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Service Training
Commercial
Vehicles
Self-Study Programme Technology 507
Amarok 2012
The 8-speed automatic gearbox 0CM
Design and function
The 8-speed automatic gearbox in the Amarok
With a combustion engine, it is necessary to have a moving-off element that permits rotation speed differences between the engine speed and drivelines speed. In contrast to manual gearboxes and increased gearboxes, a converter operates with almost no wear, because the powerflow is only via the gearbox when moving off. The advantages of the converter are thus its low wear and the fact that its design causes the torque to be boosted beyond the engine torque. Specifically for the Amarok, the converter therefore represents the ideal moving-off element, because the very low ratio and torque increase provide a significant improvement in off-road and towing properties. This is in comparison to the Amarok with a manual gearbox, without step-down box. After the movingoff phase, the hydraulic slip of the converter is eliminated by the controlled lock-up clutch. This improves efficiency significantly.
S507_003
Key data
-Engine: 2.0 l bi-TDI with 132 kW
-Gearbox: 0CM
-can be combined with start/stop system
The automatic gearbox in the Amarok is a completely newly developed 8-speed automatic gearbox, in which the greatest importance has been placed on efficiency, gearshift comfort and speed, low weight and reliability.
The gearshifts are performed without interruption in traction, and the gearshift speeds are at the level of a DSG.
The self-study programme presents the Current testing, setting and repair instructions can design and function of be found in the provided service literature.
new developments!
The content will not be updated.
Important
note
2
At a glance
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
The driveline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 The transfer box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Design features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
The 8-speed automatic gearbox 0CM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 The new 2.0 l 132 kW TDI engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Selector lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
The selector lever module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 The selector lever actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 The ignition key removal lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 The selector lever emergency release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Gearbox structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
The overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 The torque converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 The oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 The planetary gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Gearbox management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
The mechatronic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 The sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 The actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Gearbox function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
The hydraulic interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 The start/stop system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 The hydraulic pulse accumulator (HPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
The special tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 The gearbox adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
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Introduction
The driveline
The Amarok has a modular driveline in which the individual components such as automatic gearbox, front final drive, transfer box and rear final drive are each independent modules. The drive combination designed especially for the Amarok comprising permanent four-wheel drive and an automatic gearbox is configured for ideal traction on any surface.
Connection of transfer box to automatic gearbox
Transfer box with self-locking centre differential and variable torque distribution.
The ATF drain plug is located at the bottom of the oil pan made from sheet steel. The ATF filler and inspection plug is located on the side of the housing (ATF = Automatic Transmission Fluid).
The intermediate plate prevents dirt from getting in between the automatic gearbox and the transfer box.
Automatic gearbox
Intermediate plate
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Electrical |
ATF drain plug |
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connector |
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ATF filler and inspection plug
Transfer box
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The transfer box
The design of the transfer box installed in the Amarok with a self-locking centre differential is based on the transfer box in the Audi Q7 and the Touareg 2011. It has been adapted for use in the Amarok.
Characteristics
•Modern "four-wheel drive" technology in the Amarok
•Sturdy system that operates purely mechanically
•Suitable for onroad and offroad use
•Permanent four-wheel drive
•Differential compensation between the front and rear axles
•Full ESP suitability in four-wheel drive and locked-up rear axle differential
For more information, refer to SSP 464.
Gearbox ventilation
S507_005
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Design features
The 8-speed automatic gearbox 0CM
-Two-damper converter
-Lightweight construction by design measures
-1st gear as a short moving-off gear for offroad driving and towing a trailer.
(No additional low-range box required.)
-8th gear with a longer ratio for reducing the engine speed and fuel consumption.
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Technical data
Developer/manufacturer |
ZF Friedrichshafen AG |
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Designation |
at ZF: 8HP45 |
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at VW: AL450-8A |
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in Service: Automatic gearbox 0CM |
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Gearbox features |
Electrohydraulically controlled 8-speed planetary gearbox with hydrodynamic |
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torque converter and torque converter lock-up clutch with controlled slip. |
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Control |
Mechatronic unit (integration of the hydraulic control unit with the electronic control |
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unit to make a single unit). |
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Torque |
max. 450 Nm |
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Achieving maximum speed |
in 7th gear |
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Operating modes |
Automatic, S and Tiptronic mode |
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Gear ratios |
8 forward gears, 1 reverse gear |
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Spread |
7.071 |
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First fill by manufacturer |
approx. 9 l |
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Fill volume of ATF cooling system |
approx. 0.6 l |
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Emergency running properties |
The emergency running and default programmes are state-of-the-art as far as |
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technical possibilities are concerned, meaning that a high level of operational |
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readiness is guaranteed even in the case of a fault. The hydro-mechanical |
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emergency mode, for example, allows the vehicle to continue to be driven in 6th |
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and reverse gear even if there is a total electrical failure of the mechatronic unit, |
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until the engine is switched off or the selector lever is moved to the "P" position. |
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The new 2.0 l 132 kW TDI engine
Special features
•Biturbo
•Common rail injection system with solenoid valve injectors
•Controlled EGR cooling system
•Torque adapted to the automatic gearbox
The new 132 kW TDI engine will be used together with the 8-speed automatic gearbox.
S507_007
Technical data
Engine code |
CSHA |
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Cubic capacity |
1968 cm3 |
Number of cylinders |
4 |
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Bore |
81.0 mm |
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Stroke |
95.5 mm |
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Valves per cylinder |
4 |
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Compression ratio |
16.0:1 |
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Max. power |
132 kW at 4000 rpm |
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Max. torque |
420 Nm at 1750 rpm |
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Engine management |
EDC 17CP 20 |
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Turbocharging |
Biturbo |
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Exhaust gas recirculation |
Yes |
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Diesel particulate filter |
Euro 5/PL6 |
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Emissions standard |
Euro 3/4/5/PL6 |
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Power and torque curve
[Nm] |
[kW] |
450 |
180 |
400 |
160 |
350 |
140 |
300 |
120 |
250 |
100 |
200 |
80 |
150 |
60 |
100 |
40 |
50 |
20 |
0 |
0 |
1000 2000 3000 4000 5000 |
[rpm] |
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S507_080 |
Power [kW]
Torque [Nm]
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Selector lever
The selector lever module
Selector lever sensor unit |
Selector lever locked in position P switch |
J587 |
F319 |
Selector lever cable
S507_008
The selector mechanism operates using the selector lever module. It has both a mechanical connection to the automatic gearbox via a cable and an electrical connection to the gearbox control unit. The drive range is selected by the cable. Only the special drive programmes Manual (tip) and S are sent to the gearbox control unit by the selector lever electronic control unit by means of a modulated square-wave signal.
Functions of the cable connection |
Electric functions |
- Operation of the parking lock |
- Ignition key removal lock |
- Operation of the selector slide of the hydraulic |
- Activation of the selector lever position display (via |
control unit in the mechatronic unit |
gearbox control unit) |
- Operation of the gear sensor in the gearbox |
- Tiptronic function |
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- Selector lever lock (P/N lock) |
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The selector lever actuation
The change from drive ranges D to S (or from S to D) is performed by tipping the selector lever backwards once out of the D/S position. The selector lever always springs back into the D/S position. When the selector lever is tipped back from the D/S position, the selector lever sensor unit J587 sends the tip signal to the gearbox control unit. In response, the changeover to special gearshift programme S takes place, or back to driving program D. This makes it possible to reach the Tiptronic gate both from the special gearshift programme S and from the normal driving programme D.
(Special gearshift programme S - shift programme adapted for offroad driving)
Selector lever position display Y6
Information about the selector lever position comes directly from the gearbox control unit as a modulated square-wave signal. The selector lever sensor unit in the selector lever evaluates the signal and activates the corresponding light-emitting diode on the display unit Y6.
S507_011
Solenoid for
selector lever lock N110 Lever for emergency release
Locking pin
Locking pin trap for "P"
S507_010
Selector lever lock solenoid N110
Solenoid N110 blocks the selector lever in positions "P" and "N". The solenoid is controlled by the gearbox control unit. If the selector lever is in "P" in de-energised condition (ignition off) then the locking pin is in the locking pin trap "P". This prevents the selector lever from moving automatically and stops the parking lock from being unlocked.
After the ignition has been switched on and the brake pedal is pressed then the gearbox control unit energises the solenoid N110. This means the locking pin is withdrawn from the locking pin trap "P". The selector lever can now be moved into the drive position. Once the selector lever has left position "P", the magnet is deenergised and unlocked. In driver range "N" it is energised and locked.
For more information about the selector lever lock solenoid, refer to SSP 454, pages 8 and 9.
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Selector lever
The ignition key removal lock
N376
S507_013
The ignition key removal lock prevents the ignition key |
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from being removed when the parking lock is not |
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engaged. It functions electromechanically and is |
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J587 |
locked in "P" by the selector lever switch F319. |
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When switch F319 is closed, the solenoid for the |
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F319 |
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ignition key removal lock N376 is energised and |
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presses the locking pin against the spring force into |
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the locking position. In the locking position, the |
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locking pin prevents the ignition key from being |
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removed. |
N376 |
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The "selector lever locked in position P switch" does not open until the selector lever is moved into the
park position, and the selector lever electronic control unit de-energises the solenoid. Following this, the locking pin is pushed back by the compression spring. The ignition key can be turned further and withdrawn.
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The selector lever emergency release
Mechanical emergency release makes it possible to move the selector lever if the electrical power supply fails.
The selector lever trim must be removed in order to operate the emergency release for selector lever lock.
The emergency release lever is located on the right side of the selector mechanism. When the emergency release lever is operated, the locking pin of the solenoid N110 is pushed against the spring force (see Fig. S507_010, page 9).
The selector lever interlock button must be operated at the same time in order to unlock the selector lever.
Lever for 
emergency release
Selector lever interlock button
S507_016
Towing
If it is necessary to tow a vehicle that is fitted with an 0CM gearbox then the usual restrictions for automatic gearboxes must be observed:
-Engage selector lever position "N", which may require using the emergency release function of the selector lever.
-Do not exceed the towing speed of 50 km/h.
-Do not exceed the maximum towing distance of 50 km.
The rear axle differential lock is not allowed to be engaged at any time during towing.
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