Service TrainingSelf-study programme 3206-speed manual gearbox 0A5Design and functionS320_002In addition to meeting increasing technical demands, modern cars also have to represent effective space concepts. However, to do this there should be no adverse effects on the design. More and more emphasis, therefore, is placed on a space-saving component construction, which is adapted to the respective installation dimensions. The 0A5 gearbox, developed for engines with particularly high torque, such as the new R5 TDI engine, is a good example of such a construction.It is of a very short design, which takes into consideration the restricted space available for front transverse installation in the Transporter. It is therefore also suitable for use in future passenger vehicle models. This short design was made possible by distribution of the gear wheels on 4 shafts. The gear wheels could therefore be located in a particularly space-saving way.NEWImportant NoteThis self-study programme shows the design and function of new developments! The contents will not be updated.For the latest testing, adjustment and repair instructions, please refer to the relevant service literature.2ContentsIntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Gearbox mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Gear layout diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Input shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Output shaft 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Output shaft 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Output shaft 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 3-cone synchronisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Transmission route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Clutch actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Slave cylinder with release bearing . . . . . . . . . . . . . . . . . . . . . . . 20Gear selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Outer gear selector mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . Joystick gear selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inner gear selector mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . Gate selector movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear selector movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 23 24 25 26 27Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28Reverse light switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Tachograph sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294motion version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Bevel box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Test yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323IntroductionGeneralThe development of increasingly more powerful vehicles makes it necessary for a drive system to be adapted to the performance return of the engine. On a 6-speed manual gearbox, a short layout of the individual gears can be achieved to this end. An effective adaptation of the gear stages to the engine characteristics lowers the speed level and the fuel consumption. Driving comfort and driving dynamics can be improved at the same time.S320_003Initially, the newly developed 6-speed manual gearbox 0A5 will be installed in the Transporter 2004 together with the R5 TDI and V6 engines. It is the first 6-speed manual gearbox installed transversely with a torque capability of up to 500 Nm.4Technical dataGearbox designation Input shafts Output shafts Forwards gears Reverse gears Maximum input torque Provision for distance and speed monitoring Gear oil specification Gear oil volume Clutch actuation Type of installation Weight Installation length 0A5 1 3 6 1 500 Nm In vehicles with tachograph, a special gearbox is installed (with tachograph sender and sensor ring) SAE 75 W in accordance with TL 521 71 2.7 ltr. filled for life Hydraulic Front/transverse 72.6 kg (with oil) 374,3 mmFitted with a bevel box and Haldex coupling, the gearbox will later also be installed in a four-wheel drive version.5Gearbox mechanicsConstructionOn conventional gearboxes, fitted mostly with two or three shafts, it is very difficult to shorten the design. Two opposing and meshed gear wheels form a gear wheel pair. The more gear wheel pairs there are on the shafts, as is the case for example on a 6-speed gearbox, the greater the overall length of the gearbox. With its 4 shafts, the 0A5 gearbox belongs to a generation of short transmission units. The very short overall length of 374 mm was achieved in this way; bringing with it considerable advantages for installation.Selector turret with selector shaftGear housing Input shaftReversing light switch F4Output shaft 3Output shaft 1Output shaft 26Cable support bracketClutch housingS320_004DifferentialThe gear 'box' comprises of both main housing parts for the gears and clutch. These are made from an aluminium alloy. Bolted to the housing is also the cable support bracket, which houses both cables for "gate" and "gear" selection.Gear wheel for final drive7Gearbox mechanicsGear layout diagramThe selector gears for 5th and 6th gear are located on the input shaft. 1st and 2nd gear are selected on output shaft 1, 3rd and 4th gear are selected on output shaft 2. The selector gear for reverse can be found on output shaft 3. To minimise noise generation, the gear wheel pairs for 2nd to 4th gears and the gear wheel pair for the final drive have been subjected to an additional honing measure to improve gear meshing. The gear wheels for 2nd, 3rd and 4th gear have been ground, the selector gear for 4th gear has been coroned.Output shaft 3Output shaft 1Input shaftOutput shaft 2 Gear wheel for final driveCoroning is a type of advanced gear wheel honing. It is a special fine hardening procedure using tempered steel profile rings with diamond coating.S320_0018Shaft layout diagram For reasons of clarity, the shafts in the gear layout diagram are shown on one level. The actual shaft layout can be seen in the cross-section below. Forward gears 1 to 4 feature 3-cone synchronisation (Smith synchronisation). Gears 5 and 6 have simple synchronisation. Reverse gear has simple outer ring synchronisation. The torque is transmitted via three output shafts that are continually meshed with the final drive gear wheel. The torque is transmitted from the input shaft via either one of the output shafts to the final drive.Output shaft 1Cross-sectional flowOutput shaft 3Input shaftCross-sectional flowOutput shaft 2Gear wheel for final driveS320_006When reverse gear is selected, the torque flows via the selector gear for 1st gear, located on output shaft 1. Welded to this selector gear is the reverse gear wheel, from which torque is transmitted to output shaft 3 and then to the final drive.9Gearbox mechanicsInput shaftThe input shaft is mounted in the gear 'box' with a grooved ball bearing and in the clutch housing with a roller bearing. In this way, a fixed/floating type mounting is achieved. This fixed/floating type mounting improves selection when the gears are cold and avoids excessive play when the gears are hot.S320_008Selector gear 6th gear Synchro-hub Grooved ball bearingSelector gear 5th gear Meshing 2nd/3rd gear Meshing 1st gear Gear wheel 4th gear Roller bearingS320_007Locking collarThe selector gears for 5th and 6th gear are of the floating type, mounted on a needle roller bearing. The 1st gear is designed to provide meshing for the input shaft. A further common meshing on the input shaft is used by both 2nd and 3rd gears.The gear wheel for 4th gear is pressed in place on the shaft. For the selector gears of 5th and 6th gear there is a simple synchronisation system. The synchro-hub for 5th and 6th gear is fixed firmly in place on the input shaft via an inner spline connection.10Output shaft 1Output shaft 1 is mounted in the gear 'box' and in the clutch housing with a taper roller bearing at each end. Oil is supplied by means of a hollow in the output shaft. This hollow was also introduced as a weight reduction measure.S320_010Selector gear 2nd gearSynchro-hubSelector gear 1st gear Reverse gear Meshing for final drive Taper roller bearingTaper roller bearingChannel for oil supplyS320_009Locking collarOn output shaft 1, the selector gears for 1st and 2nd gear are mounted on a needle roller bearing (floating type). Reverse is welded to the selector gear for 1st gear. The meshing for the final drive is fixed on output shaft 1.For the selector gears of 1st and 2nd gear there is a 3-cone synchronisation system. The synchro-hub for 1st and 2nd gear is fixed firmly in place on output shaft 1 via an inner spline connection.11Gearbox mechanicsOutput shaft 2Output shaft 2 is mounted in the gear 'box' and in the clutch housing with a taper roller bearing at each end. Oil is supplied by means of a hollow in the output shaft. This hollow was also introduced as a weight reduction measure.S320_012Selector gear 3rd gear Gear wheel 6th gear Gear wheel 5th gear Synchro-hub Selector gear 4th gear Meshing for final drive Taper roller bearingTaper roller bearingS320_011Channel for oil supply Locking collarOn output shaft 2, the selector gears for 3rd and 4th gear are mounted on a needle roller bearing (floating type). The gear wheels for 5th and 6th gear are shrinkfitted on the output shaft. The meshing for the final drive is fixed on output shaft 1.For the selector gears of 3rd and 4th gear there is a 3-cone synchronisation system. The synchro-hub for 3rd and 4th gear is fixed firmly in place on output shaft 2 via an inner spline connection.12Output shaft 3Output shaft 3 is also mounted in the gear 'box' and in the clutch housing with a taper roller bearing at each end. Oil is supplied by means of a hollow in the output shaft. This hollow was also introduced as a weight reduction measure.S320_014Selector gear reverse Synchro-hub Meshing for final driveTaper roller bearingTaper roller bearingChannel for oil supplyLocking collarS320_013Located on output shaft 3 is a selector gear and locking collar for the reverse gear. The selector gear for reverse gear is mounted on a needle roller bearing (floating type). The meshing for the final drive is fixed on output shaft 1.For the selector gear there is a simple outer ring synchronisation. The synchro-hub for reverse gear is fixed firmly in place on output shaft 3 via an inner spline connection.13Gearbox mechanics3-cone synchronisation (1st to 4th gear)Before a gear wheel on the input shaft can be engaged with a gear wheel on the output shaft by way of the synchro-hub and locking collar, the gear wheels have to be brought to the same rotation speed. This procedure is referred to as synchronisation. It occurs during the gear selection process via a friction cone on the selector gear and friction cones on the synchro-rings.Outer ring (intermediate ring) Synchro-ring (outer) Locking element in 3 locations with 120° spacing Synchro-ring (inner)Outer ring (intermediate ring) Synchro-ring (outer) Synchro-ring (inner)Selector gearSelector gearS320_017Synchro-hub Locking collarSelector gearCoupling teethFriction cone of selector gearS320_018With an increase in the number of friction cone pairs, a greater overall friction area is given for synchronisation. In this way, the efficiency of the cones is increased considerably and the force required for gear engagement is reduced. This results in an improvement in gear synchronisation.Each 3-cone synchronisation comprises of: – – – – a selector gear friction cone a synchro-ring (inner) an outer ring (intermediate ring) a synchro-ring (outer).14Locking and synchronisation positions When a gear is selected, the locking collar is moved by a selector fork from the neutral central position in direction of the selector gear in question. When doing this, it takes 3 locking elements with it. These move the synchro-ring (outer) axially. With the outer ring (intermediate ring) and the synchro-ring (inner ring), the locking elements press the friction cone on the selector gear. If the locking collar and the selector gear are not rotating at the same speed, a friction torque is built up between the friction cones. This turns the outer ring until the side protrusions come into contact with the recesses in the synchro-hub. The tooth peaks of the inner teeth then come into contact with the sloped parts of the synchro-ring locking teeth, thus preventing the locking collar from moving axially in direction of the synchroring. Friction torque between the – synchro-ring (outer) / outer ring (intermediate ring) – outer ring (intermediate ring) / synchro-ring (inner ring) and – synchro-ring (inner ring) and friction cone of selector gear causes rotation speed to be increased or decreased until motion is synchronised between locking collar and selector gear. Neutral positionSelector gearLocking elementSynchrohubS320_060Locking collarSynchro-ring (outer)Locking and synchronisation positionsTooth peak Locking toothS320_061Synchro-ring protrusionSynchro-hub recesses Coupling teethEngagement position As soon as motion has been synchronised, force is no longer exerted around the outside of the synchro-ring (outer). This is now rotated by the tooth peaks from the inner teeth of the locking collar. Rotation continues until the locking collar is no longer "engaged" and can be pushed into the coupling teeth of the selector gear. Once this has occurred, power is transmitted between the gearbox shaft and selector gear.Engagement positionS320_06215Gearbox mechanicsTransmission routeThe engine torque is transmitted via the input shaft into the gearbox and, depending on which gear is engaged, through one of the three output shafts to the final drive gear wheel. For reverse gear, the same occurs via output shaft 3 (reverse gear shaft). Direction is reversed via the selector gear for 1st gear, which in this instance has no positive connection with output shaft 1.S320_020 S320_021S320_027 S320_02216S320_023S320_025S320_024S320_02617Gearbox mechanicsDifferentialThe differential is mounted in the gear 'box' via taper roller bearings. The final drive gear wheel is fixed to the differential housing by rivets and is permanently meshed with all three output shafts. The flanged shafts are sealed to the outside by two radial shaft O-rings of identical design.S320_016Gear wheel for final driveGear wheel of output shaft 2Gear housingClutch housingDifferential housing Right flanged shaftLeft flanged shaftRadial shaft O-ring Radial shaft O-ring Taper roller bearing Taper roller bearingS320_01518Clutch actuationThe clutch is actuated hydraulically by a component, which is comprised of slave cylinder and clutch release bearing. This component is bolted in the clutch housing. The clutch hydraulic system works with brake fluid and is joined to the brake fluid reservoir.Clutch housingBrake fluidS320_045Slave cylinder with clutch release bearingThe clutch actuator mechanism can only be exchanged as a unit.19Gearbox mechanicsSlave cylinder with release bearingThe guide sleeve is joined permanently to the slave cylinder housing. Located between the slave cylinder and guide sleeve is a piston, which moves axially when placed under pressure. A grooved seal, which is flush fitted to the piston, seals the slave cylinder from the housing and guide sleeve. The clutch release bearing is filled-for-life with grease.Piston Guide sleeve Slave cylinder housingInput shaftS320_046Clutch housingBrake fluid Grooved seal20Diaphragm springReleased position Spring pressure from the preload spring causes the outer ring to be permanently pressed against the diaphragm spring of the clutch. The outer ring, therefore, always rotates at the same speed as the clutch. The balance of speed between inner and outer ring is achieved by means of ball bearings. These rotate in a cage around the shaft.Outer ring Preload springS320_066Inner ringBall bearingsClutch actuatedSlave cylinderPistonWhen the clutch pedal is pressed, pressure is generated by a master cylinder. This pressure is then transmitted to the slave cylinder by way of brake fluid. The piston is subjected to pressure and pushed along the guide sleeve in direction of the diaphragm spring. The clutch is thereby actuated.Brake fluidS320_067Guide sleeveDiaphragm spring21Gear selectionOuter gear selector mechanismOn the gearbox of the Transporter 2004, an outer gear selector mechanism with joystick and pull ring is featured for the first time in the Volkswagen Group. The example described here, therefore, is based on the selector mechanism from this gearbox.As a measure to isolate vibrations and load change jolts from the power unit, the gearbox is equipped with a cable operated gear selector mechanism. The cables transfer the gate and gear selection motion respectively to the gear selector shaft.The mechanics (relay lever and gearbox selector lever with balance weight) converts the back and forth motion of the 2 cables in up and down and rotating motion of the selector shaft.To adjust the cable selector mechanism, comprehensive information can be found in the Electronic Service Archive (ELSA).Relay leverGearbox selector leverSelector shaftS320_02822Joystick gear selectionThe joystick comprises of two main assembly groups, the gearstick and the selector housing. The gearstick is mounted on a pivot ball for freedom of movement. In this way, all of the main 'gate' and 'gear' selector positions can be reached.S320_030Gear selector movementGate selector movementGearstickPull ring Long arm spring Selector housing Pivot ballMounting with ball headS320_029S320_058Cable lock mechanism Gate selector cableCable lock mechanism gear selector cableA four gate layout was chosen for the gearbox, in which the reverse gear is located on the upper left. The position of the other gears is based on the common H principle. As a safety measure to prevent unintentional selection of the reverse gear, a pull ring system has been installed on the gear lever in conjunction with joystick gear selection.Installed on the selector lever are cable lock mechanisms for the 'gate' and 'gear' selector cables. To ensure good freedom of movement, the attachments are of the ball head type. To hold the selector lever in the centre position, there is a long-arm spring.23Gear selectionInner gear selector mechanismThe gear selector movements are transferred to the gearbox via the selector shaft. The selector shaft bearing points are at the top in the selector cover and in the bottom in a cover cap, which is bolted to the gear 'box'.Selector shaft Selector coverCoulisse pinStop sleeve with selector fingerSelector shaft Bolts for attachment on gear 'box'Selector finger for 1st and 2nd gear, 5th and 6th gear Reverse gearSelector finger 3rd and 4th gear Cover capAxle Selector bracket for reverse gear Bearing sleeveS320_031PedestalDepending on the gear selected, the selector lever engages with its selector fingers in one of the selector forks for 1st to 6th gear, or in the selector bracket for reverse gear, and actuates the selector fork, or bracket. The selector forks are mounted on both sides by bearing sleeves in the gearbox and clutch housing. They can thereby be moved axially to select a gear. Reverse gear is selected via a selector bracket. The bracket is bolted to the gear 'box' via a pedestal and has rotational movement on an axle.Selector fork 1st and 2nd gearSelector fork 5th and 6th gear Selector fork 3rd and 4th gearS320_03224Gate selector movementThe gate selector movement (left and right movement of gearstick) is converted to back and forth movement at the selector cable. The gearstick is mounted with rotational movement on a pivot ball, which is attached to the selector housing.S320_035Gearstick Gate selector movementS320_034Pivot ballRelay lever Glide element Gearbox selector lever Gate selector cableBack and forth motion of the gate selector cable is converted, by way of a relay lever mounted on the gearbox, to up and down motion of the selector shaft. To do this, the gate selector cable is attached to the relay lever. This is joined with freedom of movement to the gearbox selector lever via a glide element. The up and down motion brings the selector lever into the correct position for gear engagement. The respective selector finger is thereby at the correct height for engagement in the chosen selector fork/bracket.S320_033Selector shaftSelector finger for 3rd and 4th gear Cover capSelector fork 3rd and 4th gear25Gear selectionGear selector movementThe gear selector movement (back and forth motion of gearstick) is transmitted to the gear selector cable. When a gear is selected with the gearstick, the tilting motion is converted into back and forth movement at the selector cable.S320_038GearstickGear selector movementPivot ball Gear selector cableS320_037Axle Gearbox selector lever Selector bracket for reverse gearLocking collar reverse gearS320_071The back and forth motion of the gear selector cable turns the selector lever about its axis. This rotational movement causes the selector finger to move the respective selector fork connected to it. For reverse gear, the rotational movement is converted into a swing motion at the selector bracket (axle rotation). The relay lever, for transmission of the gate selector movement on the gearbox, is connected to the gearbox selector lever and remains in its selected position due to glide element movement. The affected selector fork/selector bracket engages in the locking collar and converts the movement to axial motion of the locking collar. The gear is selected.Selector shaft Selector finger for 3rd and 4th gearS320_036Selector fork 3rd and 4th gear26Reverse gearIn conjunction with the joystick selector mechanism, a reverse gear lock with pull ring is installed for the first time in a Volkswagen.S320_040The reverse gear lock is integrated in the trigger. To engage reverse gear, the pull ring of the trigger should be pulled in direction of the gearstick knob.Gearstick knob Trigger with pull ringLocking lugLockLong arm springSelector housingLong arm springS320_039The gearstick is held centrally in the start position (3rd/4th gear gate) by a long arm spring.S320_041Locking lug 1st/2nd gear stopWhen 1st gear is selected, the locking lug prevents unintentional selection of the reverse gear. The lug hits the 1st/2nd gear stop (part of selector housing).S320_042By lifting the pull ring, the locking lug is raised over the 1st/2nd gear stop and selection of reverse gear becomes possible.S320_04327SensorsReversing light switchThe reversing light switch is screwed in on the side of the gear housing.S320_069Lug Selector shaftReversing light switch F4Stop sleeve ButtonReversing light switch F4S320_054During selection of gears 1 to 6, the button of the reversing light switch F4 engages in a recess in the stop sleeve. When reverse gear is selected, the stop sleeve is moved upwards axially together with the selector lever. When doing this, the button reaches a horizontal position at the same height as a lug in the window of the stop sleeve. During gear selection, the button of the reversing light switch comes into contact with the lug. The button is activated and the electrical circuit is closed.Stop sleeve LugS320_055Selector finger28Tachograph senderIf the gearbox is installed in a vehicle with tachograph, the differential is supplemented with a tachograph sender G75.Tachograph sender G75Sensor ringGear wheel for final driveS320_057The signals for the tachograph sender G75 are generated at a sensor ring located in the differential housing by means of an impulse sender wheel. These are sent to the tachograph G24 for evaluation. The sender is installed externally in an opening in the clutch housing.S320_070The sensor ring and tachograph sender are not installed during series production. No provision has been for retrofitting.294motion versionBevel boxThe gearbox will later also be installed in a fourwheel drive version in conjunction with a bevel box and Haldex coupling. In this instance, the manual gearbox forms a unit with the bevel box. The bevel box is connected to the differential of the manual gearbox, via which drive torque is transmitted to the rear axle.S320_063Manual gearboxBevel boxTaper roller bearing Gear teeth - hollow shaft Drive shaft - rightTaper roller bearing FlangeS320_064Shaft bevel gearBevel gear Hollow shaft with gear teeth Drive shaft - left Differential housing Gear wheel for final drive30Design and function Drive for the bevel box is transmitted to a hollow shaft, which features gear teeth to drive the bevel box. This hollow shaft is joined to the differential housing. Within the shaft runs the drive shaft for the front right final drive. From the gear teeth of the hollow shaft, torque is transmitted further to a shaft, which has gear teeth to form a bevel gear. The bevel gear is meshed at 90 degrees to the shaft bevel gear and redirects the transmission route to the rear final drive.Hollow shaft with gear teeth Differential housingGear teeth of hollow shaftDrive shaft - rightBevel gearShaft bevel gearS320_06831Test yourselfWhich answers are correct? One or more or all answers could be correct.1.What are the advantages of the 4-shaft gearbox principle? a) b) c) Smoother running Requires less space Greater environmental compatibility2.Which gears are engaged with the selector gears on output shaft 1? a) b) c) 5th/6th gear 1st/2nd gear 3rd/4th gear3.Mark the transmission route for 5th gear in this diagram.S320_0594.Which gears have 3-cone synchronisation? a) b) c) 5th/6th gear Reverse gear 1st to 4th gear325.What does the "3" mean with regards to the type of synchronisation? a) b) c) The gearbox has synchronisation systems for three gears. One synchronisation system with three cones. Synchronisation is carried out in three stages.6.What fine hardening procedure is used on the gear wheels of the gearbox? a) b) c) Lapping Coroning Grinding7.The reverse gear lock on joystick gear selection … a) b) c) is of the push down type, common within the Group. is a modified push down type. is actuated via a pull ring.8.The hollow design of the gearbox shaft serves as a means of a) b) c) increasing torsional rigidity. assuring smooth running. supplying oil.9.The clutch is actuated a) b) c) hydraulically via a clutch release lever and separate clutch release bearing with bearing bush. via a hydraulic unit, comprising of slave cylinder and clutch release bearing. mechanically via a clutch release lever, which moves a clutch release bearing mounted on the input shaft in axial direction.33Answers 1. b.; 2. b.;3. Transmission route diagram;S320_0254. c.; 5. b.; 6. b., c.; 7. c.; 8. c.; 9. b.34Test yourselfNotes35320© VOLKSWAGEN AG, Wolfsburg, VK-36 Service Training All rights and the right to make technical alterations reserved 000.2811.41.20 Technical status 10/03❀ This paper was manufactured from pulp thatwas bleached without the use of chlorine.