cylinder guarantee the shortest application
distance at the pedal combined with
reliable, self-priming ESP functionality.
• The active (electrically activated) brake
booster variant use in brake systems on
vehicles that have Adaptive Cruise
Control (ACC) represents the core
component for activation with automatic
delay of the vehicle in ACC operation and
helps ensure regulated, automatic delay.

SSP277/105

Brake Booster Membrane

Position Sensor G420
(Only in Vehicles with ACC)

Magnetic Coil for Brake Pressure

Connection for Release Switch in Brake Booster N247
(Only in Vehicles with ACC) (Only in Vehicles with ACC)

45
Wheels and Tires
Tire Pressure Monitoring
System Overview

Function Selector Antenna for

Switch II E272 Tire Pressure Check,
Front Right R60
Instrument Cluster Sensor for
Combination Tire Pressure
Processor J218 Front Right G223

Antenna for
Tire Pressure Check,
Rear Right R62

Sensor for
Tire Pressure
Front Left G222

Antenna for Tire

Pressure Check,
Front Left R59
Sensor for
Antenna for Tire Tire Pressure
Pressure Check, Rear Right
Rear Left R61 G225

Sensor for Tire Pressure Sensor for

Tire Pressure Monitoring Tire Pressure
Rear Left G224 Control Module Spare Tire
J502 G226

SSP277/121

46

Tire Pressure Monitoring
System Function
The tire pressure monitoring system
continuously monitors the tire pressure
while driving and when the vehicle
is stationary.
The tire pressure monitoring system used
in the Phaeton is a five-wheel system.
The spare wheel is also monitored and
included in the system messages.
A measuring and transmitting unit mounted
in each tire valve sends radio signals at
regular intervals to the antennas mounted
in each wheel housing. The signals are then
passed on to the Tire Pressure Monitoring
Control Module J502.
Wheels and Tires
The Tire Pressure Monitoring Control
Module J502 evaluates the tire pressures
or changes in tire pressure and sends
corresponding system messages to
the Instrument Cluster Combination
Processor J218. The system messages
then appear on the Display Unit in
Instrument Cluster Y24.
If the driver has selected the “Vehicle”
menu in the Front Information Display
Control Head J523, the system messages
for tire pressure monitor are displayed.
The system recognizes the
following situations:
• 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 turned on.
47
Wheels and Tires

Sensors for Tire Pressure
The tire pressure monitoring system on the
Phaeton uses five sensors for tire pressure:
• Sensor for Tire Pressure Front Left G222
• Sensor for Tire Pressure Front Right G223
• Sensor for Tire Pressure Rear Left G224
• Sensor for Tire Pressure Rear Right G225
• Sensor for Tire Pressure Spare Tire G226
The sensors for tire pressure are screwed
to the metal valves and can be reused
when the wheels or rims are changed.
The following components are integrated
into each sensor for tire pressure:
• Transmitter antenna
• Pressure sensor
• Temperature sensor
• Measuring and control electronics
The pressure sensor detects the actual tire
inflation pressure (absolute pressure
measurement). The pressure is then sent
to the Tire Pressure Monitoring Control
Module J502 for evaluation.
The temperature signal is used for
compensating temperature-dependent
pressure changes in the tires as well as for
diagnostic purposes.
The Tire Pressure Monitoring Control
Module J502 performs the temperature
compensation. The measured tire inflation
pressures are normalized to a temperature
of 68°F (20°C).
The pressure sensor, temperature sensor
and measuring and control electronics are
integrated into one intelligent sensor.
When the driver selects “Store pressures,”
the tire inflation pressures are again
normalized to 68°F (20°C).

• Battery To avoid inaccurate settings,

special care must be taken to
ensure that the tire pressures are
checked, corrected, and stored
when the tires are cold.
Transmitter
Antenna
Pressure
Sensor
Sensor for
Temperature
Tire Pressure
Sensor

Measuring and Metal Valve

Control Electronics

Battery

SSP277/358
SSP277/118

48
 Wheels and Tires

Antennas for Tire Pressure Check Antenna for

Tire Pressure
The tire pressure monitoring system on the Check
Phaeton uses four antennas for tire
pressure check:
• Antenna for Tire Pressure Check, Front SSP277/120

Left R59
• Antenna for Tire Pressure Check, Front
Right R60
• Antenna for Tire Pressure Check, Rear
Left R61
• Antenna for Tire Pressure Check, Rear
Right R62
The following information is sent to the
antennas for tire pressure check from the
transmitter antennas of the sensors for
tire pressure:
Sensor for
• Individual identification number (ID code).
Tire Pressure
• Current tire inflation pressure
(absolute pressure).
• Current tire air temperature.
• Condition of the integrated battery.
• The status, synchronization, and
control information necessary for
secure data transfer. SSP277/122

ID codes
0000597200
Each sensor for tire pressure has an
individual identification number
(ID code), which is used for
“own wheel recognition.”

0000755100

0000578100
0000602300
0000598100 SSP277/121

49
Wheels and Tires

Function
The antennas for tire pressure check
receive radio signals from the sensors for
tire pressure and transfer these signals to
the Tire Pressure Monitoring Control
Module J502 for further processing.
The four antennas for tire pressure
check used on the Phaeton tire pressure
monitoring system are mounted in the
wheel housings behind the wheel
arch shells.
They are connected to the Tire Pressure
Monitoring Control Module J502 using high
frequency antenna lines and are allocated
according to their location.
The antennas for tire pressure check receive
all radio signals transmitted in their reception
SSP277/123
and frequency range. Each antenna for tire
pressure check receives the radio signals of
all wheel sensors that are in range.
The Tire Pressure Monitoring Control
Module J502 filters and selects the radio
signals so that it can process the correct
information.

The spare wheel does not have

a separate antenna for tire
pressure check assigned to it.
SSP277/120

The antennas for tire pressure check

receive the radio signals that the Sensor for
Tire Pressure Spare Tire G226 transmits
(data messages) and transfer the signals to
the Tire Pressure Monitoring Control
Module J502.
The Tire Pressure Monitoring Control
Module J502 recognizes and stores the
“fifth wheel” as the spare wheel using own
wheel and position recognition.

50
 Wheels and Tires
Tire Pressure Monitoring
Functional Diagram

G222 G223 G224 G225 G226

R59 R60 R61 R62

15 +

J502

J218 J523

SSP277/124

Components Color Codes

G222 Sensor for Tire Pressure Front Left Input Signal
G223 Sensor for Tire Pressure Front Right Output Signal
G224 Sensor for Tire Pressure Rear Left
G225 Sensor for Tire Pressure Rear Right Positive
G226 Sensor for Tire Pressure Spare Tire Ground
J218 Instrument Cluster Combination Processor Convenience CAN Data Bus
J502 Tire Pressure Monitoring Control Module
Gold Contact
J523 Front Information Display Control Head
R59 Antenna for Tire Pressure Check,
Front Left
R60 Antenna for Tire Pressure Check,
Front Right
R61 Antenna for Tire Pressure Check, Rear Left
R62 Antenna for Tire Pressure Check, Rear Right

51
Wheels and Tires

Warning Messages
High-priority warnings –
sudden pressure loss Pressure

Flat Tire!

SSP277/128

1 bar
(14.5 psi)
(100 kPa)
30 60
Time in Seconds
SSP277/130

The wheel electronics send data messages
every 54 seconds.
If the wheel electronics detect a sudden
change in pressure greater than 0.2 bar
(2.9 psi (20 kPa)) per minute, it transmits in
850 ms cycles.
Target tire pressure stored via the
menu. The system calculates the target
pressures relative to 68°F (20°C) from
the respective inflation pressures.
The pressure falls below the coded
minimum pressure of, for example,
1.9 bar (27.9 psi (190 kPa)) for Phaeton
with W12 engine.
High-priority warning due to sudden
pressure loss greater than 0.4 bar
(5.8 psi (40 kPa)) below the stored
target tire pressure.
Dynamic high-priority warning on
sudden pressure loss greater than
0.2 bar (2.9 psi (20 kPa)) relative to
the last transmitted pressure value.

52
 Wheels and Tires

Low-priority warnings –
slow pressure loss

Pressure

Check Pressures!

SSP277/140

1 bar
(14.5 psi)
(100 kPa)
30 60
Time in Seconds
SSP277/142

The wheel electronics send data messages

every 54 seconds.
If the wheel electronics detect a sudden
change in pressure greater than 0.2 bar
(2.9 psi (20 kPa)) per minute, it transmits in
850 ms cycles.
Low-priority warning due to pressure loss
between 0.2 and 0.4 bar (2.9 and 5.8 psi
(20 and 40 kPa)) below the stored target
tire pressure.
High-priority warning due to pressure
loss greater than 0.4 bar (5.8 psi (40 kPa))
below the stored target tire pressure.
If the driver has inflated the
tires to pressures critical to
driving dynamics, the system
also issues warnings.
The difference in target
pressures on one axle may not
exceed 0.4 bar (5.8 psi (40 kPa)).
The difference in target
pressures between the axles
may not exceed 0.5 bar
(7.3 psi (50 kPa)).
If the spare tire pressure falls
below its stored target pressure
by more than 0.4 bar (5.8 psi
(40 kPa)), a low-priority warning
likewise appears.

53
Wheels and Tires

Warnings in the Display Unit

in Instrument Cluster Y24
The small symbol is always displayed.
The large symbol only appears when the
“Tire pressure monitor” menu is open.
It disappears when another menu opens.

Display during Display during

the learn phase. system fault.

System
Is Learning! System Fault!

SSP277/146 SSP277/148

Display when Display when

switching off. faulty wheel
on board.

System Faulty Wheel

Switched Off! On Board!

SSP277/146 SSP277/148

Display during
radio fault.

Warning Currently
Not Possible!

SSP277/146

54
 Wheels and Tires

Controls Pressing the key also starts a new learn

process for wheel assignment. To avoid
The tire pressure monitoring system main
receiving from external wheel electronics
menu appears on the Front Information
while learning, the system learns only
Display Control Head J523 when the
when travelling faster than 3.1 mph
“VEHICLE” function key is pressed.
(5 km/h). The learning process is complete
The following functions are stored: after about 15 minutes driving time.
• Switch on/off tire pressure
monitoring system.
• Switch on/off spare wheel monitoring.
• Inflation information.
• Adopt current pressures.
The driver can specify and set the tire
pressures to be monitored within the limits
coded according to the vehicle series.
CLIMATE MAP NAV AUDIO SETTINGS ON/DARK
After pressing the “Adopt current tire RESET VEHICLE NAV SET TRIP DATA MANUAL HELP
pressures” function button and then
confirming the pressures, the system FM CD

stores the current tire inflation pressures at AM SCAN 1 2 3 4 5 6 BAL/FAD

the current tire inner temperatures for their

respective ID codes. SSP277/150

“VEHICLE”
Function Key

Tire pressure monitoring main menu with

high-priority warning for rear right tire
The driver is
responsible for
TPM correctly setting
the tire pressures
Vehicle
to be monitored.
Spare wheel
monitoring
Target pressures
in [Bar]
at 20°C
Inflation
information

Adopt current
pressures

SSP277/127

55
Notes

56
 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

57
Volkswagen of America, Inc.
3800 Hamlin Road
Auburn Hills, MI 48326
Printed in U.S.A.
August 2003