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From 4 April onwards, the Phaeton will provide dynamism that has never been achieved before in the diesel sector of luxury class saloons: as a V10 TDI. Its 5.0-litre ten-cylinder power unit generates 230 kW / 313 bhp. From 2000 rpm upwards, the bi-turbo diesel direct injection develops a fabulous 750 Newtonmetres of torque. As series standard, the power of the engine in the Phaeton V10 TDI is applied onto the road by the 4MOTION four-wheel drive. The interface between the engine and four-wheel drive is formed by a new six-speed automatic gearbox, which can alternatively also be shifted manually using the Tiptronic mode.

- Innovative V10 TDI extends the history of diesel to include a new chapter
- As early as 2000 rpm, 750 Newtonmetres are available

The ten-cylinder TDI makes the Phaeton the most powerful saloon with a diesel engine in the world. This power enables performance at the level of a thoroughbred sports car. The Phaeton V10 TDI accelerates to 80 kph in only 4.8 seconds; after 6.9 seconds, the powerful, exceptional saloon reaches 100 kph. From a standstill, sprints 1000 metres in 26.5 seconds. At 250 kph top speed, the electronics regulate the V10 TDI gently and unnoticeably.

Despite this performance, the Phaeton V10 TDI stands out with a sensationally low average consumption of 11.4 litres for 100 kilometres.

V10 TDI - Maximum dynamism and maximum comfort with minimum consumption

Behind the remarkable consumption figures and performance is an engine that is regarded by experts as a masterpiece of diesel engine design. A power unit that extends the history of compression-ignite engines to include a new chapter. This engine was presented for the first time in the luxury class SUV Touareg. Out of nowhere, the engine developed into a best-seller: its dynamism and comfort properties meant that it practically broke through the boundaries between diesel and petrol engines. Maximum dynamism and maximum comfort with minimum consumption are the main features of this new generation of diesel engines.

A combination that becomes particularly fascinating in an aerodynamically designed saloon. ‘Naked’ figures such as power output or acceleration figures only indicate half the truth about an engine which provides absolute superiority in every engine speed range, more or less instantly providing its maximum power when it leaves idling speed, with torque characteristics that are a sheer pleasure. It unassuming nature enables extremely relaxed driving at very high travel speeds.

Fascinating technology in detail: it is only when all the stops are pulled that engines like the V10 TDI are created

From a technical perspective, decisive contributions to the power delivery that is comparable to that of a sports car are made by the large displacement (4921 cm3), the improved pump injector high-pressure direct injection system (up to 2050 bar), and the charging via a bi-turbo system with electrical charger adjustment.

Two banks of five cylinders at an angle of 90 degrees enable very compact design

The cylinder spacing of the ten-cylinder engine is 88 millimetres; bore 81.0 and stroke 95.5 millimetres. The engine is compressed at a ratio of 18:1. The two five-cylinder banks are set at an angle of 90 degrees, enabling the flat design of the TDI. Just as striking is the compact length of 544 millimetres.

A major requirement for the compact length of the engine is the new control and auxiliary unit drive grouped together on one level in an aluminium crankcase that is acoustically and mechanically isolated in a gear cassette. The dimensions were defined at a very early stage of the development work to enable the engine to be fitted lengthways in the sporty contours of the front section of the aerodynamic Phaeton.

A development goal of elementary importance: exemplary running smoothness

Alongside the extremely good torque and power characteristics as well as compact dimensions, exemplary running smoothness was one of the most important development goals. To achieve this, Volkswagen uses a balancer shaft that rotates in a direction opposing that of the crankshaft to eliminate the remaining free primary moment of inertia on the ten-cylinder engine, whose design means that it already runs with a low vibration level. The effect is supported by six counterweights made of a wolfram alloy secured to the crankshaft. As far as vibrations are concerned, the V10 TDI is thus at the level of a 12-cylinder engine. In addition, a crank-pin offset of 18 degrees on the crankshaft means that the engine features a uniform ignition spacing of 72 degrees; even under engine load, this ensures favourable vibration characteristics.

Technology transfer from large to small models - and sometimes also vice versa

The fundamental design of the cylinder head is based on the pump injector engines with smaller displacement already used at Volkswagen. For deployment in the V10 engine, the engineers had to redesign the newly conceived head into a crossflow version so that the inlet side in the V space between the two rows of cylinders could be created.

In the ten-cylinder engine, a new pump injector generation ensures optimised power and emission quality

The direct injection itself assumes a key role: it optimises the medium pressures and the specific power as well as the emission quality. In this regard, the new pump injector of the type UI-P1 used in the ten-cylinder engine features improved efficiency, a more compact solenoid valve and significantly increased partial load injection pressure. Progress that leads directly to an improvement in emission quality.

To correspond to the consistent twin-branch design of the charge cycle in the V10 TDI, all the major components are designed once per row of cylinders. This includes the air filters, the hot-film air mass meter (HFM), the exhaust gas turbocharger (ATL), the charge air cooler (LLK), the exhaust gas recirculation (EGR valve and radiator) and the throttle valves. This means that, from a pure design standpoint, the V10 consists of two five-cylinder engines that are completely separate but mechanically and electronically linked on the intake and exhaust side.

Master and slave - one system component is voluntarily subordinate to the other; the other issues the commands

Highly innovative here is the joint control of the twin via a master-slave system. Especially the synchronisation and load distribution on both cylinder banks makes extremely high demands on the deployment of electronically controlled actuator elements. They manage all the important components such as the throttle valves, pump injector elements and the turbocharger.

The organization of the multilevel control and regulation tasks in the V10 TDI is assumed a new generation of control units with the designation EDC16. This also appears as a duo, has a 32-bit microprocessor and substantially increased computing power. One control unit regulates each of the five-cylinder banks. The improved software of the EDC16 permits for the first time that the driving functions are divided and can thus be better coordinated with regard to power development and emission characteristics.

The accelerator pedal directly promotes the wheel torque, which means the torque intervenes at the physically required position. The driver does not notice that one of the dual designed assemblies issues the commands (master) and its counterpart (slave) always obeys. On board the Phaeton, only the combined force of 750 Newtonmetres torque is felt.

Twin-branch exhaust system as part of one of the most complex exhaust cleaning systems in diesel engine construction

The twin-branch exhaust system of the Phaeton is part of one of the most complex exhaust cleaning systems in diesel engine construction To reduce the emissions, the engine is equipped with pneumatically controlled exhaust-gas recirculation valves and EGR radiators. In addition, oxidation catalytic converters attached near the engine contribute to optimisation of the raw emissions, which are already low as a general principle. The Phaeton V10 TDI complies with the exhaust emission standard EU 3.

In detail, the exhaust system, which is divided into two branches, consists of an oval ceramic pre-converter located near the engine and a tri-oval oxidation converter in the underbody area. The headpipes are air gap insulated to ensure favourable response and quick operating temperature of the underbody converter. Due to optimised vibration decoupling, it was possible to reduce the wall thickness of the exhaust system and thus to save approximately 30% of the weight; the overall exhaust system thus weighs less than fifty kilos.

Six-speed automatic gearbox

Phaeton V10 TDI - The torque specialist

- Six-speed automatic gearbox newly developed for the V10 TDI
- Automatic can alternatively be switched to manual via Tiptronic

A new development is the series standard Tiptronic six-speed automatic gearbox of the Phaeton V10 TDI. It was developed specifically for power units of this torque class, as none of the gearboxes previously offered corresponded to the performance profile of the engine. In addition, the automatic gearbox design had to be compact so that it could be integrated in the 4-wheel drive concept 4MOTION. Compared to possible counterparts with similar torque reserves, the new automatic gearbox was to meet the following criteria:

- Optimisation of performance
- Reduction of consumption and emissions
- Reduction of the weight and compact dimensions
- Improvement in shift quality and shift spontaneity
- A conception with a future due to flexible deployability and great development potential

Compared to similar five-speed automatic gearboxes, the number of components was reduced by 29%

The new six-speed automatic gearbox meets all these criteria. For example, weight and dimensions: compared to a similar five-speed automatic gearbox, the number of components has been reduced by 29% (!) as a result of the new gear set concept. This made the 4-wheel drive gearbox lighter (minus 8%) and above all more compact; a major requirement to enable deployment of a gearbox with such high torque with regard to the available space in conjunction with four-wheel drive. However, the set of gears of the planetary gearbox offers two other benefits: firstly, a more harmonious gear stepping; secondly, the possibility for large gearbox spacing.

Always stay cool - the first Volkswagen with an external oil cooler/radiator with three-fold flow

A special solution has been implemented with regard to cooling: to favour the vehicle drag coefficient and decoupling of noise, the gearbox is configured in such a way that relatively little air reaches the automatic gearbox for cooling. This is why Volkswagen is using an external oil cooler/radiator with three-fold flow for the first time. In addition, the distributor and front-axle gears of the Phaeton V10 TDI are kept at a healthy temperature level in all operating states by means of an external oil cooler/air cooler.

It was also important to design the hydraulic converter lockup clutch to be as powerful and compact as possible. The aim was achieved with a diameter of 300 millimetres. As an innovation, the torque converter lockup clutch also has a torsion damper. Advantage: it filters and dampens the vibrations in the drive train, protects the components against vibration breakage and enables particularly early closing of the converter lockup clutch. And this has an immediate positive effect on consumption and handling performance. As a general principle, the clutch is closed above 1000 rpm as of second gear; in addition, - depending on certain operating parameters - driving with slight slip only takes place up to 1800 rpm.

ASIS (Adaptive Shift Strategy) - new software for perfect control of hardware

In order to be able to make full use of the advantages of the six-speed automatic gearbox, innovative shift programs were required. Here, in close co-operation with suppliers, Volkswagen developed a new driving strategy software with the designation ASIS (Adaptive Shift Strategy). The program integrates a large number of new functions; as a general principle, ASIS enables all theoretically conceivable shift programs that are (or could be) required by a luxury class saloon such as the Phaeton. This also includes that an optimised adaptation of the operating points in the gearbox at the most favourable maps of the engine achieves a reduction in consumption. This means de facto that in the gears relevant to consumption (three to six) efficiencies of 94% to 96% are achieved - values that are considerably higher than those for all current automatic gearboxes.

Running gear

Phaeton V10 TDI - Innovative axles and an intelligent air suspension

- Four-link suspension as part of the four-wheel air suspension, especially compact
- Trapezpoidal link rear axle as basis of a high level of handling dynamics

The running gears of the Phaeton V10 TDI and Phaeton W12 feature systems such as ESP, four-wheel air suspension, map dampers or a road speed-dependent power steering and four-wheel drive 4MOTION. As a general principle, the running gear has been designed in such a way that even without these helpful subsystems the highest level of handling dynamics, driving comfort and driving safety is ensured. The basic layout of the innovative running gear consists of a four-link front axle (track width 1628 millimetres) and a rear trapezoid link axle (track width 1612 millimetres). Both represent state-of-the-art technology.

The four-link front axle in detail

The front, compact four-link suspension has a wide range of advantages. The special kinematics mean that the brake and drive forces are for the most part isolated from the steering. The saloon features high steering precision and uniform steering force generation thanks to its complex servotronic.

From a design perspective, the upper link level of the front axle is positioned above the wheels. The lower level consists of a support link and the guide link. Except for the support link (steel), the individual links are made of aluminium. Each of the axle guides on the wheel-side have low-friction ball joints that absorb the lateral and longitudinal forces. The acoustic decoupling of the links to the subframe is effected by high-capacity bonded rubber bushes. For the guide bearing, a hydraulically dampening system has been used.

The integration of the steel pipe subframe on the side members is effected via four bonded rubber bushes. This additional decoupling means that the rolling noise is minimised and impacts are kept away from the body. In addition, a large dimensioned anti-roll bar increases the alternating spring rate of the front axle.

The trapezpoidal link rear axle in detail

The engineering design of the trapezpoidal link rear axle is intended to support exact straight-ahead travel, to weaken load-change reactions, to stabilise brake response and lateral forces, and to optimise driving comfort. The wheels are guided by means of trapezoid links, coupling rods, track control arms and track rods. An integral part of the wheel alignment is the four-wheel air suspension; the rear air suspension damper struts are supported on the track control arms.

The axle guides and track rod are attached to a subframe. An especially precise response of the suspension is guaranteed by the optimised layout of the bonded rubber bushes. Other positive effects are achieved by the reduction of the axle mass in that many aluminium parts are used.

In the case of the Phaeton V10 TDI and Phaeton W12 equipped with the four-wheel drive 4MOTION, the rear-axle bracket also holds the rear axle differential via three bonded rubber bushes. The gearbox is this decoupled from the superstructure in two ways.

The air suspension in detail

The aim of the running gear developers was to create a suspension system that met the extremely high demands as regards driving comfort and handling dynamics. This is why an air suspension system with regulated damping is used in the Phaeton, as it offers numerous advantages compared to conventional steel suspension systems.

The self-levelling feature of the air suspension permits soft, load-independent and thus comfort-oriented suspension configuration; its concept creates a positive effect on driving stability, permits specific lowering of the vehicle at high speeds, and thus enables a reduction in consumption and the tendency to roll.

Due to the physical characteristics of the air suspension, the spring rate and height of the vehicle are automatically adapted to the load in question, thus simultaneously assuming the function of a classical self-levelling suspension. As a result, driving comfort remains at a constantly high level in all load states. In addition, load-dependent changes in handling dynamics are reduced. As the damping is steplessly regulated, driving comfort and driving safety improve significantly; even extreme handling situations become easily manageable through the specifically matched damping control.

The air suspension itself in detail consists of the following basic elements: a total of four air struts on the front and rear axles, an air supply unit, a pressure accumulator, a control unit, four level sensors on the front and rear axles, three acceleration sensors on the vehicle body as well as four acceleration sensors on the wheel suspension.

Equipment

Phaeton V10 TDI - Exclusive as standard

- Phaeton V10 TDI with full equipment, including leather interior
- All Phaetons have 4-zone Climatronic and air suspension

The Phaeton V10 TDI takes its place among the most exclusive saloon cars in the world. The standard equipment matches this claim. Compared to the Phaeton V6, the Phaeton V10 TDI features the following additional equipment features:

· Four-wheel drive 4MOTION
· Electrically adjustable and automatic anti-dazzle door mirrors and with memory function
· Automatic gearbox (six-speed / Tiptronic)
· Insulating glass, infrared reflecting and heat-insulating
· Three-point automatic seat belts at the front with electrical height adjustment and memory function
· Interior trim in leather ‘Vienna’
· Automatic anti-dazzle interior rear-view mirror with memory function
· Choice of paintwork ‘metallic’ or ‘pearl effect’
· Alloy wheels 7.5J x 18 ‘Champion’ with tyres of dimension 235/50 R 18
· Steering column with electrical height and length adjustment, including ‘Easy Entry’ and memory function
· Fog lights
· Heated front seats (in the case of 4-seater additional heated single front seats)
· Front seats with electrical 12-way setting, including lumbar support and memory function (5-seater)

In addition, the standard equipment of all Phaeton models includes innovative features such as the unique 4-zone Climatronic and an air suspension with continuous, road speed-dependent damper control and self-levelling suspension. The standard equipment of the Phaeton in detail (excerpt):

· Airbags (8): front, side (front and rear), head airbag system
· Audio system 8/10: analog 8-channel amplifier with 10 loudspeakers; approx. 190 Watts
· CD changer for 6 CDs in the glove box
· Climatronic (4-zones) with air quality / anti-fog sensor
· Electric unlocking of boot lid from the interior
· ESP including ABS/EDL and EBC/TCS plus brake assistant
· Electric window lifters at front and rear
· Cruise control system (CCS)
· Wood trim ‘Eucalyptus’ for instrument panel, door trims at top and frame for infotainment / gear lever
· Infotainment centre in the front centre console with 7-inch colour display
· Automatic anti-dazzle interior mirror
· Lumbar supports at front, electrically adjustable
· Steering column with height and length adjustment
· Air suspension with continuous, road speed-dependent damper control, comfort and sport recognition / self-levelling suspension
· Multifunctional display (MFD) in the instrument cluster with 5-inch colour display
· Multifunction leather steering wheel (4 spokes)
· Rain sensor for windscreen wipers
· Servotronic steering, road speed-dependent
· Voice control system German/English
· Xenon headlights, including headlight cleaning system
· Central locking with radio-wave remote control, interior switch and crash sensor for automatic opening

Related articles:

• World premiere at Geneva Motor Show: Phaeton V10 TDI with 313-bhp ten-cylinder turbocharged diesel
• Touareg - world premiere for Volkswagen’s top-class off-road vehicle at Paris Motor Show
• German premiere for the new Volkswagen Phaeton
• World premiere for new top Golf model R32 with 3,2 V6
• The new Phaeton V6 TDI 3.0

This entry was posted on Thursday, March 20th, 2003 at 10:14 and is filed under Volkswagen. You can follow any responses to this entry through the RSS 2.0 feed. You can skip to the end and leave a response. Pinging is currently not allowed.