VWSSP 850183

Self Study Program 850183
The 7-speed Dual Clutch Transmission 0GC
Design and Function - Tablet Format, Version 1.1
Volkswagen Group of America, LLC
Volkswagen Academy
Printed in U.S.A.
Printed 5/2018
Course Number SSP 850183, Version 1.1
©2018 Volkswagen Group of America, LLC.
All rights reserved. All information contained in this manual is based on the latest information available at the time of printing and is subject to the copyright
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property of their respective owners.
Table of Contents
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Transmission Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Mechatronic Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Knowledge Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Introduction
The development story behind the new 7-speed dual clutch transmission 0GC:
• The dual clutch transmission 0BT made its debut at Volkswagen Commercial Vehicles with the T5 model year 2010
• The 0BT was used in the 2011 Tiguan with the designation 0BH (not for the North American Region)
• A new transmission production site was set up in China. The 0BH transmission was slightly altered for that factory and was given the designation 0DE
• Further developments have allowed fuel consumption and CO2 reduction, increasing efficiency. The result is the dual clutch transmission 0GC
s556_077
1
Introduction
The Development Goal for the 7-speed
Dual-clutch Transmission 0GC
The main priority during the development of the 7-speed dual clutch
transmission 0GC was CO2 emission reduction. The following technical
modifications have cut CO2 emissions by 6g/km compared with the dual
clutch transmission 0DE:
• Low-friction shaft bearings and differential bearings
• Low-friction seals on the shafts
• A new oil pump concept
• A low-leakage hydraulic system
• Low-friction transmission oil
A further 1g/km of CO2 is saved with the start/stop system. Compared with
the dual clutch transmission 02E/0D9, an additional CO2 reduction of 3g/
km is achieved due to the 7th forward gear in the OGC.
s556_016
2
Introduction
Technical Data
Type of Transmission
Hydraulic dual clutch transmission
Number of Gears
7 forward gears and 1 reverse gear
Number of Drive Shafts
2 concentric drive shafts
Number of Output Shafts
2 output shafts
Number of Clutches
2 wet clutches
Maximum Torque
420Nm (309 lb/ft)
Weight
85kg (+ 2kg auxiliary hydraulic pump)
Number of Hydraulic Pumps
2 hydraulic pumps
Oil Volume
7 liters
s556_015
3
Transmission Design
Transmission Bearings
Floating Bearings
Fixed and floating bearings are used for the output shafts
in the dual clutch transmission 0GC. The shafts are
installed in way that ensures low friction and no preload.
Advantages of using fixed and floating bearings:
• Heat expansion of the shaft is not critical
• Changing axial loading is not critical
All gears use single
synchromesh and are
carbon-coated.
s556_008
The floating bearings are cylindrical roller
bearings and are located in the clutch
housing. The cylindrical roller bearings
can absorb radial forces.
Fixed Bearings
Double Groove Ball Bearings
s556_010
The fixed bearings are deep groove ball
bearings and are located in the transmission
housing. The deep groove ball bearings can
absorb radial and axial forces.
4
s556_037
s556_036
The double groove ball bearings in the
differential can absorb radial and axial
forces. The small contact surfaces
between the balls and the bearing races
reduce the rolling resistance.
Transmission Design
Seals
The seals on these components are low-friction:
Output Shaft 1
Seals for Deep Groove Ball Bearings
• Gasket on clutch cover
• Seals on pressure transfer to dual clutch
• Seals for deep groove ball bearings
Gasket on Clutch
Cover
Seals on Pressure
Transfer to Dual
Clutch
s556_070
Input Shafts 1 and 2
5
Seals for Deep Groove
Ball Bearings
Output Shaft 2
Oil Circuit
Oil Management
Oil Levels
A low-friction gear oil is shared between the gears, the dual clutch and the J743 Dual-Clutch Transmission Mechatronic. The mechatronic unit has its own
oil chamber. The oil cools the valve coils and reduces the operating noise. The oil level in the gear case is reduced to a minimum to avoid unnecessary
churning/drag losses.
G487 and G489
Gear Position
Distance Sensor 1
and 3
s556_071
Oil Level in
Mechatronic Unit
6
Oil Level in Gear Case
Oil Circuit
Oil Distribution in the Gear Case
D
The oil is distributed in the gear casing by the following components:
• Baffle plate (A)
• Oil guide with oil pick-ups (B)
• Oil channel (C)
E
The baffle plate and the oil channel ensure a consistently low oil level in the gear
casing. An oil guide ensures lubrication of the bearings on the output shafts.
A
B
C
s556_073
Baffle Plate
Oil Reservoir
Baffle Plate
The baffle plate is located in the transmission on the clutch housing.
s556_072
Design
The baffle plate is a plastic cover plate with an inlet opening and a drain hole.
It is bolted onto the clutch housing creating an oil reservoir.
Task
The baffle plate ensures a low oil level when the vehicle is moving and at
higher transmission temperatures. This reduces oil churning by the gear
wheels and increases the efficiency. The oil level is increased by the baffle
plate being empty when the transmission is cold and the vehicle moves off.
This helps the intake of oil by the pumps.
7
Function
The oil for the clutches is supplied to the baffle plate via an oil channel.
The oil temperature influences the filling quantity in the oil reservoir. If
the oil is warm, more oil flows in than can drain out of the drain hole. The
oil level in the baffle plate increases, compensating for the expansion of
the oil in the gear casing.
Result
Unnecessary oil churning losses are avoided.
Oil Circuit
Oil Pumps
The 7-speed dual clutch transmission has one mechanically driven hydraulic pump and one electrically driven hydraulic pump. The electrically driven hydraulic
pump is the V475 Transmission Fluid Auxiliary Hydraulic Pump 1. It is driven by a brushless direct current motor. There is a changeover valve between the pumps.
The Automatic Transmission Pressure Regulating Valve 4 N218 regulates the position of the piston in the changeover valve via a control line.
Combustion Chamber
Electric Motor for V475
V475
s556_068
N218
Changeover Valve
Control Line
8
Suction Filter
ATF Drain Plug for Mechatronic
Unit Oil Chamber
Mechanically Driven Main Oil Pump
Overflow Pipe with ATF Drain Plug and Seal
Oil Circuit
Mechanically Driven Main Oil Pump
The mechanically driven Main Oil Pump (MOP) is a vane pump. It is driven by gear teeth on the clutch pack.
Task
Cam Ring
Supply of low-friction gear oil for:
• Oil supply to the mechatronic unit
Rotor Gap
• Cooling and actuation of the dual clutches
Housing
• Cooling and lubrication of shafts and gears
Cam Ring
Design
There are movable vanes on the rotor. The vanes create 12 chambers
inside a magnetic cam ring. There is a non-return valve in the pump
housing.
Rotor
System Pressure
Pressure Side
Rotor
Function
Vane
During pumping operation, the vanes are pressed against the cam ring
by the system pressure. The centrifugal forces on the vanes help seal the
individual chambers. The chamber sealing is controlled according to the
pump load and this optimizes the efficiency of the main oil pump. There
is no system pressure when the engine is started. The slightly magnetic
cam ring pulls the vanes outwards and improves the pump start-up and
pressure build-up. The delivery rate per revolution is 8 cubic centimeters.
Non-Return Valve
9
Vane
s556_060
s556_079
Oil Circuit
Changeover Valve
The changeover valve is located between the main oil pump and V475 Transmission Fluid Auxiliary Hydraulic Pump 1.
Task
Design
Function
The changeover valve distributes the oil flow
from the auxiliary hydraulic pump.
There is a spring-loaded piston in the changeover
valve.
When the piston is in the rest position, the oil
flow is used to supply the mechatronic unit.
Changeover Valve
Oil Flow from the Auxiliary Hydraulic Pump
s556_041
Spring-loaded Piston
Oil Flow for
Cooling
s556_056
Oil Flow to the
Mechatronic Unit
Piston in Rest Position
s556_057
Control Line
Piston Releases Oil Flow for
Cooling
If oil is forced against the piston via the control line, the oil flow is directed to cool the clutches. The non-return valve in the main oil pump prevents oil
flowing to the pressure supply.
10
Oil Circuit
Transmission Fluid Auxiliary Hydraulic Pump 1 V475
The Transmission Fluid Auxiliary Hydraulic Pump 1 V475 is an annular gear pump (duocentric pump). It is activated on-demand and driven by an electric motor.
Task
The auxiliary hydraulic pump supports the mechanically driven main oil
pump with the pressure supply and with cooling, during the following
conditions:
• When there is a high load requirement in the low rev range
• In stop-and-go traffic
• In start/stop mode
Housing
• During idling drag
Outer Ring
s556_043
Design
The outer ring has one more tooth than the inner gear. The inner gear
and outer ring have different centering points.
Line to
Changeover
Valve
Function
The outer ring and the inner gear rotate in one direction. The cavity varies
during rotation due to the offset centering of the inner gear to the outer
ring. When the cavity becomes larger past the suction opening, the oil
is drawn in. The cavity is reduced as the pump turns towards the outlet.
The oil is pushed out of the pump at the outlet and is delivered to the
changeover valve.
Technical data
Delivery rate: approx. 3 cubic centimeters per revolution
11
Inner Gear
Supply from Suction Filter
Oil Circuit
Transmission Fluid Auxiliary Hydraulic Pump 1 V475
This electric motor is bolted to the outside of the clutch housing. It can be replaced without opening the Transmission.
Task
The motor drives the auxiliary hydraulic pump.
Design
The motor is a brushless direct-current motor with control electronics
and a position sensor on the rotor. There are cooling oil bores in the
motor housing. This component is connected to the Powertrain CAN-Bus.
Electric Motor
Function
The speed demand signal is sent from the Powertrain CAN-Bus to the
Mechatronic unit, then on to the motor. The motor control module
activates the motor and measures speed using the rotor position sensor.
Among other things, this allows for motor seizure detection. Low-friction
gear oil flows through the bores in the motor housing to the inside and
cools the motor.
Cooling Oil Bores
s556_044
Control Unit with Connector
Technical data
Max. speed:
Control range:
Start-up time:
12
4,000rpm
from 100 to 4,000rpm
50 ms
Auxiliary Hydraulic Pump
Oil Circuit
Interaction of Hydraulic Pumps
While driving, the mechatronic unit recognizes the oil demand for different driving situations. It regulates the interaction of the pumps so that sufficient oil
is always available. The four operating states are:
• Oil supplied by the mechanically driven main oil pump
• Support of the oil supply by the auxiliary hydraulic pump
• The cooling function of the auxiliary hydraulic pump
• Activation of the auxiliary hydraulic pump in start/stop mode
The mechatronic unit controls the changeover valve with the Automatic Transmission Pressure Regulating Valve 4 N218. The position of the piston in the
changeover valve is varied using the control line.
Temperature OK
Q (oil flow) OK
Changeover Valve
Control Line
N218
Mechatronic Unit
s556_045
Return Valve (RV)
N218
RV
Changeover Valve
Aux Pump
MOP
Oil Supply from the Mechanically Driven Main Oil
Pump
The mechanically driven Main Oil Pump (MOP) delivers the oil flow (Q) for
the mechatronic unit.
13
V475
s556_058
The following applies to all regulating modes: The oil
supply to the clutches and gear actuators always takes
priority over the cooling of the clutches and the gears.
Oil Circuit
Support of the Oil Supply by the Auxiliary Hydraulic Pump
The auxiliary hydraulic pump is activated when the mechanically driven main oil pump (MOP) is not delivering enough oil. This can occur in the following
driving situations:
• When there is a high load requirement in the low rev range
• In stop-and-go traffic
• In start/stop mode
The additionally delivered oil flow passes through the changeover valve (CV) to the non-return valve (RV). The non-return valve is lifted and the oil flow from
both pumps is used to supply oil.
Temperature OK
Q (oil flow) not OK
Q (oil flow) OK
N218
RV
Changeover Valve
Aux Pump
MOP
V475
s556_059
The mechatronic unit detects when the oil flow rate
through the mechanically driven main oil pump is too low.
14
Return Valve (RV)
Mechatronic Unit
Mechatronic Unit
Return Valve (RV)
N218
RV
Changeover Valve
Aux Pump
MOP
V475
s556_060
The motor drives the auxiliary hydraulic pump. The oil
supply is safeguarded together with the mechanical main oil pump.
Oil Circuit
Cooling Function of the Auxiliary Hydraulic Pump
If, at low engine speeds, the mechatronic unit calculates a high temperature at the clutches, it will activate the Auxiliary Hydraulic Pump (AP) and Automatic
Transmission Pressure Regulating Valve 4 N218. The Changeover Valve is operated by the control line. The oil delivered by the auxiliary hydraulic pump now
cools the clutches.
Temperature not OK
Q (oil flow) OK
Q (oil flow) OK
N218
RV
Changeover Valve
Aux Pump
V475
s556_0561
The mechatronic unit calculates a temperature that is too
high at the clutches (T not OK).
Return Valve (RV)
Mechatronic Unit
Mechatronic Unit
Return Valve (RV)
MOP
15
Temperature OK
N218
RV
Control Line
Changeover Valve
Aux Pump
MOP
V475
s556_062
Activating the auxiliary hydraulic pump (AP) and the N218 ensures
additional cooling of the clutches (T OK).
Oil Circuit
Activation of the Auxiliary Hydraulic Pump in Start/Stop Mode
If, at low engine speeds, the mechatronic unit calculates a high temperature at the clutches, it will activate the auxiliary hydraulic pump and the Automatic
Transmission Pressure Regulating Valve 4 N218. The changeover valve is operated by the control line. The oil delivered by the auxiliary hydraulic pump now
cools the clutches.
Temperature OK
Temperature OK
Q (oil flow) OK
Mechatronic Unit
Return Valve (RV)
Brake Applied
N218
RV
Changeover Valve
Aux Pump
MOP
V475
s556_063
No oil is pumped when the combustion engine is switched off.
16
Return Valve (RV)
Mechatronic Unit
Q (oil flow) OK
Brake Not Applied
N218
RV
Changeover Valve
Aux Pump
MOP
V475
s556_064
When the driver releases the brake, the auxiliary hydraulic pump (AP) is
activated during the starting procedure.
Mechatronic Unit
Overview of Mechatronic Unit
The following illustrations show the design of the mechatronic unit with the sensors and actuators.
G612
Sensors
G487
G632
G489
Key
G487 Gear Position Distance Sensor 1
G488 Gear Position Distance Sensor 2
G489 Gear Position Distance Sensor 3
G490 Gear Position Distance Sensor 4
G612 Transmission Input Speed Sensor 2 (drive shaft 2)
G632 Transmission Input Speed Sensor 1 (drive shaft 1)
The following two senders have been integrated into the mechatronic
unit and are not visible from the outside:
G545 Hydraulic Pressure Sensor 1
(measures the actuation pressure on clutch K1)
G546 Hydraulic Pressure Sensor 2
(measures the actuation pressure on clutch K2)
s556_047
G490
17
G488
Mechatronic Unit
Actuators
The Sub-transmission Valves N436, N440 and N472 are pilot valves. They regulate the position of a downstream modulating piston. The Pressure Regulating
Valve N218 influences the direction of the oil flow from the auxiliary hydraulic pump in the changeover valve.
Electrical
Connection
N435
Key
N439
N218 Automatic Transmission Pressure Regulating Valve 4
(actuates the changeover valve)
N433 Sub-transmission 1 Valve 1
(operates the gear actuator for gears 1 and 5)
N440
N434 Sub-transmission 1 Valve 2
(operates the gear actuator for gears 3 and 7)
N435 Sub-transmission 1 Valve 3 (actuates clutch K1)
N436 Sub-transmission 1 Valve 4 (safety valve 1)
N437 Sub-transmission 2 Valve 1
(operates the gear actuator for gears 2 and 6)
N438 Sub-transmission 2 Valve 2
(operates the gear actuator for gears 4 and R)
N439 Sub-transmission 2 Valve 3 (actuates clutch K2)
N440 Sub-transmission 2 Valve 4 (safety valve 2)
N471 Cooling Oil Valve
(regulates the flow rate for cooling oil requirements)
N433
N471
N436
N434
N472
N438
N472 Main Pressure Valve (regulates the working pressure)
DBV
Pressure Relief Valve
DBV
s556_046
N218
N437
18
Mechatronic Unit
Low-leakage Valve Control
The low-leakage valve control is a combination of a 3/3-way proportional valve (pilot valve) with a downstream modulating piston. When no current is
supplied to the pilot valve, the modulating piston opens the return for sub-Transmission 1 (SG1).
This configuration allows for the working pressure to be regulated by low
pressure.
Pilot Valve
Advantages:
• The solenoid in the 3/3-way proportional valve is small, requiring only a
low control pressure to operate the modulating piston. This saves space
and weight
No Current
Return
• The solenoid has a low power consumption
Inflow
Further Explanation:
The term oil pressure (control pressure) is used in a closed hydraulic system.
If a valve (gear actuator valve) opens the hydraulic system, the term oil flow
rate is used. The delivered oil flow rate maintains the oil pressure in the
opened system.
Modulating Piston
Spring
Control Line
Supply and Return SG1
19
s556_081
Mechatronic Unit
Pilot Valve (Sub-transmission 1 Valve 4 N436)
Solenoid
Task
Armature
The pilot valve regulates the position of the modulating piston.
Design
The pilot valve contains a solenoid, an armature and a piston.
s556_049
Control Edge
Function
Control Edge
A magnetic field is created when the solenoid is energized. This moves the
armature with the piston up and down inside a cylinder. The position of the
piston is set by means of an equilibrium of forces between the strength of the
magnetic field and the pressure applied to the modulating piston. The control
edges on the cylinder modulate the control pressure acting on the modulating
piston.
Modulating Piston (SV1)
Piston
Cylinder
Control Line from Pilot Valve
Control Chamber
Spring
Task
The modulating piston supplies the gear and clutch actuators in subtransmission 1 with low-friction gear oil.
Control
Chamber
Design
Valve Body
Modulating
Piston
20
s556_075
The spring-loaded modulating piston is located in the valve body of the
mechatronic unit. The modulating piston is located between two control
chambers.
Control Line
Regulated Oil Volume
Mechatronic Unit
Pilot Valve
Function
Full Current
When a stronger current is supplied to the solenoid, the armature moves downward with the piston. The
supply is opened by the restrictor and the control pressure passes from the pilot valve to the left-hand control
chamber of the modulating piston.
Return
Inflow
Unequal
Forces
Modulating
Piston
s556_074
The modulating piston is pushed against the spring
because a lack of equilibrium between the left-hand
control chamber and the right-hand control chamber.
Right-hand
Control
Chamber
Left-hand
Control
Chamber
High Oil
Flow Rate
to SG1
s556_083
Left-hand
Control
Chamber
Equal
Forces
Spring
Modulating
Piston
Right-hand
Control
Chamber
The regulated oil flow reaches sub-Transmission 1 (SG1) through the open modulating piston. At the same
time, part of the oil flows through the control line to the right-hand control chamber. Together with the
spring, the oil pushes the modulating piston against the control pressure from the pilot valve. It establishes an
equilibrium of forces.
Left-hand
Control
Chamber
21
s556_084
High Oil
Flow Rate
to SG1
Control Line
Mechatronic Unit
Pilot Valve
Varying
Current
If the current to the solenoid is reduced, the control pressure from the pilot valve to the regulating valve is
also reduced.
Return
Inflow
Unequal
Forces
Modulating
Piston
s556_082
The modulating piston will be moved to the left by the
spring, reducing the oil flow to sub-transmission 1. At
the same time, less oil flows to the right-hand control
chamber.
Right-hand
Control
Chamber
Low Control
Pressure on
Modulating
Piston
s556_086
Left-hand
Control
Chamber
Spring
Equal
Forces
Modulating
Piston
Right-hand
Control
Chamber
An equilibrium of forces between the left-hand and right-hand control chamber is established again.
The oil flow rate to sub-transmission 1 (working pressure) is regulated by applying a low control pressure to
the modulating piston (low pressure) because of this.
22
Left-hand
Control
Chamber
s556_085
Low Oil
Flow Rate
to SG1
Control Line
Mechatronic Unit
Hydraulics Diagram
DBV
N472
N218
MP
CV
MOP
V475
VOL
BP
SG1
SG2
N471
RD
N436
SV1
N440
SV2
VS
N433
N434
G487
N435
K1
G488
G545
23
N439
K2
N437
G490
G546
N438
G489
R
See next page for Legend
Mechatronic Unit
Hydraulics Diagram Legend
G487 Gear Position Distance Sensor 1
N440 Sub-transmission 2 Valve 4 (safety valve 2)
G488 Gear Position Distance Sensor 2
N471 Cooling Oil Valve (regulates the flow rate for cooling oil requirements)
G489 Gear Position Distance Sensor 3
N472 Main Pressure Valve (regulates the working pressure)
G490 Gear Position Distance Sensor 4
V475 Transmission Fluid Auxiliary Hydraulic Pump 1
G545 Hydraulic Pressure Sensor 1
(measures the actuation pressure on clutch K1)
BP Bypass Valve
G546 Hydraulic Pressure Sensor 2
(measures the actuation pressure on clutch K2)
DBV Pressure Relief Valve
N218 Automatic Transmission Pressure Regulating Valve 4 (actuates
the changeover valve)
K2 Clutch 2
N433 Sub-transmission 1 Valve 1
(operates the gear actuator for gears 1 and 5)
MP Main Pressure Valve
N434 Sub-transmission 1 Valve 2
(operates the gear actuator for gears 3 and 7)
N435 Sub-transmission 1 Valve 3 (actuates clutch K1)
N436 Sub-transmission 1 Valve 4 (safety valve 1)
N437 Sub-transmission 2 Valve 1
(operates the gear actuator for gears 2 and 6)
N438 Sub-transmission 2 Valve 2
(operates the gear actuator for gears 4 and R)
CV Changeover Valve
K1 Clutch 1
MOP Main Oil Pump
RD Residual Pressure Valve (regulates the cooling oil pressure to 3 bar)
SG1 Sub-transmission 1
SG2 Sub-transmission 2
SV1 Safety Valve 1
SV2 Safety Valve 2
VOL Volume Regulating Valve
VS Valve, Spray Pipe
N439 Sub-transmission 2 Valve 3 (actuates clutch K2)
Working Pressure Circuit
Cooling Circuit
Return
Return
24
Service
Maintenance
Information about Towing
The DSG oil must be changed at the maintenance intervals specified in
ELSAPro. The drain plug is located at the rear of the gear case. There is no
need to change the oil filter. The filter has been designed for lifetime use.
If a vehicle with the 0GC transmission has to be towed, the usual restrictions
for automatic transmissiones need to be observed:
• Turn ON ignition
The following general steps should be performed when changing the oil:
• Oil temperature of 35°C–45°C
• Turn OFF the engine
• Set the selector lever to the “P” position
• Wait 4–5 minutes before draining
• Activate the manual release mechanism for the parking lock
• Move the selector lever to the “N” position
• The maximum towing speed is 50km/h
• The maximum towing distance is 50km
• If you tow the vehicle with a raised axle, then only raise the front axle.
Reason
The reason for the waiting time is:
The oil in the baffle plate needs time to drain into the gear case.
You will find exact details on the oil change in the repair manual.
* Always verify the correct procedure in ElsaPro! ElsaPro has the latest
information in case procedures change.
25
If the engine is not running, the oil pump will not be driven and certain parts
in the transmission will not be lubricated. If you do not observe the towing
requirements, serious transmission damage may result.
Please observe the further descriptions and information on the
topic of towing in the owner's manual.
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this Self-Study Program. The Knowledge Assessment may or may not be required for
Certification.
You can find this Knowledge Assessment at: www.vwwebsource.com
For Assistance, please call: Volkswagen Academy, Certification Program Headquarters 1-877-791-4838 (8:00 a.m. to 8:00 p.m. EST)
Or, E-mail: [email protected]
26
Volkswagen Group of America
2200 Ferdinand Porsche Drive
Herndon, VA 20171
May 2018