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Your Source for GenuineVolkswagen Repair InformationVolume 2 Number 1 Spring / Summer 2010

Clean Engine ManagementTDI Diesel OperationElectronic Throttle OperationTPMS Systems vwparts.com

VolkswagenTechConnect

Volkswagen Tech Connect is a publication ofVolkswagen Group of America, Inc.

Group PublisherChristopher M. Ayers [email protected]

Editorial DirectorBob [email protected]

Contributing EditorsKerry [email protected]

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Editorial andCirculation Offices:486 Pinecrest RoadSpringfield, PA 19064Phone: 484.472.8441Fax: 484.472.7460

Website: www.mastertechmag.com

Caution: Vehicle servicing performed byuntrained persons could result in seriousinjury to those persons or others. Informationcontained in this publication is intended foruse by trained, professional auto repair tech-nicians ONLY. This information is provided toinform these technicians of conditions whichmay occur in some vehicles or to provideinformation which could assist them in prop-er servicing of these vehicles.Properly trained technicians have the equip-ment, tools, safety instructions, and know-how to perform repairs correctly and safely. Ifa condition is described, DO NOT assume thata topic covered in these pages automaticallyapplies to your vehicle or that your vehiclehas that condition.

VolkswagenTechConnectYour Source for GenuineVolkswagen Repair InformationVolume 2 Number 1 Spring / Summer 2010

4 Clean Running.Now, more than ever before, customersare concerned with the fuel mileage,performance and cost of ownership oftheir vehicles. Fuel mixture codes aredefinitely related, and are some of themost common codes we work on.

10 Diesels –Not What You ThinkMost people think of diesels as loud,smelly, and underpowered. Not any-more. Volkswagen has been refiningand re-engineering Rudolf Diesel’singenious invention for almost halfa century.

16 Electronic ThrottleIn 1996, Volkswagen introduced anelectronic throttle on the AAA V6.Integrating this with traction control,cruise control, and idle speed controlmakes for a safer vehicle. Keeping thesystem working properly is our job.

22 TPMS SystemsOccupant safety has always been thehighest priority at Volkswagen. TirePressure Monitoring Systems supportthat by reducing the number of flattires and preventing tire failure. Theyalso improve tire life and MPG. Let’skeep them working.

27 Authorized WholesaleMechanical Dealer Listing

Cover Photo:The TPMS Valve Stem

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Now, more than ever before, customers areconcerned with the fuel mileage, performanceand cost of ownership of their vehicles.Fuel mixture codes are definitely related, andare some of the most common codes we work on.

VolkswagenTechConnect FeatureArticle4

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CleanRunning.

One of the most significant developments inautomotive history was the introduction of feed-back fuel systems. Electronic fuel injection hadalready been around for quite some time, but in1976 Robert Bosch developed the oxygen sensoras the linchpin of the closed-loop principle. Thisallowed computer-controlled systems to monitorexhaust oxygen content, calculate a rich or leanmixture, and make changes to the amount of fuelinjected into the engine. This resulted in a sub-stantial reduction in harmful emissions andincreased fuel economy. As with any automotivesystem, at some point it will require maintenanceand/or repair. This is where we come in.

Feedback systems have come a long way. Theystarted with a single-wire, unheated 02 sensor,and now there are four- and five-wire sensors.Initially, there was only one sensor mounted inthe exhaust stream, now there are typically twoper cylinder bank. Also, there are other emissionscontrols that work with the engine managementsystem. Exhaust Gas Recirculation, CanisterPurge, and Positive Crankcase Ventilation sys-tems all assist in reducing harmful emissions andadd complexity. The more complex the system,the harder it is to diagnose when something goeswrong. What approach should you take when

testing the emissions feedback system? Whenyou see an O2 sensor lean code are you alwaysgoing to replace the sensor?

The SymptomsThere are two situations where you will need todiagnose the emissions feedback system. Numberone would be a DTC, and the second would be adrivability problem. A DTC means the powertraincontrol unit has monitored the feedback systemand has determined that there is a problem. If theproblem is severe enough, this can lead to a per-formance complaint. It's your job to figure out thecause of the symptom. In the case of DTC, you canfollow the Guided Fault Finding charts. These arefound in your VAG 5052 scan tool. You can still testcomponents and diagnose a vehicle without thefactory scan tool, but it will probably be more timeconsuming.

Fuel Mixture Codes5

Volkswagen TechConnect. Volume 2 Number 1 Spring/Summer 2010

Never underestimate the visual inspection. Herewe have a broken vacuum hose. This vacuum leakwill lean out the mixture to a point of setting acode. Adding smoke to the intake manifold willhelp locate hard-to-find leaks.

Look at the voltage specs on this 2.0 liter engine.The average and current signal voltage is around1.3 volts. Look at the maximum voltage. It is only3.5 volts after a throttle snap. If everything else isokay, you may need to replace it with an OEMsensor from your Volkswagen parts supplier.

When dealing with fuel trim codes such as P017Xand P0112X, you can evaluate scan tool data, per-form electrical component checks, and, of course,basic engine tests. One of the best ways to getstarted is to evaluate scan tool data. This is a huge


step toward identifying where the problem is.Either with your VAG 5052, or your aftermarketequivalent, you can select “Read MeasuringBlocks” and start looking at data. Select datablocks 030 to 039 on most Volkswagen vehiclesand you will see fuel trim data. On most vehicles,data block 032 is an important one. This offerswhat is called “Additive” and “Multiplicative” fueltrim data. This data block number may change byyear and model. A paid subscription to ERWINallows you access to service information to identi-fy the proper value block.

Fuel Trims ExplainedAs an engine is operating, the PCM is evaluatingvarious inputs such at coolant temperature,throttle position and mass airflow. The PCMdetermines a base injector pulse width to addthe right amount of fuel to the engine. If com-bustion is normal, a conventional oxygen sensorshould read a stoichiometric mixture, akaLambda, and maintain the injector pulse widthand ignition timing. If the oxygen sensors pickup a rich condition (excessive fuel), or lean con-dition (insufficient fuel), it will report back tothe PCM. The PCM will make the necessarychanges to the mixture by altering the injectorpulse width and/or ignition timing. The PCMcan tell us the changes that it makes to get theengine emissions compliant.

These adaptations or changes are referred to asFuel Trims. Trimming the air/fuel mixture cor-rects problems that may have come up duringengine operation as components wear. If thechanges are small, there is no problem and youwill not set a code. However, there is a limit tohow much the computer will change the mixture.If the Federally-mandated limit is exceeded by 1.5times the norm, the computer is required to turnon the Check Engine Light, a.k.a. MalfunctionIndicator Lamp (MIL), and flag a code for thiscondition. This is when the vehicle is no longeremissions compliant with EPA standards. Most ofus are used to interpreting Long Term and ShortTerm fuel trim readings. Long Term would be thefuel adaptations over a longer period of time andshort term readings would be immediate changesin fuel trim. You can find these numbers whenscanning the vehicle using the Generic OBD IIprotocol and looking under “Data.”

Volkswagen does not use the same scale as theGeneric OBD II protocol. Volkswagen-specificsoftware organizes fuel trim into two scales. Theyare called additive and multiplicative scales. Theadditive fuel trim occurs all the time. Thechanges made are at idle and throughout the rpmrange. The fuel trim readings have a greater effectin the lower rpm range, at idle, and just off idle.Multiplicative readings only represent the fueltrims above idle and the higher part of the rpmrange. This means the fuel trims will changewhen the vehicle is being driven around citystreets and on the highway. Getting back to themeasuring blocks, the fuel trim numbers are dis-played in the 03X range. Most vehicles producedafter 2000 display the additive and multiplicativenumbers in data block 032. Field 1 shows theadditive fuel trim and field 2 displays the multi-plicative fuel trim on single bank engines.

With the VAG 5052, fuel trim readings are dis-played in milliseconds. Positive millisecondsmeans the injectors are being kept open longer.Negative milliseconds means the PCM is closing

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With a new MAF from your Volkswagen dealer,you see a difference in peak signal voltage after athrottle snap almost reaching 3.9 volts. This isgood for the 2.0 liter engine. Other engines mayhave different specs.

Fuel Mixture Codes7


the injector sooner. With aftermarket scan tools,the scales may change. Some display these read-ings with a scale based on Lambda, or the num-ber 1.00. This means the number 1.00 is our mid-point or stoichiometric reading. If the numberwere to go above one, this means the PCM isadding fuel to correct for the lean mixture. If thereading is below 1.00, then the PCM is subtractingfuel to compensate for a rich condition.Percentages can also be used to display changesin fuel trim. Here 0% is usually the midpoint.Above 0% is adding fuel and negative 0% meansfuel is being subtracted.

How Do I Use This Information?So, the additive fuel trim number tells us whatthe PCM is doing at idle, and the multiplicativenumber tell us what the PCM is doing at partthrottle. When you first pull the fuel mixturecodes, you need to look at these numbers todetermine where the problem is. If you see theadditive number has changed, you know theproblem is mostly at idle, and this is where youshould be performing your tests. If the multi-plicative number has changed a lot, then the

Here is a scope pattern of a 1.8L turbo MAF. Thefirst spike to three volts is the snap of the throttle.The second spike up to over four volts is when theengine revs to 4,000 rpm. This MAF is not creatingany fuel trim problems.

problem is more at part throttle, or while driving.Of course, different combinations will steer youalong different diagnostic paths, so it is impor-tant to look at these numbers if you can.

There are some common symptoms that are aresult of common problems. For instance, if youhave a vehicle with high additive numbers, butthe multiplicative is normal, you are probablydealing with a vacuum leak. This has more of aneffect on mixture when the airflow is low thanwhen the airflow is high. Check for broken vacu-um hoses for the fuel pressure regulator, second-ary air, and canister purge systems. You shouldsmoke test the intake manifold and its plumbingto look for external vacuum leaks. You may alsohave internal vacuum leaks. Look to see if youhave a code for incorrect purge flow as this maybe a stuck-open canister purge solenoid “leaningout” the mixture at idle. This is an example of aninternal vacuum leak.

If you have a vehicle where the additive numberappears normal, but the multiplicative is high,you need to watch fuel pump pressure and MAFperformance. The engine may be starving for fuelat higher rpm. When testing fuel pressure,remember fuel volume is just as important. Aclogged fuel filter will restrict fuel flow to theengine. When testing the MAF, remember that ifthe air intake system has restrictions, you may getfalse low readings. Check the air filter and snowscreens for debris that will restrict airflow. If thefuel pressure/volume tests pass and there are noairflow restrictions, you can now test the MAF.You can do this by monitoring the signal voltagewhile the vehicle is running, but how?

You can perform this test with either a digitalmulti-meter (DMM), or an oscilloscope. You willneed to have some experience determining whata good voltage reading is for each engine type. Forinstance, the 1.8 liter Turbo motor can have eithera four- or five-wire MAF, depending on theengine designation. The signal wire typically putsout 1.3 volts when everything is normal. This is anindication that you have a good MAF. Next, turnon the MAX/MIN feature of your meter, whichsetting captures the maximum and minimumvoltages sensed by the meter. Open the throttle asfast as you can to get the engine to rev to between3,000 and 4,000 rpm. The rev limiter will prevent


the rpm from causing engine damage, but youonly need to bring the rpm up once to capture thepeak voltage.

The maximum signal voltage should be over 4.0volts. Usually, a MAF that produces these signalvoltages is okay for the 1.8L engine. A 2.0L AEGmotor may only peak out at 3.8 volts on a snapthrottle. You can also use your scan tool to checkthe MAF. For instance, on an ’01 Jetta with the 1.8liter turbo AWW motor measuring value block 002will give you grams per second. You should meas-ure between 2.0 to 4.5 gps at a hot idle with allaccessories off. If not, always replace with anOEM MAF from your Volkswagen parts supplier.Aftermarket new or remanufactured sensors are

When testing O2 sensors, you need to make sure the exhaust system is sealed. Here we have a leaking flexjoint. This allows fresh air into the exhaust, which affects the O2 sensor signal. Use a smoke machine tocheck for leaks in the exhaust system.

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not always properly calibrated for the differentVolkswagen engines and have been known to setcodes for a rich condition. You do not want acomeback due to an aftermarket MAF beinginstalled.

Other FactorsOf course, the O2 sensor has an important influ-ence on mixture. But when you see a mixturecode like P0171/4 or P1128, do not shoot the mes-senger. Test. If the engine is a V6, and you hadmixture codes for both bank 1 and bank 2, youshould suspect a vacuum leak or a bad MAF. Ifonly one bank set a lean code, then you shouldsuspect an O2 sensor. Once again, looking at


Fuel Mixture Codes9

measuring block 032 would give you the additiveand multiplicative values for both banks. Fields 1and 2 are additive and multiplicative for bank 1,and fields 3 and 4 are for bank 2 respectively.There is a chance you may have a vacuum leak atone of the intake manifold runners affecting onlyone bank. You are going to have to test somethingto determine if it is an injector, a vacuum leak, oran O2 sensor.

There are a few different ways to test an O2 sen-sor. On four-wire sensors, you can monitor thesignal voltage with a scan tool, a DMM, or anoscilloscope. You can connect your DMM andwatch the voltage change as the vehicle is idling.This voltage will continually change between 1.0to 0.1 volts on a warmed-up sensor. A graphingmultimeter will give you a visual graph of thevoltage as it changes. An oscilloscope will give thebest voltage pattern. You can look at the rise timeand switch rate just as a PCM would monitor thesignal. Typically, you should expect to see the O2sensor signal switch from rich to lean at leastonce each second at idle. This means you have agood, working O2 sensor. If the switch rate islower, or the signal voltage range is not above .8volts and below .2 volts, then you will probablyneed to replace the 02sensor with an OEM fromyour Volkswagen parts supplier. Make sure youhave power and ground to the heater circuits.

The five-wire heated oxygen sensor (a.k.a.Air/Fuel Ratio) is harder to test with a DMM orscope. These sensors do not use a signal voltageto indicate a rich or a lean condition. Instead,they use an amperage signal to tell if it is rich orlean. You can tap into the pump cell to measurethis amperage signal, but you will need to con-nect your ammeter is series. This means youmust open the circuit to connect. Inductiveammeter probes do not measure low amperagesignals accurately. This is a very low amperage,only switching between +5ma and -5ma. Withthese sensors, it is best to use the Volkswagen-capable scan tool.

Volkswagen does offer a way to test these types ofO2 sensors (a.k.a. air/fuel ratio) using their facto-ry-specific scan data. By entering “BasicSettings,” you can run tests on the various moni-tored systems. The component you want to test isthe air/fuel ratio sensor. On most engine types,

you can enter block 034 in Basic Settings. You willbe instructed to rev the engine usually between1,800 and 2,200 rpm for a few minutes. Look atfield #4 and it will indicate if the air/fuel ratiosensor has passed or not. You can also performthis same test on a vehicle equipped with a con-ventional O2 sensor. Once again, you should getyour Basic Settings block information from yourpaid subscription to https://erwin.vw.com.

In ConclusionWhen diagnosing fuel trim codes, it’s best to useVolkswagen specific data. Once you have identi-fied the rpm range, you can start testing.However, if you do not have this data availableyou can still check basics. Checking fuel pressure,smoking the intake system, and testing basicengine operation cannot be overlooked. If theproblem lies in the engine management system,you can start testing MAFs, oxygen sensors andblocking off auxiliary emission systems. Gettingto the root of the problem and fixing the vehiclethe first time is what all of us are after.

When testing an O2 sensor waveform, look at thesignal voltage's highest and lowest points. Alsolook at the total number of switches over time. Youshould see about one full switch per second.Volkswagen OEMO2 sensors will ensure perform-ance to Volkswagen standards.


Volkswagen introduced its first diesel into theUnited States way back in 1978. Many of thoseearly versions are still in use today, kept alive byenthusiasts who appreciate their reliability, fueleconomy and driving performance. They areobviously a wise automotive choice in today’scurrent economic and environmental conditions.

Volkswagen started to do major upgrades on itsdiesel engines for the 1993 model year with theintroduction of the AAZ 1.9L turbo. Additionalengines were developed, such as the 1Z turbo in

1996, and the AHU and AHH in ’97. The 1999model year brought us the ALH motor that stayedin service until 2004. All of these are 1.9L turbos.

In 2004, the more highly-evolved BEW, BRM, andBKW engines were introduced, and in 2005 theBHW was released. These engines are all tur-bocharged 1.9L fours -- except the BKW, which isthe 5.0L 10-cylinder diesel offered in the Touareg.In 2006, the BKW motor was improved andrenamed the BWF. Finally, in 2008 the latest 5.0LV10 motor was dubbed the CBWA.

Most people think of diesels as loud, smelly, and underpowered.Not anymore. Volkswagen has been refining and re-engineeringRudolf Diesel’s ingenious invention for almost half a century.Let’s keep them running great for another 50 years.

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Diesels–NotWhatYouThink!

TDI engines use direct injection. High-pressure fuel is sprayed directly into the cylinder as the piston reachesTDC. This improves efficiency over previous pre-combustion chamber designs. The injector tip is between thetwo valves with the glow plug above it.


Diesels11

With proper maintenance, a Volkswagen dieselengine can easily exceed 250,000 miles. Thehigher the mileage, the more maintenance andrepairs these engines will need. You should beable to keep them running well with proper careand access to the factory diagnostic procedures.We will focus on the popular ALH engine here,but most of this information can be applied toother Volkswagen diesel systems as well.

Fuel SupplyPart of the success of Volkswagen's diesel sys-tems is simplicity. There is no fuel pump insideor outside of the fuel tank. Look under the pas-senger side of the rear seat and you can removethe inspection cover. There is a filter screen,pick-up tube, and sending unit inside the tank.The fuel lines lead directly to the fuel filter, whichis mounted under the hood by the passengerside inner fender. There is a bleed screw on thetop of the filter to either fill with diesel fuel, orbleed out air in the system. Although Volkswagenrecommends that the filter should be replacedevery 20,000 miles under normal service, we sug-gest that you replace it at least once a year. Mostof your customers drive these vehicles undersevere service conditions. This means a lot ofstop-and-go, and excessive idling. In addition,diesel fuel blends are changing all the time withnew government regulations. Additives used tolubricate internal components can build up andsolidify in the filter with every drive cycle, possi-bly slowing fuel flow. An OEM fuel filter providesthe necessary quality to protect the diesel injec-tor pump and the most resistance to clogging.

How does fuel get from the tank to the engine?The diesel injector pump has a rotary vane-typesuction pump built into it that draws in fuel fromthe filter. This is why it is so important to have anunclogged filter. The vacuum generated shouldbe enough to pull fuel from the tank without anyassistance. If you are worried about a cloggedsupply line, you can run your own line to thepump from a can of clean diesel fuel. You arebypassing the screen in the tank and the fuel fil-ter, so make sure the fluid is free of debris.Another way to test the pump is to put a vacuumgauge on the fuel inlet port and see how many in.Hg. are generated while trying to start theengine. You should see over 10 in. Hg whilecranking. This test lets you know the pump is

strong enough to provide a steady supply of fuelfor the pressure side of the pump.

First Things FirstBefore the fuel can get to the pressure side of thepump, it must first pass through the fuel cut-offvalve. This solenoid is mounted toward the backof the injection pump, underneath the fuelreturn line. It has a single wire bolted to the topof it. This wire provides battery voltage to thesolenoid, which opens the valve to allow fuel toflow. The power comes from the DFI (DieselDirect Fuel Injection) module, a.k.a. the PCM(Powertrain Control Module) as long as condi-tions are correct. With the ignition key on, thesolenoid should be energized. The engine doesnot need to be cranking or running. If it is not

The fuel shut-off solenoid has a single wire to pro-vide power. The body of the unit is the groundpath. This solenoid is activated whenever the keyis turned on. An anti-theft situation will turn off thesolenoid, so monitor anti-theft data usually foundin the instrument cluster, or immobilizer unit.


being energized, you need to check the powerand ground supplies to the PCM.

Another input that can stop the PCM from acti-vating the solenoid is the anti-theft system. Ifthis does not like the transponder signal from thekey, it will signal the PCM to “not” open thevalve. You will have to look at data in the instru-ment cluster to determine if the anti-theft sys-tem is blocking the engine from starting. With afactory scan tool, you can perform an anti-theftsystem key alignment. This can be handledthrough your Volkswagen dealer's tool rental andImmobilizer Information program.

Things Are Going WellIf the fuel supply system is functioning properlyand the fuel-cut solenoid is letting fuel into thehigh-pressure injector pump, it can now startrunning, right? Wrong. There are several compo-nents of the injector pump that need to worktogether. The drive pulley spins a shaft in theinjector pump. As this shaft rotates, it creates highpressure. As this pressure passes the injectorports, the fuel is directed to the correct injector in

the firing order. As well as base timing, the TDIECU (Electronic Control Unit) can control injec-tion timing to a small degree. It is also in totalcontrol of how much fuel will be delivered. Thesetwo readings are known as “Start of InjectionTiming” and “Fuel Quantity” on your scan tool.Before you look here, you should check somebasics.

Setting up base timing is, of course, critical to get-ting the engine started. This is performed withsome special tools to lock down the camshaft andinjection pump while the engine is positioned atTDC. This procedure will need to be performed ifany of the timing belt components are replaced.First, you will need to turn the crankshaft to TDC.The mark to indicate TDC is in the oblong open-ing in the transmission bellhousing. Look for the“0” mark and line it up with the bottom edge ofthe opening. Now that the crankshaft is at TDC,you may as well line up the camshaft. Insert spe-cial tool VW #T10098 into the back of thecamshaft with the valve cover off. You may haveto remove a vacuum pump, if fitted.

Now that you have the crank and cam lined up,you can work on the injection pump. One of theslots in the pump gear has an opening that pass-es through the pump flange. Rotate the drive gearuntil this opening is at the 12 O’clock position.Then, insert special tool VW# 3359 to lock theinjection pump at TDC. You can now completethe timing belt installation. This level of timingwill allow you to start the vehicle, but you maynot have optimal performance. You may need toadjust the start-of-injection timing while theengine is running to get the best performancepossible.

For this step, you must have a VAG5052, or equiv-alent, and monitor a few specific measuring valueblocks. Injection timing is affected by severalinputs. You must know these input values so thatyou can calculate what range the injection timingshould be in. Look at measuring value block 000and you will see 10 fields displaying information.The start-of-injection reading is in field #2. Youwill also need to watch coolant temperature. Thisreading is found in display field #7. Finally, youhave to watch fuel temperature, which is found indisplay field #9. You need to watch all theseinputs while the engine is running. Compare the

When checking basic injector pump timing, besure the crankshaft is at TDC. Look through theopening in the bellhousing and you should see an“0” mark. Line up the mark with the lower edgeof the opening and check the pump timing.

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Diesels13

When checking alignment at TDC, the slot in theflange is at the 12 O’clock position relative to thepump. Here is where you put the special toolthrough the pulley into the hole pictured here inthe injection pump. Using a genuine Volkswagentiming belt will ensure both proper valve andinjection timing, and long life.

Scan data is still a great way to start off a diag-nosis. When it comes to testing the electri-cal/electronic controls, a VAG1598 breakout boxallows you to directly monitor the electrical sig-nals to and from the PCM. This is a big help sincemany components are mounted inside the pump.

only very small adjustments at the pulleybecause small adjustments will result in largechanges in start-of-injection timing. Also, animportant point to remember is that the read-ings in fields #7 and #9 are not direct tempera-ture readings. So, a reading of 75 is not 75 deg. C.For instance, a reading of 73 in field #7 means theengine coolant temperature is 85 deg. C. The fueltemperature reading should be between 50 and210 in field #9 to perform this test. If is not with-in this range, you will have to either let theengine warm up or cool off.

The Computer Takes OverHow is the injection timing controlled? Insidethe injection pump, a cam plate is mountedaround the fuel distribution shaft. This is held inposition by both spring and fuel pressure. Aninjection timing piston uses fuel psi to move thecam plate into the base or advanced position.

inputs to the start-of-injection chart and see ifthe timing is within the proper range. If not, someadjustment is necessary.

You must shut off the engine to make the adjust-ment. On the pulley of the injection pump, youwill see a 22mm center bolt surrounded by threebolts that attach the pulley. The bolt holes areslotted, so there is some adjustment availablewhen the bolts are loose. You can rotate the22mm bolt that is threaded into the injectionpump shaft, which changes the timing. Rotatethe shaft counterclockwise to retard the timingand clockwise to advance. The gear will be heldin place by the timing belt. Tighten the pulleybolts and restart the engine. Look at field #2 andsee if you are between the upper and lower lim-its on the chart. If you are, no further adjustmentis needed.

The computer detects the start-of-injection tim-ing from the crankshaft and camshaft positionsensors. The cam sensor is mounted in the #3injector. When fuel is sent to the injector, an elec-trical pulse is sent to the PCM. You should make

in no pressure at the injectors. The adjuster canvary the pressure anywhere in between, and itsposition is monitored by a sensor in the injectorpump itself. An AC pulse generated wave is sentto two resistor boards. The adjuster rotates onone board and the other remains fixed. One ACvoltage remains steady and the other increaseswhen the adjuster changes position. You canwatch this signal with a lab scope, but looking atscan tool data will probably be a better indicatorof the quantity adjuster position.

In ConclusionAs highly-evolved as it is, a Volkwagen dieselinjector pump is still basically a pump. If anydrivability problems arise, the base timing mustbe checked. Beyond that, the computer controlsthat advance injection timing and increase anddecrease the injection pulse must be investigat-ed since they can have a significant effect ondrivability. Knowing how they function is halfthe battle.


Looking at the pump harness, you will see that one plug supplies all of the electrical components. Thelower harness goes to the cold start injector. The upper harness goes to the fuel shut-off solenoid and thequantity adjuster (left). The position sensor and fuel temperature sensor are mounted inside the pump.

The amount of advance can be up to fivedegrees. A component known as the “Cold StartInjector” controls how much fuel pressure isapplied to either side of the injection timing pis-ton. The PCM controls the cold start injector,either opening or closing it depending on rpm,temperature, load, etc. It only controls injectiontiming below 2,200 rpm. You can monitor theamount of advance with your VAD 5051/2/4 ineither measured value block 004 or 005 for theALH motor. Controlling the advance properlyreduces HC emissions and noise, and increasesfuel economy.

The second computer control has a biggerimpact on fuel delivery. The PCM controls a“Quantity Adjuster” to increase or reduce the fueldelivered to the engine. This device moves ametering sleeve between the primary plungerand a spill port. If the metering sleeve blocks offthe spill port passage, maximum fuel pressure isachieved. If the sleeve is commanded to open, allfuel pressure is directed to the spill port resulting

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Volkswagen TechConnect. Volume 2 Number 1 Fall/Winter 2009

VolkswagenTechConnect Special Feature15

Direct injection increases fuel efficiency by up to20% over the use of pre-combustion chambers.

Wolfsburg's four-cylinder diesel, which firstappeared here in 1978, has always had the respectof the mechanically inclined. Like the EnergizerBunny, it just kept going and going, all the whileproviding fuel economy that gasoline engines sim-ply can't approach by virtue of their very nature.

But since its engine management was purelymechanical and it used pre-combustion cham-bers, its emissions and noise levels were too high,and its performance and fuel efficiency too low tomake it acceptable in more modern times.

VW continued to believe in the viability of thediesel, however, and figured its problems couldbe vastly mitigated. The result of this thinkingwas the TDI (Turbo Direct-Injection) 1.9L diesel,which was first available here in the '96 Jetta,Passat, and Golf, and offered 48 mpg on the high-way along with spirited acceleration.

This transformation was accomplished throughthe application of thoroughly modern technolo-gy beginning with electronically-controlledinjection, boost, EGR, and glow plug on-time.The computer gets the info it needs from numer-ous sensors, including those for MAF, MAP, ECT,TP, IAT, and fuel temperature, then decides whichof 25 maps is appropriate.

The TDI gets a big increase in efficiency fromdirect injection, as was previously seen only onheavy-duty diesels. The electronics allow fuel tobe force-fed straight into the combustion cham-ber in two stages, which softens operation. Aunique inlet swirl port and five-hole injectorsthat make a nice mist contribute, too. By the way,diesel injection pump outlet pressures are alwayshigh, but those of the TDI are especially so --nearing 1,500 psi (100 BAR).

Another smoothness enhancement is the intakemanifold flap. In any diesel, compression is sohigh that it tends to stop the pistons abruptly dur-ing shut-down, which causes an unpleasantshudder. This vacuum-operated flap cuts offintake air upon command from the PCM, thuslowering psi and allowing a kinder, gentler finish.

You may not expect to see a catalytic converteron a diesel, but the TDI has one. While it helpsa little on HC and CO, its big job is knockingdown NOx. Speaking of NOx, the EGR includesa cooler to reduce the temperature of the recy-cled gases by as much as 122 deg. F., which helpsits efficiency.

The timing belt replacement interval is every 40Kmiles. This is definitely a hitter, so you'd betterkeep after your customers about this job as a wayto avoid megabuck repairs. Just as in the originalRabbit diesel, a special tool is available to lock theinjection pump hub in place while you R&R thebelt (a setting bar holds the cam). Never, everloosen or remove the hub from the pump shaft.

Volkswagen’sOriginalTDI.The biggest boost to diesel popularity in the U.S.was this praiseworthyengineering effort.


Throttlingaway.

In 1996, Volkswagen introduced an electronic throttleon the AAA V6. Integrating this with traction control,cruise control, and idle speed control makes for a safervehicle. Keeping the system working properly is our job.

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Electronic Throttle17

Believe it or not, f ly-by-wire systems havebeen used on passenger vehicles for almost 20years. For the driver, there's no change in theway the car feels. The benefits are at an engi-neering level. An idle speed motor is no longerneed. All the electronic engine managementsystem has to do is open and close the throttleplate to adjust engine rpm. Without mechani-cal throttle linkage, cable-operated cruise con-trol can't be used. That’s okay, though,because the PCM (Powertrain Control Module)just has to command the throttle plate tomaintain the desired speed.

With traction control, it gets more interesting.Let’s say the amount the throttle is opened sud-denly causes the wheels to start spinning. Thedriver could possibly go into a skid, or spin. Withthe traction control,computer and the PCMworking together, the throttle can be automati-cally closed until traction is regained. Also, nolonger do we have to worry about sticking or bro-ken throttle cables. The benefits clearly outweighthe additional complexity of the system. But whatdo we do when something goes wrong?

If you want to diagnose something, it helps if youknow how it’s supposed to work. Volkswagen hasused a few variations of electronic throttle overthe years, so it’s best to be familiar with thechanges. Earlier models use an electronic throttlemodule, but it still have a throttle cable for theME5.X system. The cable mechanically opensand closes the throttle for typical city and high-way driving. The electric motor in the throttleassembly only controls low rpm and idle situa-tions. There is a throttle position sensor (TPS)attached to the cable, which relays throttlerequests from the driver. A second TPS indicatesthe position of the throttle motor. This is howadjustments are made to better control idle-speed situations. The two voltages are monitoredby the computer and compared. If the controlunit does not like one of the signal voltages, it canstop throttle control and flag a code.

Over time, the throttle plates can cake up withcarbon. This reduces the idle speed of the engine.The PCM can see this rpm drop and commandthe throttle plate to open slightly more until theproper idle speed is reached. There are limits for

this compensation, however. If the PCM has toadd too much air, it will flag a code and turn onthe MIL (Malfunction Indicator Lamp, aka CELfor Check Engine Light). At this point, you need toclean the throttle plates and restore a normalidle. It's important that you do this right: Neverspray cleaning solution into the throttle bore.With all the different carbon cleaners on the mar-ket, there is no safe way to predict if what you'reusing will damage the internal componentsunless you purchase a Volkswagen-recommend-ed throttle body cleaner from your local dealer.Then, spray the solution on a clean rag and wipeany carbon build-up out of the bore and off theplates. This will prevent any cleaning solutionfrom making its way into the electronics.

If you see a cable on the throttle body, you'll knowthis is a ME5 system. The electronic throttle onlycontrols idle speed and low rpm functions. Thethrottle will have to be re-adapted if you get acode P1580 or P1582.


If the problem is severe enough, you may have toperform a throttle adaptation. This may also haveto be done if the battery has gone flat or been dis-connected. You can do this with a VAG 5052 fromthe “Basic Settings” menu. Look for the properthree-digit code under repair information atwww.erwin.vw.com. The numbers are typically060 or 098, depending on year and model. Whatthis procedure does is align the throttle assemblywith the PCM. Typically, this has to be performedif you get a diagnostic trouble code (DTC) P1580,or P1582. Just clearing the code may not keep thelight off. During the adaptation, you will noticeone of the TPS signal voltages change, and in field#4 you should see the message “Adapt OK” whenit is completed. If the adaptation fails, the firstthing you should check is battery voltage. It mustbe above 12V to perform the adaptation. If it is,you may have a problem in the throttle module.

To test the throttle module, you can start with aquick scan of the voltages using your VAG. Youcan select “Read Measuring Value” block 060, or098 to see the position sensors. They may be dis-

played in either voltages or throttle angles. Donot assume that the throttle body needs to bereplaced if the readings are not correct. Youshould always support your diagnostic tests withactual voltage readings from a DMM (DigitalMulti-Meter), or lab scope. Verify that the five-volt reference and ground are good, and checkelectrical connections. Fluctuating voltages frompoor connections can lead to an incorrect diag-nosis and a comeback. For instance, on the 19981.8L Turbo AEB engine you have an eight-pinconnector for the throttle module. The pin layoutis as follows:

1. Throttle motor positive supply

2. Throttle motor negative ground

3. Idle switch

4. Five-volt reference

5. Position signal driver input

6. Empty

7. Sensor ground

8. Position signal throttle motor

Over time, carbon and oil can build up around the throttle plate. This will reduce the flow of air and reduceidle speed. The PCM can compensate by opening the throttle more. When the idle adaptation is lost, lowidle and decel stalls may result.

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Electronic Throttle19

If the connector is unplugged, the throttle assem-bly defaults to a partially open position. Theengine should rev to somewhere between 1,200and 1,300 rpm, and, of course, codes will beflagged. With the control unit functioning nor-mally, the idle speed should be about 900 rpm.You can monitor other measured value blocks tohelp determine what the problem may be. If yoususpect a dirty throttle bore, search for idle adap-tation values in your service information. Thisdisplays how much the PCM is opening the throt-tle to compensate for the low idle speed. If youhave a vacuum leak, the computer may attemptto close the throttle to reduce the idle speed. Thissituation may also set additive lean system codes,so look for those as well.

EvolutionVolkswagen made a few changes on the ME 7.Xsystems, which make them true fly-by-wire. Thecable has been eliminated, so the throttle plate isonly opened by the motor. There are two throttleplate position sensors, which are opposites. With

the plate closed, one sensor reads approximately.5 volt and the other should read about 4.5 volts.As the throttle plate is opened, the wire with .5volt gradually increases toward 4.5 volts, and thewire with 4.5 volts decreases to roughly .5 volt.The PCM cross-checks these two voltages to veri-fy “plausibility.” If the voltages do not makesense, the computer will go into fail-safe and nolonger open the throttle plate.

If the PCM detects a binding throttle plate, it willalso go into fail-safe mode and flag a DTC. Thereis an accelerator pedal position sensor mountedon the pedal assembly, which supplies input onthe driver’s request. It also has two TPSs that pro-vide signal voltages to the PCM. These increase asthe throttle is opened, but at different rates. The#2 TPS signal is about half the voltage of signal #1as the pedal is depressed. Once again, if the PCMdoes not like the signal voltages as it comparesthem, it will go into fail-safe. There are a few fail-ure modes depending on what has failed. We’lllook at the different possibilities.

Notice the gold-plated terminals for a better electrical connection. The terminals are numbered differentlyfrom what you might assume. Here, terminal 1 is in the lower left hand corner, and terminal 2 is in the upperleft hand corner -- they power and ground the motor.


the 06X range and you should see either throttleplate angle or signal voltages. If you want toscope the signal key-on/engine-off, you will notget the throttle open completely. The trick is toput the vehicle in gear, then apply the throttle. Itshould open completely, and you can test the fullrange of both TPSs. There are no serviceablecomponents either in the accelerator pedal posi-tion sensor or the throttle module. They bothneed to be replaced as an assembly.

In ConclusionUnderstanding how the electronic throttle func-tions and how it works with the PCM will reduceyour diagnostic time and lead to more accuratetroubleshooting. Try to point out that billableservices such as throttle bore cleaning and reset-ting throttle adaptation are required for the sys-tem to function properly. If the customer entersone of the emergency running modes, inform himor her that these fail-safes provide for a safer driv-ing experience, and who wouldn’t want that?

Here are the TPS signal voltages from a ’97 ABAengine. Notice how the upper trace for the motordoes not open that much with the vehicle revved inpark. The lower trace is the TPS for the gas pedal.

Imagine the PossibilitiesIf a failure has been picked up by the self-diag-nostic portion of the PCM, it will enter one ofthree failure modes. These fail-safes are referredto as Emergency Running Modes 1, 2, and 3. Mode1 occurs when one of the throttle position sensorsfails, and you will only have about 60% power.The PCM uses the properly-working TPS and theMAF (Mass Air Flow) sensor signals to cross-check one another while in this limited-powermode. A new addition is the Electronic PowerControl (EPC) light in the dashboard. This lets thedriver know that one of the emergency runningmodes is active. The MIL will also be activated.

If a fault has been found in the actual throttlemotor, its power and ground supplies will be shutdown. This is Emergency Mode 2. The throttleplate will default to its mechanical position of1200 to 1300 rpm. Mode 3 is similar to Mode 2, butthe PCM enters this mode when two TPSs read-ings fail. You will not see any substitute values inthe scan tool, so check the measuring blocks in

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If you still have intermittent codes for the throttlemodule, check this connector above the transmis-sion. This engine harness contains the wiring forthe throttle assembly. You may have corrosion onsome of the terminals.


VolkswagenTechConnect Special Feature


Occupant safety hasalways been the highestpriority at Volkswagen.Tire Pressure MonitoringSystems support that byreducing the number offlat tires and preventingtire failure. They alsoimprove tire life andMPG. Let’s keepthem working.

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Wheretherubbermeetstheroad.


TPMS23

The expression is, “Where the rubber meets theroad.” It means we are dealing with somethingimportant. No matter how powerful an engine is,or how capable the brakes are, if the tires don'tprovide traction with the road it's all useless.Maintaining the vehicle's grip on the pavement isprobably the most important part of safe driving.So, anything that can compromise this is dan-geous. Properly inflated tires are, naturally, partof the equation. They're designed to work bestwithin a specific pressure range. If you're outsideof these boundaries, you're looking for trouble.

Pneumatic tires rely on internal air pressure tomaintain their shape while under the load of avehicle. If pressure were to drop below specifica-tions, the weight of the vehicle will cause thesidewalls to bow out too much at the bottom. Asthe tire rotates, toward the top the sidewallsstraighten out. This flexing is a bad thing. It gen-erates excessive heat, which, when coupled withthe heat of road friction can surpass what therubber and cords can handle. It can cause thecords to separate from the rubber, eventuallyleading to tire failure. A system had to be devisedthat could monitor air pressure so that this sce-nario could be prevented.

Direct vs. IndirectThe Department of Transportation and theNational Highway Safety Administration haveconducted studies of motor vehicle accidents.One of the major causes of these accidents is tirefailure as a result of low inflation pressure. In aneffort to reduce this, manufacturers were com-pelled to install Tire Pressure Monitoring Systems(TPMS) in 2007. These systems indicate to thedriver if tire pressure is low in any of the roadwheels, and in some cases even the spare. Twodifferent types of systems are used. One isreferred to as a direct sensor system. This hasindividual pressure sensors mounted inside thetires. They read tire pressure and send this infor-mation via a radio frequency signal to antennasmounted in the wheelwells.

The second system is called indirect TPMS,which Volkswagen will introduce in 2011. It uses

the wheel speed sensors of the ABS/Traction con-trol systems to determine the circumference ofthe tire. If one tire wheel speed sensor signal indi-cates faster rotation than the other three, and thevehicle is not under acceleration, then the tire'sdiameter must be smaller. This can only becaused by low tire pressure. In either system, theactual tire pressure is shown in the driver infor-mation display, and/or a warning light is illumi-nated in the instrument cluster. This warns thedriver to correct the tire pressure before there is aproblem. When the tire pressure has beenrestored to specifications, the system will relearnthe new pressure and turn off the light. This iseasier said than done.

If you want to know if a vehicle has TPMS, look atthe valve stem. If it has a silver retaining nut, it hasthe system. Set tire pressures to specs when thetires are cold.


Most Volkswagens use the direct sensor system.Each wheel has its own sensor to indicate theinflation pressure. In some models, four sensorsare fitted to the road wheels, and there’s no sensorin the spare. If you have a TPMS warning light thatyou can't clear, find out if the spare has beenmounted to replace a flat tire. This could savehours of wasted diagnostic time. To cite anothercase, the Phaeton uses a five-sensor system with asensor in the spare. This is also important to note.When correcting tire pressure, don’t forget tocheck the spare as this might keep the light on.Also note the position of the spare tire. You want tokeep the sensor as close to the antenna as possible.While these sensors don't last forever, they do havesome of the latest battery technology in them.

TPMS sensors use lithium-ion batteries. They aredesigned to last 10 years under normal circum-stances. When the ignition key is turned on, theTPMS system starts to monitor air pressure.

Starting in 2011, you may see conventional valvestems on certain Volkswagen models. That’sbecause the company will be switching to theindirect system that uses wheel speed sensors todetect underinflation. If this is present on an ear-lier model, the TPMS components have beenremoved, possibly by mistake.


TPMS25

If everything is okay, the sensors go into a low-power mode. This helps conserve battery life. Ifthe tire pressure drops, the sensor wakes up andstarts to transmit. The antenna picks up the signaland sends it to the TPMS control module, whichcommunicates this information to the instrumentcluster through the CAN system. What does thismean to us? If the CAN is down, the informationcannot be sent or received. If you are having trou-ble resetting the light, look for CAN codes andrepair the problem.

In the the Tauareg and Phaeton, a separate TPMScontrol module (J502) is used. In Jettas, the fiveTPMS sensors send their information to theCentral Locking and Anti-Theft control moduleantenna. Through the CAN, these signals are sentto the TPMS module, which is housed insideeither the J519 Body Control Module (2010 Jetta,Jetta wagon, GTI, Golf, and EOS), or the Comfortand Convenience module.

A sensor will start to transmit data with tire rota-tion and pressure drop. It won't begin to trans-mit with a pressure increase, so adding air willnot activate the sensor. To get a sensor to trans-mit, you will need to drive the vehicle at over 16mph after correcting the pressures. The tirepressure specs are on a placard taped inside thedriver’s door "B" pillar. These are for cold infla-tion pressures.

When replacing components, there are somerules you need to follow to do the job right. If theTPMS control unit must be replaced, it will haveto be coded to the vehicle. When tires arereplaced, be careful not to strike the sensor,which is mounted to the valve stem. If your tiremachine rotates counter-clockwise, you shouldstart with the sensor to the left of the beadremoval arm so it rotates away from it. Duringmounting, be sure not force the bead down onthe sensor. Do not use any puncture seal or bead

Here's the replacement sensor. It should last 10 years, but driving with a slow leak will constantly triggerthe sensor to transmit the RF signal. This shortens battery life.


sealer while mounting a tire. You can use solidlubricant on the bead, which will not touch thesensor and interfere with its operation.

Remember, in the Jetta,the TPMS control unit ismounted in the Comfort & Convenience module.This will need to be coded to the vehicle if isreplaced. On Taureg models, the tire sidewalls arethicker and stiffer, so a stronger RF signal sensoris used. You can tell the sensors apart by seeingfour white stars printed on the sensor itself. Eventhough the sensor battery is supposed to last 10years, frequent low tire pressure driving willshorten its life. It's best to advise customers to fixwhatever slow leak is present and not drivearound with the light on for long periods of time.Also, let them know that proper inflation pres-sure will give them the best gas mileage.

There are several ways to find out if a sensor isfunctioning properly. The BRT-DBL4 is theVolkswagen factory tool that reads the sensors’RF signals (there is no VAG number on this tool.There are also aftermarket tools available thatdetect the frequency generated by the wheelspeed sensors when they are transmitting.Simply lower the tire pressure by 6-7 psi and holdthe tool against the sidewall closest to the valvestem. It should pick up the signals from the sen-sor. If not, the sensor may be dead. If any of thesensors have to be replaced, make sure the vehi-cle has been parked for at least 20 minutes, thendriving it at more than 16 mph for seven minutes.The 20-minute wait puts the computer into learnmode. The sensors will transmit their identifica-tion numbers, air pressure, temperature, andwheel velocity. Volkswagen presently uses sen-sors that transmit at 315Mhz.

Finally . . .Although many techs have complained about thecomplexities of TPMS systems, they are really notthat difficult. Your Volkswagen dealer's partsdepartment can provide you with OEM valvestems, wheel sensors, antennas, and controlunits that are engineered for the vehicle, givingyou the peace of mind of knowing the job wasdone right.

Aftermarket tools are available for testing TPMSsensors. You'll need to activate the sensor and setthe tool to pick up a 315MHz signal. The displaywill let you know that the sensor is transmitting.

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When replacing the TPMS sensor, it is a good ideato replace the valve stem assembly. Both parts areavailable from your Volkswagen dealer with OEMlevel quality.


Volkswagen Dealers Listing27

AlabamaBirminghamSerra Volkswagen205.856.6520HuntsvilleHiley Volkswagen256.881.1881MobileDean McCrary Imports251.471.3326

MontgomeryJack Ingram Motors, Inc.334.420.7700

TuscaloosaQuality Volkswagen205.345.8040

Vestavia HillsRoyal Volkswagen205.978.4141

AlaskaAnchorageMorrison Auto Group907.272.5522

ArizonaAvondaleLarry Miller Volkswagen623.215.1600FlagstaffFindlay Volkswagen928.522.2700GilbertBerge Volkswagen480.833.0001PhoenixVolkswagen North Scottsdale480.538.4700PhoenixCamelback Volkswagen602.265.6600ScottsdaleChapman Volkswagen480.949.7600TucsonChapman Volkswagen520.745.1300

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CaliforniaBakersfieldFamily Volkswagen661.834.5300CarlsbadBob Baker Volkswagen760.438.2200ChicoChico Volkswagen530.891.6275City of IndustryPuente Hills Volkswagen626.965.7500ClovisClovis Volkswagen559.314.1400

CoronaCardinale Way Volkswagen951.279.1220CovinaBozzani Motors626.967.6325

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LakewoodLarry H. Miller Volkswagen303.237.1311

LittletonMcDonald Automotive Grp.VW303.738.4800

ThorntonLithia Volkswagen303.438.5200

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EnfieldLia Volkswagen860.745.2000

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MiamiSouth Motor of Dade County305.256.4976

*Authorized Wholesale Mechanical Dealers shown in blue.


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MiamiDeel Volkswagen305.448.3335

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TampaReeves Import Motorcars813.933.2811

West Palm BeachSchumacher Volkswagen561.615.3346

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MishawakaGurley Leep Imports574.254.7130

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MarylandAnnapolisFitzgerald Automall410.224.3480BaltimoreHeritage Volkswagen Parkville410.661.3400

BaltimoreRussel Volkswagen410.744.2300

CockeysvilleVolkswagen of Hunt Valley410.666.7777

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BedfordMinuteman Volkswagen781.275.8006

BeverlyNorth Shore Volkswagen978.927.6000

BraintreeQuirk Volkswagen877.972.7875BrocktonPaul Clark, Inc.508.587.9040FairhavenAlden Volkswagen508.999.3300Fall RiverMattie Imports508.678.5555




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North AttleboroVolkswagen of North Attleboro508.695.7131NorthamptonDana Automotive413.586.7250NorwoodVolkswagen Gallery781.762.6820PittsfieldFlynn Volkswagen413.443.4702

TewksburyAtamian Volkswagen978.851.4356WatertownBoston Volkswagen617.783.1477WellesleyWellesley Volkswagen781.237.3553West SpringfieldFathers & Sons, Inc.413.785.1631WestboroughColonial Volkswagen508.366.8383

MichiganAnn ArborHoward Cooper Volkswagen734.761.3200Bay CityThelen Volkswagen989.684.2980EscanabaHalbinsel Volkswagen906.789.9650Farmington HillsSuburban VW248.471.0800Grand RapidsBetten Imports616.475.9533Grand RapidsGezon Volkswagen616.361.7361HollandCrown Volkswagen616.393.0400KalamazooMaple Hill Volkswagen269.342.6600LansingWilliams Volkswagen517.484.1341LivoniaRalph Thayer Volkswagen734.425.5400MonroeElite Volkswagen734.242.3900MuskegonMy Auto Import Center231.799.2886

Rochester HillsFox Volkswagen248.656.0400SouthgateMelton Motors734.283.2600Sterling HeightsVyletel Volkswagen586.977.2800Traverse CityTraverse City Volkswagen231.946.5540TroySuburban Volkswagen248.357.1717

MinnesotaAlbert LeaDave Syverson VW507.373.1438BrainerdAuto Import218.829.3307BurnsvilleBurnsville Volkswagen952.895.4371Inver Grove HeightsInver Grove Volkswagen651.357.1700MankatoMankato Volkswagen507.625.5641MaplewoodSchmelz Countryside Volkswagen651.484.8441RochesterRochester Motors507.282.9468

Saint CloudEich Motor Company320.258.2678Saint Louis ParkLuther West Side Volkswagen952.374.0700

MississippiD'IbervilleMandal Volkswagen228.392.1515JacksonVolkswagen of Jackson601.987.9090

MissouriBallwinThe Dean Team of Ballwin636.227.0100GladstoneNorthtowne Volkswagen816.468.2275HazelwoodBommarito Volkswagen314.731.7777Kansas CityMolle Volkswagen816.941.9500KirkwoodThe Dean Team of Kirkwood314.966.0303SpringfieldVolkswagen of Springfield417.866.6000St LouisSuntrup Volkswagen314.892.8200St. PetersBommarito Volkswagen636.928.2300

MontanaBozemanVolkswagen of Bozeman406.586.1771

Great FallsPierce's Volkswagen406.761.3305Missoula4 Seasons Volkswagen406.728.2510WhitefishDePratu Volkswagen406.863.2511

NebraskaLa VistaPerformance Volkswagen402.502.8671LincolnSchworer Volkswagen402.435.3300

OmahaStan Olsen Auto Center402.397.8200

NevadaHendersonFindlay Volkswagen702.558.6600Las VegasDesert Volkswagen702.942.4000RenoLithia Volkswagen of Reno775.852.3300

New HampshireGilfordLakes Region Volkswagen603.524.4717GreenlandSeacoast Volkswagen603.436.6900KeeneNoyes Volkswagen603.357.7220LebanonMiller Volkswagen603.448.6363ManchesterQuirk Volkswagen603.626.7000NashuaTulley Volkswagen603.888.0550RochesterBeranger Volkswagen603.332.6242

New JerseyBerndardsvilleBernardsville Volkswagen908.766.1600

BurlingtonBurlington Volkswagen609.386.0174

Cape May Court HouseBurke Brothers, Inc.609.465.6000

Cherry HillCherry Hill Volkswagen856.665.5370

CliftonGensinger Motors973.778.8500

EdisonReydel Volkswagen732.287.2828

Englewood CliffsEast Coast Volkswagen201.568.0053

FairlawnJack Daniels Motors201.703.1925

FlemingtonFlemington Volkswagen800.216.5124

FreeholdVolkswagen of Freehold732.339.6900

Hamilton SquareHamilton Volkswagen609.587.7600

LyndhurstThree County Volkswagen800.645.6566

MonroevilleAvis Volkswagen856.358.8103

NeptuneWorld Volkswagen732.922.1500

NewtonNewton Motorsports973.383.2626

PleasantvilleAtlantic Volkswagen609.646.8600

Pompton PlainsCrestmont Volkswagen800.839.6444

PrincetonPrinceton Volkswagen609.921.6401

RamseyJoe Heidt Motors Corp.201.327.2900

RockawayTrend Motors973.625.0100

RoselleLinden Volkswagen908.486.3977

ShrewsburyShrewsbury Motors800.662.3140

SomervilleMillennium Volkswagen908.685.1068

SummitDouglas Motors908.277.3300

TurnersvillePrestige Volkswagen856.629.9200

New MexicoAlbuquerqueUniversity Volkswagen505.761.1900

Las CrucesSisbarro Autoworld575.524.3561

Santa FePremier Motorcars505.471.7007

New YorkAmherstNorthtown Volkswagen716.836.4600

AmityvilleLegend Volkswagen631.691.7706

BaysideBayside Volkswagen516.482.3346

BinghamtonEmpire Volkswagen607.772.0700BowmansvilleSchmitts Garage716.683.3343

BronxBig Apple Volkswagen718.920.1404

BrooklynKings Volkswagen718.646.6700BrooklynOpen Road Volkswagen718.748.3400

CiceroBurdick Volkswagen315.699.2661

East RochesterVincent Volkswagen585.586.2225FayettevilleRomano Volkswagen315.637.4491

GlenmontCapital Cities Imported Cars518.463.3141

HicksvillePlatinum Volkswagen516.250.6168Huntington StationHabberstad Volkswagen631.470.8100

IthacaMaguire Automotive607.257.1515KingstonHeart Volkswagen845.336.6600LathamMartin Nemer Volkswagen518.785.5581LynbrookSunrise Volkswagen516.596.5970MarcyPaolozzi's Car World315.736.8291MiddletownCompass Volkswagen845.344.4440Mohegan LakeMohegan Lake Motors914.528.8076

NyackPalisades Volkswagen845.689.3536

OneontaOneonta Volkswagen607.432.8100

Orchard ParkVolkswagen of Orchard Park716.662.5500

PleasantvillePrestige Imports914.769.5100

QueensburyGarvey Volkswagen518.793.3488



RensselaerCooley Motors518.283.2902

RiverheadRiverhead Bay Motors631.727.4000

RochesterDorschel Volkswagen585.475.1711

RomeVolkswagen of Rome315.337.8900SayvilleDonaldson631.567.6400SchenectadyLangan Motorcar Corporation518.374.9161

Staten IslandOpen Road Volkswagen718.513.7500St. JamesSmithtown Volkswagen631.724.6600Wappingers FallsHudson Valley Volkswagen845.298.2365WatertownF.X. Caprara Volkswagen315.788.7400WoodsideKoeppel Volkswagen718.728.8111

North CarolinaAshevilleDeal of Asheville828.232.4000BurlingtonMaxwell Volkswagen336.227.2727CaryLeith Volkswagen919.297.1640

CharlotteCarolina Volkswagen704.537.2336

CharlotteVolkswagen of South Charlotte704.552.6500

DurhamSouthern States Volkswagen919.255.8033

FayettevilleValley Auto World910.867.7000

GoldsboroFrema Motors919.778.1010GreensboroFlow Motors336.856.9050

GreenvilleJoe Pecheles Volkswagen252.756.1135

HickoryParamount Automotive Group828.328.4012

HuntersvilleKeffer Volkswagen704.766.2121

JacksonvilleNational Volkswagen910.938.1417

RaleighSouthern States Volkswagen919.828.0901

WilmingtonBob King Volkswagen910.392.3889

Winston-SalemFlow Motors of Winston-Salem336.761.3698

North DakotaFargoValley Imports877.212.1792

OhioAkronDave Walter330.434.8989

AmherstSpitzer Volkswagen440.984.4014

BedfordGanley Volkswagen440.439.3444

CantonKempthorn Volkswagen330.452.6511

CincinnatiNorthland Volkswagen513.531.5513

CincinnatiNorthgate Volkswagen513.385.1818

ColumbusByers Imports614.552.5497

ColumbusHatfield Volkswagen800.898.7136

DaytonEvans Volkswagen937.890.5323

DaytonWhite.Allen Euro Auto Grp937.291.6000

DublinMidwestern Auto Group614.553.5247

FairfieldFairfield Volkswagen513.874.3740

LovelandKings Volkswagen513.677.4989

MedinaMedina World Cars330.725.4901

MentorClassic Volkswagen440.205.6500

North OlmstedGanley Westside Imports440.734.2000

PerrysburgEd Schmidt Volkswagen419.874.4331

SpringfieldBill Marine Auto Center937.325.7091

SteubenvilleSunset Motors740.264.1696

Willoughby HillsFred.Vincent Volkswagen440.944.8700

WoosterPerformance Volkswagen330.264.1113

YoungstownStadium Volkswagen330.726.8948

OklahomaOklahoma CityCable Volkswagen405.787.0433

TulsaGreen Country Volkswagen918.712.8989

OregonBeavertonHerzog-Meier Volkswagen503.372.3298

BendCarrera Motors541.382.1711

CorvallisJack Scoville541.753.1694

EugeneSheppard Motors541.343.8811

GladstoneArmstrong Volkswagen503.656.2924

McMinnvilleMac Volkswagen503.472.4657

MedfordLithia Volkswagen541.774.7500

PortlandRey Reece’s Friday Volkswagen503.255.1014

SalemVolkswagen of Salem503.581.1421

PennsylvaniaAllentownFaulkner-Ciocca Volkswagen610.797.6330

ArdmorePiazza Volkswagen610.896.4853

ButlerMikan Volkswagen724.287.4763

Chadds FordGarnet Volkswagen610.361.8500

ColmarNorth Penn Imports215.822.1361

DanvilleJack Metzer Volkswagen570.275.2212

DevonFred Beans Volkswagen888.857.3799

DuboisCentral Volkswagen814.583.5121

EastonYoung Volkswagen610.253.6244

EdgemontY B H Sales & Service610.356.3493

ErieNew Motors800.352.1052

FeastervilleColonial Volkswagen215.355.8800GreensburgSendell Motors724.837.1600

HarrisburgSutliff Volkswagen717.234.8888

HollidaysburgFiore Volkswagen814.695.5533

KingstonWyoming Valley Motors570.288.7411

LancasterAutohaus Lancaster717.299.2801LanghorneVolkswagen Langhorne215.741.4100

LebanonH.A. Boyd, Inc.717.273.9385LeesportVision Volkswagen610.777.6501

McMurrayThree Rivers Volkswagen724.941.6100

MechanicsburgCumberland Valley Motors717.697.9448

MonroevilleDay Volkswagen724.327.4900

MontoursvilleFairfield Volkswagen570.368.8121

Moon TwpDay Apollo, Inc.412.264.9222

New KensingtonHillcrest Volkswagen724.335.9847

NorristownJim Wynn Volkswagen610.539.4622

OrwigsburgJ. Bertolet570.366.0501

PhiladelphiaNortheast Volkswagen215.824.0800

PittsburghRohrich Volkswagen412.344.3600

ScrantonKelly Volkswagen570.347.5656

State CollegeVolkswagen State College814.237.0368

WarringtonHolbert's Volkswagen215.343.1600

WexfordBillco Motors724.940.1000

WhitehallGilboy Volkswagen610.434.2953

YorkYork Volkswagen717.755.1015

Puerto RicoSan JuanEuroclass Motors787.782.4087

Rhode IslandEast ProvidenceScott Volkswagen401.438.5555

WakefieldSpeedcraft Volkswagen401.783.3304

West WarwickFiore Volkswagen401.823.6033

South CarolinaColumbiaWray Volkswagen800.424.0183

GreenvilleSteve White Volkswagen864.288.8300

Mount PleasantLow Country Volkswagen843.881.8555

Myrtle BeachEast Coast Volkswagen843.215.6500

North CharlestonStokes Volkswagen843.207.5553

SpartanburgVic Bailey Volkswagen864.585.2492

SumterGoodwin Volkswagen803.469.2595

South DakotaRapid CityLiberty Volkswagen605.718.1000

Sioux FallsGraham Automotive605.336.3655

TennesseeBristolWallace Volkswagen423.764.1145

ChattanoogaVillage Volkswagen423.855.4981

ClarksvilleGary Mathews North931.552.1111

vwparts.com




FranklinHallmark VW at Cool Springs615.236.3200

Johnson CityWallace Volkswagen423.952.0888

KingsportFairway Volkswagen423.578.3600

KnoxvilleHarper Volkswagen865.691.0393

MadisonHallmark Volkswagen615.859.3200

MemphisGossett Volkswagen901.388.8989

MemphisGossett VW of Germantown901.333.8989

MurfreesboroSoutheast Signature Motors615.898.0700

TexasAbileneSterling Volkswagen325.673.4663

ArlingtonRandy Hiley Volkswagen817.575.6100

AustinMaund Automotive Group512.458.1111

BrownsvillePayne Volkswagen956.350.4488

BryanGarlyn Shelton Imports979.776.7600

Corpus ChristiVolkswagen of Corpus Christi361.653.8400

DallasBoardwalk VW Park Cities214.561.8071

El PasoHoy-Fox Automotive Market915.778.5341

Fort WorthAutobahn Motorcars817.390.3762

GarlandRusty Wallis Volkswagen972.271.6767

GeorgetownHewlett Volkswagen512.681.3500

HoustonArcher Volkswagen713.272.1700

HoustonWest Houston Volkswagen281.675.8274

HoustonClear Lake Volkswagen281.848.5500

HoustonDeMontrond Automotive Grp281.872.7200

HoustonMomentum Volkswagen713.596.3300

HoustonMomentum VW Jersey Village281.925.5000

IrvingMetro Volkswagen972.256.1102

KilleenAutomax Volkswagen254.699.2629

LewisvilleLewisville Volkswagen972.538.0551

LongviewGorman.McCracken Volkswagen903.753.8657

LubbockGene Messer Volkswagen806.793.8844

McKinneyMcKinney Volkswagen972.632.2000

MissionPayne Mission956.584.6300

RichardsonBoardwalk Volkswagen214.453.5000

San AntonioAncira Volkswagen210.681.2300

San AntonioRod East Volkswagen210.828.1201

TempleGarlyn Shelton Volkswagen254.773.4634

TylerCrown Motor Company903.581.7688

Wichita FallsHerb Easley Motors940.723.6631

UtahLaytonCutrubus Motors Volkswagen801.544.5878

OremKen Garff Motors800.324.6725

Salt Lake CityStrong Volkswagen801.433.2269

South JordanVolkswagen SouthTowne801.676.6409

St. GeorgeFindlay Volkswagen435.634.0900

VermontBarreWalker Volkswagen802.223.3434

Manchester CenterHand Volkswagen802.362.1754

RutlandKinney Motors802.775.6900

South BurlingtonVolkswagen South Burlington802.658.1130

VirginiaAlexandriaAlexandria Volkswagen703.684.8888

CharlottesvilleFlow Volkswagen434.296.4147

ChesapeakeGreenbrier Volkswagen757.424.4689

FairfaxFairfax Imports703.273.6700

FredericksburgBill Britt Volkswagen540.898.1600

LynchburgTerry Volkswagen434.239.2601

Newport NewsCasey Volkswagen757.988.1200

RichmondBrown's Volkswagen804.379.7283

RichmondWest Broad Volkswagen804.270.9000

RoanokeFirst Team Volkswagen540.366.4830

SpringfieldVolkswagen Springfield703.451.2380

StauntonRule, Inc.540.886.2357

SterlingLindsay Volkswagen of Dulles703.880.8160

ViennaStohlman Volkswagen703.287.4115

Virginia BeachCheckered Flag Volkswagen757.687.3465

WinchesterMiller Volkswagen540.869.5000

WoodbridgeKaren Radley Volkswagen703.550.0202

WashingtonAuburnAuburn Volkswagen800.827.2787

BellevueChaplin’s Bellevue Volkswagen800.962.0822

BellinghamRoger Jobs Volkswagen360.734.5230

BremertonParr Volkswagen360.377.3855

BurlingtonKarMart Volkswagen360.757.0815

EdmondsCampbell-Nelson Volkswagen425.778.1131

EverettPignataro Volkswagen425.348.3141

KennewickOverturf Motor Company509.586.3185

Oak HarborWhidbey Island Auto Group360.675.2218

OlympiaHanson Motors360.943.2120

Port AngelesDan Wilder Volkswagen360.452.9268

SeattleCarter Volkswagen206.782.7474

SeattleUniversity Volkswagen206.634.3322

SpokaneAppleway Imorts509.892.2243

TacomaRobert Larsons Autohaus253.671.6420

VancouverHannah Volkswagen360.314.0492

YakimaSteve Hahn Performance VW509.248.4700

West VirginiaBarboursvilleMoses Volkswagen304.736.5226

ClarksburgStar Motor Company304.623.7827

ParkersburgLarry Simmons304.485.5451

South CharlestonJoe Holland Volkswagen304.744.1561

WheelingWheeling Automotive304.242.7313

WisconsinAppletonVolkswagen Appleton920.749.3232

BrookfieldHall Volkswagen262.782.5300

Eau ClaireCar City Volkswagen715.830.1111

FranklinBoucher Volkswagen414.525.4044

Green BayBroadway Imports800.236.2819

JanesvilleFrank Boucher Volkswagen608.757.6150

La CrosseBob Burg Volkswagen608.782.8808

MadisonZimbrick Volkswagen608.241.5201

Menomonee FallsErnie Von Schledorn VW262.253.8977

MiddletonZimbrick Volkswagen608.836.7777

MilwaukeeConcours, Inc.414.290.1400

RacineFrank Boucher Volkswagen262.886.2886

SheboyganMotorville, Inc.920.457.8844

Stevens PointScaffidi Motors715.344.4100

WausauKocourek Wausau Imports715.359.0303

WyomingCasperRay Powders Volkswagen307.235.1565


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