Audi A3 2009 2010 User Manual

Service Training

Audi New Technology 2009 – 2010

Self-Study Program 990193

Audi of America, LLC
Service Training
Printed in U.S.A.
Printed 11/2009
Course Number 990193

©2009 Audi of America, LLC

All rights reserved. Information contained in this manual is
based on the latest information available at the time of printing
and is subject to the copyright and other intellectual property
rights of Audi of America, LLC., its affi liated companies and its
licensors. All rights are reserved to make changes at any time
without notice. No part of this document may be reproduced,
stored in a retrieval system, or transmitted in any form or by
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otherwise, nor may these materials be modifi ed or reposted to
other sites without the prior expressed written permission of
the publisher.

All requests for permission to copy and redistribute
information should be referred to Audi of America, LLC.

Always check Technical Bulletins and the latest electronic
repair literature for information that may supersede any
information included in this booklet.

Table of Contents

R8 with 5.2L V10 FSI Engine . . . . . . . . . . . . . . . . . . . . . . . . . 1

Packaged Ultrasonic Level Sensor (PULS) . . . . . . . . . . . .17

0B5 S Tronic Transmission . . . . . . . . . . . . . . . . . . . . . . . . . .20

Sport Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Indirect Tire Pressure Monitoring . . . . . . . . . . . . . . . . . . . .69

MMI 3G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . .93

The Self-Study Program provides introductory information regarding the design
and function of new models, automotive components or technologies.

The Self-Study Program is not a Repair Manual!
All values given are intended as a guideline only.
Refer to the software version valid at the time of publication of the SSP.

For maintenance and repair work, always refer to the current technical literature.

Reference Note

i

Notes

ii

R8 with 5.2L V10 FSI Engine

Audi continues to build on its leadership position in the
high-performance sports car segment with the
R8 5.2L V10 FSI quattro. The top-of-the-line model of
the R8 model series was developed jointly with quattro
GmbH. Its ten-cylinder engine develops 525 hp (386 kW)
which is capable of delivering breathtaking performance.

Audi technologies such as quattro permanent all wheel
drive, lightweight aluminum body (ASF) and innovative
all-LED lights propel the R8 5.2L V10 to the top of its
competitive fi eld.

At a glance:

Engine

– Newly developed V10 with 5.2 liters displacement, FSI

direct injection and dry sump lubrication

– Superior performance 525 hp (386 kW) and 390 lb ft

(530 Nm) of torque

Power train

– Six-speed manual transmission; optional sequential

R tronic with paddle shifters on steering wheel and
“Launch Control” function

– quattro permanent all wheel drive with rear-wheel bias

990193_100

Chassis

– Dual aluminum wishbone suspension
– High-performance brakes, optional with ceramic discs
– 19-inch wheels
– Audi magnetic ride adaptive suspension

Body and design

– Lightweight, extremely rigid aluminum ASF body

weighs only 436 lb (210 Kg)
– Spacious interior and high level of everyday utility
– Exterior and interior design with distinctive new

elements
– All-LED lights as standard

1

R8 with 5.2L V10 FSI Engine

Technical Specifi cations

Engine:

Naturally aspirated 5.2 liter V10 spark ignition engine with FSI, 90° cylinder angle, 4-valve per cylinder,

Type

double overhead camshafts (DOHC), intake manifold with charge movement flaps

8700 rpm

rpm

Arrangement

Displacement

Compression ratio

Fuel requirement

Horsepower

Torque

Engine design:

Cylinder block

Connecting rods

Pistons

Crankcase

Crankshaft

Cylinder head

Valve train

Firing order

Cooling system

Lubrication system

Fuel injection

Emission system

Electrical system:

Battery

Alternator

Drive train:

Transmission

Gear ratios: 1st

Reverse

Final drive

Center differential

Steering:

Turning circle (curb to curb)

Mid-mounted, longitudinal

Bore

Stroke

3.65 in (92.8 mm)

12.5 : 1

Premium unleaded

525 hp (386 kW) @ 8000 rpm

391 lb ft (530 Nm) @ 6500 rpm

Aluminum alloy incorporating silicon crystals

Forged steel / large ends cracked

Aluminum

High strength aluminum alloy casting

Forged steel, 5 main bearings

Aluminum alloy casting

Chain-driven DOHC, continuous intake and exhaust camshaft adjustment

1–6–5–10–2–7–3–8–4–9

Water-cooled, thermostatically controlled radiator fan

Dry sump oil system

FSI

Two metal primary catalytic converters, two metal main catalytic converters, four heated oxygen sensors,
secondary air injection system

Super Plus ROZ 98 (Premium unleaded — 9 AKI)

Fuel

110 amp/hour

14.0 volts 190 amp

6-speed manual with launch control / optional R tronic with launch control

Manual R tronic

Type

2nd

3rd

4th

5th

6th

3.077 3.077

Viscous clutch

Hydraulically assisted rack-and-pinion

Type

17.3

Ratio

3.33 in (84.5 mm)

317.6 cu in (5,204 ccm)

4.373

2.709

1.925

1.502

1.239

1.035

3.713

38.7 ft (11.8 m)

2.709

1.925

1.502

1.239

1.035

4,373

3.713

2

R8 with 5.2L V10 FSI Engine

Suspension:

Double aluminum wishbone

Front

Double aluminum wishbone

Rear

Brakes:

Service brake: Discs/calipers

Parking brake

Wheels (standard only):

Tire (standard only):

Body:

Corrosion protection

Capacity:

Engine oil

Fuel tank

Reserve

Cooling system

Exterior dimensions: [see next page]

Interior dimensions:

Seating capacity

EPA class

Head room

Shoulder room

Leg room

Interior volume (EPA)

Luggage capacity trunk / behind seats

Performance:

0 - 60 mph

0 - 100 km/h

0 - 200 km/h

Top speed

Lateral acceleration

Fuel economy (EPA estimate): Manual R-tronic

Highway

Combined

Disc brakes, internally vented / eight piston calipers at front, 4 piston calipers at rear

Front

14.4 in (365 mm)

Rear

14.4 in (365 mm)

Mechanically actuated at the rear wheels

Size

Front: 8.5J x 19, Rear: 11J x 19 Alloy

Size

Front: 235/35 91Y, Rear: 295/30 100Y

Material

Multi-step anti-corrosion protection

Audi Space Frame (ASF)

12.7 qt (12.0L)

23.8 gal (90L)

2.6 gal (10L)

5.3 gal (24.0l)

2

n/a

n/a

n/a

n/a

n/a

3.5 cu ft (100L) / 3.18 cu ft (90L)

5.2 FSI quattro - manual 5.2 FSI quattro - R tronic

3.7 seconds 3.7 seconds

3.9 seconds 3.9 seconds

12.0 seconds 12.0 seconds

196 mph (316 km/h) 196 mph (316 km/h)

1.2 g

12.0 mpg 13.0 mpg

City

20.0 mpg 20.0 mpg

15.0 mpg 15.0 mpg

3

R8 with 5.2L V10 FSI Engine

Dimensions

49.2 in (1252 mm)

64.4 in (1638 mm)

75.9 in (1930 mm)

39.4 in (1003 mm)

37.7 in (958 mm)

104.3 in (2650 mm)

174.6 in (4435 mm)

62.7 in (1595 mm)

79.8 in (2029 mm)

30.7 in (782 mm)

54.8 in (1392 mm)

4

990193_101

Like the R8 4.2L, the R8 5.2L V10, uses an Audi Space
Frame of aluminum and ultra-light magnesium.
It is produced largely by hand in the Neckarsulm
manufacturing plant of quattro GmbH.

Maximum precision and the use of the most advanced
joining techniques are employed. This includes: 325 ft
(99 meters) of welding seams, 782 rivets, and 308 self­tapping screws that hold the body together.

A fully automatic measuring system checks the
dimensions of every body with precision in the one-tenth
of a millimeter range.

R8 with 5.2L V10 FSI Engine

990193_102

990193_103

Casting (aluminum)

Section (aluminum)

Sheet metal (aluminum)

Magnesium

5

R8 with 5.2L V10 FSI Engine

5.2L V10 FSI Engine

The V10 for the R8 has a total displacement of 5,204 cc
and is designed for high-performance.

Specifi c power output for the R8 V10 is 100.9 hp per liter
of displacement. Each horsepower of the engine only
needs to move 6.81 lb (3.09 kilograms) of weight. When
equipped with a manual transmission, the vehicle only
weighs 3571 lb (1,620 kilograms).

The 10-cylinder layout is an ideal design solution for
maximum performance. Compared to a V8 with the same
displacement, a V10 has smaller and lighter pistons and
connecting rods, which makes it a free-revving engine.
Compared to a V12, it has fewer components, resulting in
lower moving masses and less internal friction. Even with
all attached components, the 10-cylinder engine is only
25 inches (646 mm) long, 29 inches (737 mm) wide, and
27 inches (696 mm) high.

990193_104

6

R8 with 5.2L V10 FSI Engine

Specifi cations

hp (kW) lb ft (Nm)

600 (450)

540 (400)

470 (350)

400 (300)

340 (250)

270 (200)

200 (150)

130 (100)

70 (50)

530 (720)

470 (640)

410 (560)

350 (480)

300 (400)

230 (320)

180 (240)

120 (160)

Power output

Torque

0

60 (80)

0

990193_110

Displacement:

Horsepower:

Maximum torque:

Maximum rpm:

Fuel requirement:

317.8 cubic inches (5204 cc)

525 hp SAE (386 kW) @ 8000 rpm

391 lb ft (530 Nm) @ 6500 rpm

8700

Premium unleaded

990193_113

Type:

Arrangement:

Bore:

Stroke:

Compression ratio:

Cylinder block:

Connecting rods:

Pistons:

Crankcase:

Cylinder head:

Valve train:

Firing order:

Cooling system:

Lubrication system:

Fuel injection/ignition system:

Emission system:

Fuel:

5.2 liter V10 spark-ignition with FSI, 90° cylinder angle, 4 valve technology, DOHC, intake manifold
with charge movement flaps, naturally aspirated

Longitudinal, mid-engine installation

3.33 inches (84.5 mm)

3.65 inches (9.28 mm)

12.5:1

Aluminum alloy

Forged steel

Aluminum

High strength aluminum alloy casting

Aluminum alloy

DOHC chain driven, continuously variable intake and exhaust camshaft adjustment

1-6-5-10-2-7-3-8-4-9

Water cooled, thermostatically controlled radiator fans

Dry sump oil system

FSI direct injection

Two metal primary converters, two main converters, four heated O

Super Plus ROZ 98 / Premium unleaded (91 AKI)

sensors, secondary air system

2

7

R8 with 5.2L V10 FSI Engine

The crankcase is produced by a low-pressure die-casting
method. It is made from hypereutectic aluminum-silicon
alloy — a high-tech material that combines low weight
with high strength. The high silicon content of this alloy
gives the cylinder walls the necessary wear resistance to
withstand very high average piston velocity.

The bedplate design — the lower bearing brackets for the
crankshaft are integrated into a single frame — provides
the crankcase with maximum rigidity and optimal
vibration behavior. Integrally cast iron bearing brackets
reduce thermal expansion of the aluminum housing
and minimize play in the main crankshaft bearings. The
forged crankshaft and forged-steel con rods combine
high strength with low weight. The pistons are forged of
a high-strength aluminum alloy.

431_046

With the dry-sump lubrication system there is no oil pan.
The engine has an intake module connected directly to
the external oil pump via intake ports.

8

This intake module does not have a large oil reservoir.
Instead it serves as a baffl e plate and collects the out­fl owing oil generated by the rotation of the crankshaft.

431_074

The crankshaft has been designed as a common-pin type
crank pin, and not a split-pin type as on the 5.2L V10
engine used in the Audi S6.

Common-pin

crankshaft

R8 with 5.2L V10 FSI Engine

431_066

Split-pin

431_044

crankshaft

The camshafts, as well as the oil pump, the water pump,
and parts of the accessory sub-systems, are driven by
maintenance-free chains located on the rear wall of the
engine. All four camshafts are adjustable through a 42°
crank angle, which provides a wide range of control
timing. The valves are actuated by roller-mounted cam
followers. The exhaust valves are subject to a high
thermal load and are lined with sodium to assist in
cooling.

431_042

9

R8 with 5.2L V10 FSI Engine

Dry Sump Lubrication System

The oil pump module is external to the engine and is
chain-driven. The pump consists of a suction and feed
pump for fi lling the oil reservoir, and a suction and
pressure pump for supplying oil to the engine.

The oil pump and coolant pump are paired to form a
single unit, so they can only be replaced as a unit.

Only the thermostat housing and integrated coolant
thermostat can be replaced separately.

990193_105

Oil return from

right cylinder head

To main oil port

Water
pump

10

R8 with 5.2L V10 FSI Engine

14

12

13

2

1

4

3

6

5

8

431_025

7

Legend

1 Crankshaft chamber 5

2 Chain case return line

3 Oil return from right cylinder head

4 Oil return from left cylinder head

5 Crankshaft chamber 4

6 Crankshaft chamber 3

7 Crankshaft chamber 2

10

11

9

8 Crankshaft chamber 1

9 To oil thermostat

10 To main oil port

11 From oil reservoir

12 Suction pump

13 Pressure pump

14 Crankcase divider

11

R8 with 5.2L V10 FSI Engine

In combination with an oil-to-water heat exchanger
located in the inner V of the engine, the 5.2L V10 uses
a thermostatically controlled airfl ow-type oil cooler to
regulate engine oil temperature. It is mounted behind the
left side-blade the body.

When the engine oil is cold, the re-circulating, extracted
oil is pumped into the oil thermostat housing. When
the thermostat is in a closed state, it seals off the inlet
leading to the oil cooler, while the oil in the thermostat
housing is redirected to the oil reservoir.

When the temperature of the oil exceeds 212°F (100°C),
the oil thermostat opens the inlet to the oil cooler.

An expanding element in the thermostat exerts pressure
against the thermostat housing. Due to the pressure
of the expanding element, the thermostat is displaced
against the force of a spring, opening the channel, and
simultaneously closing off the inlet leading directly to the
oil reservoir.

Oil fl ows through this port and into the oil cooler,
returning from there to the oil thermostat housing before
entering the oil reservoir.

Oil cooler, located

behind left side blade

990193_107

12

Notes

13

R8 with 5.2L V10 FSI Engine

Mass Air Flow Sensor G70
Intake Air Temperature Sensor G42

Throttle Position Sensor G79
Accelerator Pedal Position Sensor -2- G185

Engine Speed Sensor G28

Knock Sensors -1- and -2- G61, G62

Fuel Pressure Sensor G247

Camshaft Position Sensor G40
Camshaft Position Sensor -3- G300

Throttle Valve Control Module J338
Throttle Drive Angle Sensors -1- and -2- G187, G188
Throttle Drive G186

Engine Coolant Temperature Sensor G62

Low Fuel Pressure Sensor G410

Intake Manifold Runner Position Sensor G336

Heated Oxygen Sensor G39
Oxygen Sensor Behind 3-Way Catalytic Converter
G130 Heated Oxygen Sensor -2- G108
Oxygen Sensor -2- Behind 3-Way Catalytic Converter G131

Powertrain

CAN-Bus

Engine Control

Module J623

Brake Booster Pressure Sensor G294

Brake Light Switch F
Brake Pedal Switch F47

Additional Signals:
Oil Temperature Sensor -2- G664 Secondary Injection
Sensor -1- G609
Clutch Position Sensor G476
Cruise Control ON/OFF
Park/Neutral Signal
Terminal 50
Wake Up Signal from Driver’s Door Switch via J393

Mass Air Flow Sensor G246
Intake Air Temperature Sensor -2- G299

Camshaft Position Sensor -2- G163
Camshaft Position Sensor -4- G301

Throttle Valve Control Module -2- J544
Throttle Drive Angle Sensors -1- and -2- G297, G298

Knock Sensors -3- and -4- G198, G199

Heated Oxygen Sensor -3- G285
Oxygen Sensor -3- Behind 3-Way Catalytic Converter G287
Heated Oxygen Sensor -4- G286
Oxygen Sensor -4- Behind 3-Way Catalytic Converter G288

Intake Manifold Runner Position Sensor -2- G512

Secondary Air Injection Sensor -2- G610
Fuel Pressure Sensor -2- G624

14

Engine Control

Module -2- J624

R8 with 5.2L V10 FSI Engine

Fuel Pump Control Module J538
Transfer Fuel Pump G6

Ignition Coils 1-5 with Power Output Stage
N70, N291, N292, N323, N127; Cylinders 1-5

Fuel Metering Valve N290

Evaporative Emission Canister Purge Regulator Valve N80

Right Electro-Hydraulic Engine Mount Solenoid
Valve N145

Intake Manifold Runner Control (IMRC) Valve N316

Starter Relay J53; Starter Relay -2- J695

Leak Detection Pump V144

Exhaust Flap Valve -1- N321

Fuel Injectors N30, N31, N32, N33, N83
Cylinders 1-5

Data Link

Connector

990193_114

Camshaft Adjustment Valve -1- N205
Camshaft Adjustment Valve -1- (exhaust) N318

Throttle Drive (for EPC) G186

Coolant Recirculation Pump Relay J151
After-Run Coolant Pump V51

Oxygen Sensor Heater Z19; Oxygen Sensor -1- Behind
3-Way Catalytic Converter Heater Z29; Oxygen Sensor

-2- Heater Z28; Oxygen Sensor -2- Behind 3-Way Catalytic
Converter Heater Z30

Secondary Air Injection Pump Relay J299
Secondary Air Injection Pump Motor V101
Secondary Air Injection Solenoid Valve N112

Brake Booster Relay J569
Brake System Vacuum Pump V192

Engine Component Power Supply Relay J757
Engine Control Module Power Supply Relay J271

Additional Signals:
Coolant Fan Control (FC) Control Module J293
Coolant Fan Control (FC) Control Module -2- J671

Ignition Coils 6-10 with Power Output Stage N324-N328
Cylinders 6-10

Secondary Air Injection Pump Relay -2- J545; Secondary
Air Injection Pump Motor -2- V189; Secondary Air
Injection Solenoid Valve -2- N320

Camshaft Adjustment Valve -2- N208
Camshaft Adjustment Valve -2- (exhaust) N319

Fuel Injectors N84-N86, N299-N300; Cylinders 6-10

Oxygen Sensor -3- Heater Z62; Oxygen Sensor -3- Behind
3-Way Catalytic Converter Heater Z64; Oxygen Sensor

-4- Heater Z63; Oxygen Sensor -4- Behind 3-Way Catalytic
Converter Z65

Evap. Emission Canister Purge Regulator Valve -2- N333

Fuel Metering Valve -2- N402

Left Electro-Hydraulic Eng. Mount Solenoid Valve N144

Throttle Drive -2- G296

15

R8 with 5.2L V10 FSI Engine

Distinguishing Features of the 5.2L V10 R8

Audi is the world’s fi rst automaker to use LEDs for high
beam, low beam, daytime running lights, and turn
signals. In this highly complex technology, lens and
refl ector systems, intelligent ballasts, and fan driven
coolers interact. Although the LEDs emit cool light, they
heat up, and their temperature must be kept within a
defi ned range.

With a color temperature of 6,000 Kelvin, the LED light
closely resembles white daylight, which is less tiring to
the eyes when driving at night.

Excellent light distribution and virtually unlimited
LED service life are additional benefi ts. Their energy
consumption is also substantially lower than halogen
lights.

The rear fascia of the R8 5.2L V10 features high-gloss
black as the dominant color.

LEDs mounted in tubular housings create a three­dimensional lighting effect.

The rear fascia air outlets have only two cross braces,
and the exhaust system terminates in two large, oval
tailpipes.

The fully enclosed underbody ends in a diffuser with a
pronounced upward sweep.

The rear spoiler automatically deploys at 62 mph (100
km/h.)

990193_112

990193_111

16

Packaged Ultrasonic Level Sensor (PULS)

New Oil Level Sensor

A new generation engine oil level sensing system has
been introduced by Audi. It is referred to in the technical
literature and VAS Scan Tool as: PULS — Packaged
Ultrasonic Level Sensor. Vehicles using this system can
be identifi ed by the absence of an oil dipstick.

PULS operates on an ultrasonic principle. Ultrasound
pulses generated by the oil level sensor are refl ected
by the oil-air boundary layer. This type of level sensor
replaces the older Thermal Oil Level Sensor (TOLS) that
used the hot-wire principle.

Upper

oil pan

With PULS, oil level is calculated by the engine
control module, which factors the difference between
transmitted and refl ected pulses of the oil level sensor,
and the speed of sound.

The driver can view oil level information via the MMI
under the heading CAR. In addition, minimum and
maximum oil level warnings are displayed in the Driver
Information Display of the instrument cluster.

Virtual cylinder

0.7 in (20 mm) diameter

free of refl ective surfaces

Oil level

sensor

Lower

oil pan

Static

measurement

range

2.9 – 4.7 in

(75 – 120 mm)

measurement

0.6 – 2.9 in

(15 – 75 mm)

Ultrasonic signals are processed electronically by
circuitry in the oil level sensor and are transmitted to
the instrument cluster through a Pulse Width Modulated
(PWM) signal.

Dynamic

range

Zero reference

point of system

411_100

Advantages of the PULS versus a Thermal Oil Level
System (TOLS):

– The sensor signal is available quickly (approx. 100 ms

for ignition ON)
– Low electrical power consumption (approx. 0.5A)

17

Packaged Ultrasonic Level Sensor (PULS)

Oil Level Scale

The Engine Control Module calculates oil level in the
engine. This information is transmitted to the Powertrain
CAN-bus where it is read by the instrument cluster and
MMI, which then pass this information on to other sub­systems via Data Bus On Board Diagnostic Interface J533.

Because the dipstick has been eliminated, the customer
can only check the oil level via the instrument cluster or
MMI displays.

Oil level scale

T40178

Dynamic Measurement

This measurement method is preferred because it
provides more accurate results. The measurement
process is interrupted when:

– Vehicle acceleration rate is greater than 6.7 mile/hour

seconds (3 meter/sec
– Oil temperature is greater than 284°F (140°C)
– Engine hood has been opened

2

)

Checking the oil in the workshop requires special tool
T40178. The tool must be calibrated for each individual
engine. The adjustment ring is fi rst set to the correct
position, then the oil level is read on the oil level scale.
The correct setting position value for T40178 can be
found in the repair manual maintenance section.

Oil level is calculated both dynamically (vehicle moving)
and statically (vehicle stationary).

Adjustment

ring

411_105

Static Measurement

This measurement is performed:

– At ignition ON (however, the signal is transmitted as

soon as the driver’s door is opened in order to obtain

a level signal quickly
– Engine speed less than 100 rpm
– Engine at standstill for longer than 60 seconds
– Engine temperature over 104°F (40°C)

The following criteria are evaluated:

– Engine speed
– Longitudinal and transverse acceleration
– Engine temperature
– Engine Hood Switch F266 position (open/closed)
– Number of miles (km) driven since the last opening of

Engine Hood Switch F266 (more than 30 miles [50 km])

– Number of measurement values generated within the

driving cycle

18

The longitudinal and transverse acceleration values,
as well as the parking brake position are also used to
determine vehicle status when measurements are made.

Packaged Ultrasonic Level Sensor (PULS)

Oil level can be checked by the customer using the MMI,
under the CAR menu.

Oil Level

Engine oil level o.k.

Max

Min

411_096

The following graphics can be displayed in the DIS of the
instrument cluster.

Max

Please add
max. 1 qt oil.
Continued
driving possible.

35540

D4 27° F

m 1975.5

Min

411_097

Oil level is o.k.

35540

D4 27° F

In addition, there is a display that indicates overfi lling
of the system, and a display that indicates if the oil level
sensor has failed.

Max

Min

m 1975.5

411_098

Urgent:
Please
add oil.

35540

D4 27° F

Max

Min

m 1975.5

411_099

19

0B5 S Tronic Transmission

0B5 7-Speed Dual Clutch
Transmission

Following the success of the six-speed S tronic on the
Audi A3 and Audi TT models, a seven-speed dual-clutch
transmission, combined with the quattro powertrain,
is now available for the fi rst time in a longitudinal
confi guration.

Specifications of the 0B5 transmission

Designations Manufacturer: DL501-7Q

Service: 0B5
Distribution: S tronic

Development production Audi AG Ingolstadt

VW plant, Kassel

Type Seven-speed, dual-clutch gearbox;

fully synchronized, electro-hydraulically controlled

Dual clutch Dual oil-cooled multi-plate clutches,

electro-hydraulically controlled

Control Mechatronic system — integrating the hydraulic control module,

electronic control module, some sensors and actuators; sport
program and “tiptronic” shift program for manual gear shifting

Ratio spread Up to 8.1 : 1*

The 0B5 S tronic transmission combines the positive
features of an automatic transmission with the sportiness
and effi ciency of a manual gearbox. It provides extremely
short shift times without interruption of tractive power to
provide a special driving experience.

Shaft spacing 3.503 in (89.0 mm)

Torque capacity Up to 406.6 lb ft (550 Nm) at 9000 rpm

Weight Approx. 313.0 lb (142 kg), including dual-mass flywheel and

oil fill

* 7th gear is confi gured as an overdrive gear. Top speed is in 6th gear.

20

Final drive/

differential (forward

of the dual clutch)

Transmission

plate with dual-

mass fl ywheel

0B5 S Tronic Transmission

Vent for ATF system

(hydraulic controls/

dual clutch)

Vent for gear oil system

(gears/transfer case/

front axle drive)

Connection

to ATF cooler

Connection for

ATF, fi ller

and oil level

checking bolt

Mechatronic

module

429_124

Center

differential

Seven-speed

gearbox

assembly

Spur pinion with special tooth

geometry which allows the

shaft to rotate at an angle in

two planes (beveloid gearing)

Oil drip

pans

Bi-planar

angled

side shaft

Gear
lever

429_128

Dual clutch

(K1, K2)

Final drive with

welded ring gear

and special tooth

geometry to

accommodate the

angled side shaft

21

0B5 S Tronic Transmission

Component Parts Overview

Transmission

plate

Dual mass

fl ywheel

Dual clutch

(K1, K2)

Stop

Hydraulic control

(Mechatronic

system)

22

Connection

module for

ATF cooler

Direct Shift

Gearbox (DSG)

Mechatronic J743

Electric

connection

Oil drain

port

Advantages of Seven Gear Ratios

Seven forward gears provide a wide ratio spread that
boosts initial acceleration, while also lowering fuel
consumption via the 7th (overdrive) gear.

Gear
lever

0B5 S Tronic Transmission

Selector

rail

Oil drip

pan

Gear oil fi ll

and level

checking bolt

Self-locking center differential with 40/60
asymmetric/dynamic torque split. The
asymmetric-dynamic power distribution
provides sporty and agile driving
characteristics with slight emphasis to the
rear axle. When needed, the center differential
can deliver up to 85% power to the rear axle
or a maximum of 65% power to the front axle.

Serviceable

offset depth for

all shaft oil seals

when replaced

429_116

23

0B5 S Tronic Transmission

Gearbox Design — Function

Drive is transmitted to the dual mass fl ywheel through
the transmission plate. From there, torque is transmitted
to electro-hydraulically controlled clutches (K1, K2) which
operate even or odd numbered gears.

The gear arrangement of the 05B transmission can be
viewed as two separate gear boxes.

Sub-Gearbox 1

Odd numbered gears (1, 3, 5, 7) are driven through
central input shaft 1 by clutch K1.

Clutch K1

Clutch K2

Sub-Gearbox 2

Even numbered gears (2, 4, 6) and the reverse gear are
driven through input shaft 2 (a hollow shaft) by clutch K2.

Power output is through the common output shaft, with
torque transmitted directly to the center differential.
Torque distribution is approx. 60% to the fl ange shaft
connected to the rear axle, and approx. 40% to the spur
pinion and side shaft connected to the front axle drive
(not shown here).

Input

shaft 2

Transmission

plate

Dual mass

fl ywheel

Design Features of the Dual Clutch

The dual clutch serves two tasks:

– To engage the engine at initial acceleration and to

disengage the engine when stopping

– To shift the gears

The dual clutch was designed so that clutch K1 is located
on the outside, making it a larger diameter. This meets
the higher demands placed on K1 as the starting clutch
(in fi rst gear).

24

Parking

lock gear

6th gear

4th gear

2nd gear

Reverse
(R) gear

Small pressure cylinders and coil spring assemblies
on both clutches provide good control during initial
acceleration and when changing gears.

Hydraulic pressure equalization is no longer required.
Clutch control corrects dynamic pressure build-up
caused by centrifugal forces at high engine speeds in any
situation.

Gear Shifting Sequence

0B5 S Tronic Transmission

Initial Acceleration

In selector lever position P or N, only 1st gear and reverse
are engaged. This allows immediate acceleration from a
standing stop. Regardless of whether the driver decides
to drive in reverse or to go forward, the correct gears are
already pre-selected.

Input

shaft 1

Spur pinion/

output to front

axle (beveloid

gearing)

Shifting

To drive forward, the driver shifts the selector lever into
D and drives away in 1st gear. When a defi ned speed
threshold of approx. 10 mph (15 km/h) is exceeded, 2nd
gear is engaged in sub-gearbox 2 (reverse was previously
engaged).

When the shift point for upshifting from 1st to 2nd gear
is reached, the gearshift is made by the rapid opening
of clutch K1 and simultaneous rapid closing of clutch K2
without any interruption in tractive power. To enhance
shift comfort and preserve the clutch, engine torque is
reduced during the gearshift (overlap).

The gear shifting process is completed within a few
hundredths of a second. 3rd gear is now pre-selected
in sub-gearbox 1. The process described above repeats
itself alternately during the subsequent gearshifts from
2-3 up to 6-7.

Output to rear

axle differential

1st gear

3rd gear

7th gear

5th gear

Center

differential

429_134

Synchromesh

To facilitate extremely short shift times, all gear
synchronizers are carbon coated.

Gears one, two, and three are also triple cone
synchronizers due to the high stresses to which they are
subjected.

Gears 4, 5, 6, and 7 use single cone synchronizers.

25

0B5 S Tronic Transmission

Transmission Oil Systems

ATF Oil System

The 0B5 transmission has two separate oil systems.

The fi rst oil system accommodates the dual clutch,
Mechatronic system, and oil supply. These components
use an ATF developed specifi cally for the 0B5
transmission.

This ATF system enables rapid shifting even at low
temperatures, while also lubricating and cooling the
dual clutch.

Dual

clutch

ATF

pump

Mechatronic

system

429_126

Gear Oil System

The second oil system incorporates the gear assembly,
the transfer case (center differential), and the front axle
drive.

Lubrication is by means of a hypoid gear oil with a special
oil additive for the center differential. Separating these
oil chambers made it possible to design the individual
component parts of the transmission optimally. It was not
necessary to make any compromises due to confl icting
demands on the lubricants.

Note

ATF oil is subject to a fi xed replacement
interval (refer to maintenance).

Hypoid gear oil is designed for
lifetime use.

Gear

Transfer

case

assembly

429_127

Front axle

differential

26

Gear Oil System

The oil chambers must be reliably sealed off from one
another.

The ingress of gear oil into the ATF oil chamber (the
ATF mixes with the gear oil) would adversely affect the
performance of the dual clutch.

To prevent this from occurring, special sealing elements
are fi tted in relevant places.

0B5 S Tronic Transmission

Double oil seal ring

Input shaft 1

Transverse

bore

Double oil

seal ring

Input shaft 2

Oil drain port,

refer to Fig. 116

on page 23

The 4 selector rails are sealed

by means of double-sided

axial sealing elements.

429_121

Axial

seal

Input shafts 1 and 2 are sealed by a double oil seal ring.
In total, four radial sealing rings are used. If a radial seal
is leaking, a oil drain port allows the leaking oil to drain
off and prevents it from entering the other oil chamber.
The transverse bore in input shaft 2 establishes a
connection between input shaft 1 and the oil drain port.

27

0B5 S Tronic Transmission

ATF Oil Supply — Lubrication

ATF Pump with Rotating Port and Dual Clutch Bearing

A suffi cient supply of ATF oil is essential for the operation
of the transmission.

An external gear pump driven by the dual clutch through
a gear step provides necessary oil fl ow and oil pressure.

Pressure

line K1

The ATF pump supplies the Mechatronic system with the
oil pressure required to perform the following functions:

– Control of the multi-plate clutch (engagement and

disengagement)
– Cooling and lubrication of the multi-plate clutch
– Control of gearbox hydraulics

Suction

fi lter

Pressure

line K2

429_138

Suction

jet pump

Rotating

port

Oil pump

drive

429_122

Dual

clutch

A suction jet pump, operating on the Venturi principle,
increases the cooling oil fl ow for the clutch cooling
system. Because this pump doubles the cooling oil fl ow
rate without the need for increasing oil pump capacity, it
is smaller and more effi cient.

28

ATF pump

(external gear pump)

ATF Cooling

0B5 S Tronic Transmission

ATF cooling is provided by a heat exchanger integrated
into the engine cooling system (ATF cooler).

The supply line running to the ATF cooler accommodates
a pressure fi lter, which, in conjunction with the suction
fi lter, provides effective fi ltering of the ATF. Both fi lters
are designed for lifetime use in the transmission, and are
not subject to a replacement interval.

ATF

cooler

Engine cooling

system with

ATF cooler

A differential pressure valve is integrated in the pressure
fi lter. It opens when the fl ow resistance rises above a
threshold value, for example when the fi lter is clogged
or the ATF is very cold. Therefore, circulation to the ATF
cooler is always assured.

Notes on the ATF cooler:

If the ATF cooler is leaking, coolant will mix
with the ATF. Even the smallest amounts
of coolant in the ATF will impair clutch
control. The new glycol test 8E0 398 998
can be used to determine whether the ATF
contains glycol.

Notes on the ATF fi lter:

It is only necessary to replace the pressure
fi lter if the ATF has been contaminated due
to transmission damage. If swarf (metal
chips), abraded matter, or other foreign
material is found mixed in with the ATF,
the ATF cooler must be fl ushed, and if
necessary, replaced.

The illustration on this page shows the ATF cooling
system connected to the 2.0L TFSI engine. This
confi guration is representative of all Audi engines, with
the exception of different wiring harnesses.

Connection

module

* In the future, the pressure fi lter will be integrated

into the connection module.

ATF fi lter

(pressure fi lter)*

429_135

29

0B5 S Tronic Transmission

Gear Assembly Lubrication

Selective lubrication, conducted via special oil passages
and oil drip pans, results in lower oil level requirements.
This innovative lubrication design reduces churning
losses and enhances overall transmission effi ciency.

The bearings for the input shaft change gears are
lubricated through the hollow drilled input shaft 1.
Transverse bores in the shafts direct the oil to the
bearing points.

Oil drip

pans

Oil passage in

input shaft 1

Lubricant is supplied to the

center differential through the

hollow drilled output shaft

Bi-planar

angled

side shaft

Oil passage

to front

axle drive

429_125

30

Parking Lock

0B5 S Tronic Transmission

The 0B5 transmission requires a parking lock since both
clutches are open (disengaged) whenever the engine is
not running.

The parking lock gear is connected to the output shaft.
The pawl is actuated mechanically by the selector lever
via the selector lever cable.

Gear
lever

Drive Position

Sensor G676

Permanent

magnet

Drive Position Sensor G676 is also actuated through the
selector shaft and the parking lock lever.

For this purpose, a permanent magnet exerting a
magnetic fi eld on the sensor is located on the parking
lock actuating lever.

Utilizing the signals generated by Drive Position Sensor
G676, the Mechatronic module recognizes the position of
the selector lever (P, R, N, D, or S).

Stop

Direction of Travel

Note

The parking lock gear and pawl lock all
four gears through the center differential,
but can compensate through the center
differential if a raised wheel is able to
turn freely, for example, when changing a
wheel.

Therefore, as a precaution, the parking
brake must always be applied, in these
situations.

Locking

pawl

Parking lock in selector lever position P

(locking pawl engaged)

Parking

lock gear

429_117

31

0B5 S Tronic Transmission

Transmission Control

Direct Shift Gearbox Mechatronic J743

The transmission is controlled by a newly developed
Mechatronic system. It enables precision control of gear
engagement speed and force when changing gears. This
means that regardless of the driving situation, rapid gear
shifts are also smooth.

Gear

selector

module

Gear Position Distance

Sensor 4 G490 (for

gear selector 4-6)

Gear Position Distance

Sensor 3 G489 (for

gear selector 7-5)

Gear Position Distance

Sensor 2 G488 (for

gear selector 1-3)

X

X

The Mechatronic system acts as the central transmission
control module. It combines the electro-hydraulic control
module (actuators), the electronic control module, and
some of the sensors into a single unit.

Because of the longitudinal confi guration, the rpm
sensors of both gearbox input shafts and the gear sensor
are located on a separate mounting bracket (PCB 3).

X

X

X

Clutch Oil Temperature

Sensor G509

Transmission Input

Speed Sensor 3 G641

(clutch input speed)

Gear Position Distance

Sensor 1 G487 (for

gear selector 2-R)

PCB 1

Electro-hydraulic

control module

Mounting points in the transmission case

X

PCB 2

429_133

32

0B5 S Tronic Transmission

The Mechatronic system controls, regulates, and
performs the following functions:

– Adaptation of oil pressure in the hydraulic system to

requirements
– Dual clutch regulation
– Clutch cooling regulation
– Shift point selection
– Transmission control and regulation
– Communication with other control modules
– “Limp home” program circuitry
– Self-diagnostics

X

X

Center

differential

module wiring

Connector

Sensor

harness

Note

When replacing the Mechatronic system,
various adaptations must be made using
the VAS Scan Tool.

Note

When handling the Mechatronic system, it
is important to pay close attention to the
working guidelines regarding electrostatic
discharge!

X

Connector:

Gearbox

Control

Module PCB 2

Connector:

Gearbox

Control

Module PCB 1

X

X

X

Electronic

module

Drive Position

Sensor G676

Transmission

X

Connector:

Mechatronic

wiring harness

Connector:

wiring harness

(sensor module)

Input Speed

Sensor G612

Wiring harness/

cable duct

X

429_130

Transmission

Input Speed

Sensor1 G632

Mounting points in the transmission case

33

0B5 S Tronic Transmission

Hydraulic Component Overview

This illustration shows the electro-hydraulic control module,
together with all components activated by the actuators.

N433 Sub Transmission 1 Valve 1 (for gear selector 1-3)

N434 Sub Transmission 1 Valve 2 (for gear selector 7-5)

N435 Sub Transmission 1 Valve 3 (for clutch valve K1, activation)

N436 Sub Transmission 1 Valve 4 (for pressure regulation in sub-gearbox 1)

N437 Sub Transmission 2 Valve 1 (for gear selector 2-R)

N438 Sub Transmission 2 Valve 2 (for gear selector 4-6)

N439 Sub Transmission 2 Valve 3 (for clutch valve K2, activation)

N440 Sub Transmission 2 Valve 4 (for pressure regulation in sub-gearbox 2)

N471 Cooling Oil Valve

N472 Main Pressure Valve

GS = Gear Selector

Shift

fork 4-6

GS 4-6

Shift

fork 7-5

Shift

fork 1-3

Shift

fork 2-R

GS 7-5

GS 1-3

GS 2-R

Note

Before installing the Mechatronic system
into the transmission, the gear selectors
and selector rails must be brought into
alignment with each other. Refer to the

The selector rails/shift forks have no stops, with the
shift forks held in position by gear selectors. The only
stops are in the gear change sleeve and the synchronizer
assembly.

repair manual.

34

N437

(2-R)

N434

(7-5)

N433

(1-3)

N438

(4-6)

Electro-hydraulic

control module —

gear selector module

0B5 S Tronic Transmission

Dual

clutch

ATF pump with

rotating port for

the dual clutch

Gear

selector

Electro-hydraulic

control module

N471

N439

N435

N440

N472

N436

429_129

35

0B5 S Tronic Transmission

Electronics

Integrated Sensors

The transmission control module, the four distance
sensors and the two hydraulic pressure sensors are
combined as a non-separable unit.

Two temperature sensors are integrated into the
TCM. One sensor is positioned to supply precise ATF
temperatures.

The other sensor is integrated directly into the processor
and measures critical component temperatures.

The two temperature senders monitor each other for
plausibility. Electronics temperature monitoring is very
important so that temperature reduction measures can
be made quickly, as needed.

Besides safety, ATF temperature is relevant to both
clutch control and hydraulic control. For this reason, ATF
temperature is also a key factor in control and adaptation
functions.

Automatic Transmission Hydraulic Pressures Sensors
1 and 2 are utilized for clutch pressure monitoring and
for adaptation of the primary pressure and sub-gearbox
pressures.

Permanent

magnet

Hall

sensor

Distance Sensor
3 G489 (for gear

Gear Position

Distance Sensor

1 G487 (for gear

selector 2-R)

Gear Position
Distance Sensor
4 G490 (for gear

selector 4-6)

Gear Position

selector 7-5)

Automatic

Transmission

Hydraulic

Pressure

Sensor 1 G193

Automatic

Transmission

Hydraulic

Pressure

Sensor 2 G194

Gear Position

Distance Sensor

2 G488 (for gear

selector 1-3)

429_137

Transmission

control
module

Control
module

temperature

sensor

Temperature

sensor in

processor

Selector

rail

429_136

Four distance sensors determine the position of each
selector rail/shift fork. The TCM requires this information
to immediately diagnose non-allowed positions and to
activate a “limp home” program, if necessary.

An exact travel measurement is also essential for
precision gear shifting. The various phases of the
synchronization and gearshifting processes can then be
activated sequentially.

36

A distance sensor consists of two Hall sensors and two
permanent magnets which are attached to the selector
rail. Depending on the position of the magnets in relation
to the Hall sensors, the Hall sensors output a voltage
which corresponds to the distance traveled. The travel
signal is generated by evaluating both voltage signals.

Note

To measure the precise distance traveled
by the gear selector, the shift mechanism
must be adapted to the transmission
control module using the VAS Scan Tool.

0B5 S Tronic Transmission

429_171

Separate Sensors

Transmission Input Speed Sensors 1 and 2, as well as
the gear sensor are mounted together on a common
mounting bracket (PCB 3).

Both engine speed senders are “intelligent sensors.”
With three Hall sensors and the corresponding evaluation
electronics, it is possible to distinguish between driving
forward, driving in reverse, and a weak magnetic fi eld.
The control module receives the information from the
senders pre-evaluated in the form of a pulse width
modulated signal.

The various states are indicated to the control module
by different pulse widths. For example, when driving
forward, the engine speed signal has a different pulse
width than when reversing.

Encoder disc,

input shaft 2

Encoder disc,

input shaft 1

Signal Use

– Determination of the clutch output speed for

computing clutch slip

– Determination of the synchronization speed for shift

control

Drive Position

Sensor G676

Connector Sensor

module/wiring

harness

Transmission

Input Speed

Sensor 1 G632

Transmission

Input Speed

Sensor 2 G612

PCB 3

(sensor module)

429_173

37

0B5 S Tronic Transmission

Drive Position Sensor G676

G676 is located in the gearbox and is an integral part of
the sensor module. This is a contactless travel sensor
which is used to determine the selector lever positions
(P, R, N, D, and S).

PCB 3

(sensor module)

A permanent magnet exerting a magnetic force on the
gear sensor is located on the parking lock lever. The
parking lock lever is connected to the gear lever by a
shaft. It is actuated by the selector lever by means of a
selector lever cable.

Drive Position

Sensor G676

Connector

Sensor module/

wiring harness to

gearbox control

module

429_167

Permanent

magnet

Parking lock

lever

The transmission control module requires data on
selector lever position to perform the following functions
and generate the following signals and information:

– Information on driver input/vehicle operating state

(forward, reverse, neutral) for activation of the clutches

and gear selectors
– Information for selection of shift program “D” or “S”
– Signal for controlling the starter inhibitor
– Signal for controlling the P/N lock (shift-lock)
– Information for reverse gear (for example, back-up

lights, Park Assist System, etc.)
– Control of the selector lever position indicator in the

instrument cluster and gearshift mechanism

38

The position sensor is a PLCD travel sensor. The
abbreviation PLCD stands for Permanent Magnetic
Linear Contactless Displacement sensor and describes a
contactless sensor which measures linear travel using a
permanent magnet.

The signal generated by this sensor is very important
for gearbox control and is safety-critical. For this reason,
G676 consists of two redundant sensors arranged in
parallel.

The TCM always evaluates both sensors.

Note

The gear sensors must be adapted to the
transmission control module using the
VAS Scan Tool.

Transmission Input Speed Sensor -3- G641
and Clutch Oil Temperature Sensor G509

Outer plate

carrier of

clutch K1

X

PCB 2

X

0B5 S Tronic Transmission

Cooling oil

outlets

X = plugged

connection to gear

selector valve

X

Transmission

Input Speed
Connector to
transmission

control module

Sensor -3- G641

Sensors G641 and G509 are integral parts of PCB2. G641
is a Hall sensor. It measures the input speed of the dual
clutch (engine speed after the dual-mass fl ywheel). The
outer plate carrier of clutch K1 serves as an encoder disc.

The clutch input speed signal:

– Allows more precise clutch control
– Is used for adapting the clutches
– Is used for regulating micro-slip

Clutch Oil
Temperature
Sensor G509

G509 measures and monitors the temperature of the
cooling oil emerging from the dual clutch. Clutch
temperature can be derived from this information.

When a defi ned oil temperature is reached, safety
precautions are taken to prevent a further rise in
temperature.

39

0B5 S Tronic Transmission

Transmission Protection Functions

Control Module Temperature Monitoring

High temperatures have a negative impact on the useful
life and performance of electronic components. Due
to the integration of the transmission control module
into the transmission housing (lubricated by ATF), it is
very important to monitor the temperature of both the
electronics and ATF.

When the temperature reaches approx. 275°F (135°C)
(measured by one of the two temperature sensors in the
transmission control module), the electronics must be
protected against a further rise in temperature. When
this threshold value is exceeded, the transmission control
module initiates a reduction in engine torque to reduce
heat input.

Up to a temperature of approx. 293°F (145 °C), engine
torque can be reduced gradually until the engine is at
idle. When the engine is at idle, the clutches are open
and there is no power transmission from the engine to
the drive wheels.

When the protective function is activated, an entry is
made in the fault memory and the following text message
is displayed in the instrument cluster: “You can continue
driving to a limited extent.”

Clutch Protection

If the clutch cooling oil temperature exceeds a value
of approx. 320°F (160 °C), as determined by G509, the
clutch is within a critical temperature range that can
damage it. These temperatures occur, for example, when
accelerating on extreme gradients, when towing a trailer,
or when the vehicle is held stationary on an uphill slope
using the accelerator and the clutch without engaging
the brake.

As a safety precaution, engine torque is reduced when
cooling oil temperature exceeds 320°F (160 °C.) If the
cooling oil temperature continues to rise, engine torque
is gradually reduced, sometimes to idle. When the engine
is at idle, the clutches are open and there is no power
transmission from the engine to the drive wheels.

When the protective function is initiated, an entry is
made in the fault memory and the following text message
is displayed in the instrument cluster: “You can continue
driving to a limited extent.”

As an additional safety precaution, the clutch
temperature is determined using a computer model. If
the computed temperature exceeds a pre-defi ned value,
the above mentioned precautions are taken.

40

All you need to know about the …

0B5 S Tronic Transmission

… transmission control module

In the B8 series, a new data and diagnostic log is used
for the engine control modules, the TCM, and the
airbag control module. The previous data blocks and
numberings are no longer used. Individual measured
data is now available and listed as full text in alphabetical
order. This required measured data can then be
specifi cally selected.

… clearing the fault memory

The fault memories of the engine and transmission
control module are always cleared jointly. If the fault
memory of the transmission control module is cleared,
then the fault memory in the engine control module will
be cleared as well. The converse applies if the memory of
the engine control module is cleared.

… towing

If a vehicle with S tronic needs towing, the conventional
restrictions of automatic transmissions apply:

– Selector lever in position “N”
– A maximum towing speed of 30 mph (50 km/h) must

not be exceeded

– A maximum towing distance of 30 mi (50 km) must not

be exceeded

Explanation:

When the engine is at standstill, the oil pump is not
driven and certain parts of the transmission are no
longer lubricated. Exceeding a speed of 30 mph (50 km/h)
results in unacceptably high rotational speeds within
the gearbox and dual clutch, because one gear is always
engaged in both sub-gearboxes.

If these towing cautions are not observed, serious
transmission damage can occur.

41

0B5 S Tronic Transmission

“Limp Home” Programs

In the event of a malfunction, serious damage can be
prevented and mobility preserved by means of “limp
home” programs initiated by the transmission control
module. In addition, there are also protective functions,
which protect certain components against overload.

In the event of certain pre-defi ned system malfunctions,
the transmission control module shuts down the sub­gearbox in question and activates the relevant “limp
home” program (driving with intact sub-gearbox).

1. Driving with sub-gearbox 1, sub-gearbox 2 shut down:

– Only gears 1, 3, 5, and 7* can be engaged (with

interruption in tractive power)

– Backing up (reversing) is not possible

2. Driving with sub-gearbox 2, sub-gearbox 1 shut down:

Only gears 2, 4, 6, and R* can be engaged (with
interruption in tractive power).

3. Complete gearbox shutdown:

In the case of serious faults — for example, a faulty
powertrain CAN, no identifi cation by the immobilizer, or
recognition of an incorrect ratio in the gear steps or in
the fi nal drive — the gearbox is completely shut down.

* The nature of the fault dictates which gears are

still available. To be sure that components do not
overspeed, certain gears are disabled depending on
fault type. After ensuring that no gear is engaged in
the deactivated gearbox, all gears of the intact sub­gearbox are shifted without any further restrictions.

42

Displays/Warnings

0B5 S Tronic Transmission

The 0B5 transmission features new information and
warning technology in the instrument cluster, which will
alert the driver to a system malfunction or the initiation
of a protective function.

The following warnings are displayed:

Display 1 appears when faults the driver may not notice
are recognized by the transmission control module,
which then activates a suitable substitute signal.

These faults result in no, or only negligible, loss of
performance. The purpose of the warning is to prompt
the driver to take the vehicle to an Audi dealer at the next
opportunity.

Display 2 appears when gearbox protection functions and
faults result in a loss of performance.

This can have the following effects:

– “Limp home” program: “Driving with sub-gearbox 2”

is active. For example, gearshifts have interruptions in
tractive power (even-numbered gears only)

– Gearbox protective function is active, but engine

power is reduced because the engine torque reduction
function is also active

– No power transmission to the driving wheels after

stopping

– The engine can no longer be started

Display 1

Gearbox fault:

You can continue

driving

Display 2

Gearbox fault:

You can continue

driving to

a limited

extent only

Display 3 appears when the “limp home” program,

“Driving with sub-gearbox 1,” is active because reverse
gear cannot be selected at the same time.

Text messages disappear after fi ve seconds, and are
displayed again for fi ve seconds at “ignition ON.” Yellow
warning symbols are permanently displayed.

Display 3

Gearbox fault:

You can continue

driving to

a limited

extent only No

reverse gear

43

Sport Differential

Traditional quattro Drive

Since 1980, quattro has been synonymous with
outstanding driving dynamics. In its basic form, the
torque-sensing center differential delivers 40% of the
tractive force from the engine to the front axle and 60% to
the rear axle.

This degree of rearward bias is now standard on all newer
Audi models because it ensures optimum performance.
The torque-sensing differential redistributes engine
output without delay if road surface conditions change.

The quattro system technology also has distinct
advantages in terms of lateral dynamics. By distributing
traction among all four wheels, each wheel has
greater potential to resist lateral forces, and tire grip is
optimized.

The action of the electronic differential lock (EDL) and
typical Audi settings adopted for the ESP also add to a
high level of stability.

990193_001

44

quattro Drive with Sport Differential

Sport Differential

The quattro system with electronically controlled sport
differential distributes input torque variably between the
two rear wheels, with nearly all tractive force directed to
just one wheel, if necessary.

Torque input also ensures a neutral road behavior. The
sport differential is active not only under load, but also
on overrun. Its torque distributing action enhances car
agility when the clutch is disengaged.

Depending on steering angle, lateral acceleration, yaw
angle, road speed, and other signals, the control module
calculates the most suitable distribution of torque to the
rear wheels for every driving situation.

When the steering wheel is turned, for example, or when
the car is accelerated in a corner, power is redirected
in a controlled manner to the outer rear wheel. This has
the effect of “forcing” the car into the corner so that the
angle of the front wheels is followed accurately.

The difference in tractive force between the left and
right wheels also exerts a steering effect, so that the
usual corrections by the driver at the steering wheel
are no longer needed. Understeer, the tendency for the
car to run wide at the front when cornering, is virtually
eliminated.

990193_002a

990193_002

45

Sport Differential

Traditional quattro Drive

In the illustration below, a car adheres to successive
bends when driven rapidly along a typical country road,
similar to the precise track formed by skis in snow.
The sport differential redistributes the power input
continually and quickly and counteracts any tendency for
the car to understeer or oversteer before either of these
effects can build up. For the driver, this means reduced
effort at the steering wheel and higher maximum lateral
acceleration.

When approaching the car’s handling limits, the sport
differential acts like ESP, but with the principle reversed.
Corrective movements are not initiated solely by altering
the engine settings or applying the brakes, but also by
controlled redistribution of tractive force through the
sport differential. The car’s forward progress becomes
distinctly smoother and free-fl owing because its actual
road dynamics and those sensed subjectively by the
driver are enhanced since ESP comes into action much
less frequently.

Changing direction: depending

Steering into a curve: torque

is redistributed outward to

enhance cornering ability

on driving situation, torque
is redistributed to enhance

agility and/or stability

Since its reaction time is extremely short — less than 100
milliseconds — the sport differential takes effect even
more rapidly than ESP. Furthermore, ESP can only react
to a discrepancy between the car’s steering angle and
its actual body rotation, whereas the sport differential
infl uences the car’s dynamic behavior before any such
discrepancies occur. During sport differential action, ESP
is not active.

Active torque distribution is based on an entirely new
design principle for the rear axle differential. The unit can
also divert torque to the outer wheel on the axle, which
then rotates faster than the inner wheel when cornering.
The rear axle differential has speed modulation units with
multi-plate clutches mounted at the left and right sides.
The clutches are activated by electro-hydraulic actuators
based on input from sensors and other control modules.

Accelerating out of

a curve: torque is
redistributed outward
to avoid acceleration-

induced understeer

990193_003

46

Audi Drive Select with Sport Differential

Sport Differential

The quattro driveline with sport differential is also part
of Audi drive select, which integrates key components
that affect each driving experience. These components
include the engine, transmission, steering, shock
absorbers, and sport differential. Drivers can adjust the
characteristics of these systems at any time to suit their
personal preferences.

Buttons on the center console enable drivers to vary the
operation of Audi drive select in three stages ranging
from comfortable to sport mode, or to create a profi le
that suits their personal preferences.

The engine’s throttle response characteristic can be
determined fi rst, followed by that of the servotronic
speed dependent power steering and, if the car has
automatic transmission, its shift points.

The functions of the sport differential can also be varied
to suit the driver’s wishes. In “comfort” mode, driving
safety and vehicle stability have absolute priority, with
optimal damping of load reversals. In “auto” mode, a
balance is achieved between all of the functions. The
“dynamic” mode ensures optimum vehicle agility during
load reversals.

990193_004

47

Sport Differential

Component Overview

Breather for

the left speed

modulation unit

Left speed

modulation unit

Breather for

the main

differential

Breather for

the right speed

modulation unit

990193_005

Right speed

modulation unit

Hydraulic

pump

Hydraulic

control
module

990193_006

Specifi cations

Service Designations: Final drive 0BF, internal: HL601

Development: Magna powertrain (Graz, Austria) — Audi AG

Manufacturer: Magna powertrain

Torque Capacity: Up to approx. 480 lb ft (650 Nm) engine torque

Speed Modulation Unit Ratio: i

tot

1.095

Weight: Approx. 95.9 lb (43.5 kg) including oil

48

Sport Differential

The sport differential has a conventional pinion shaft and
ring gear. Attached at both sides of the differential are
speed modulation units. These units are made up of two
sun gears and two ring gears and are sometimes referred
to as speed modulation gearboxes or super-position
gearboxes. They provide a step-up (or step-down)
transmission ratio for each axle depending on the driving
situation.

Left speed

modulation unit

The engagement of the speed modulation units is
done electro-hydraulically. Pressure is developed by an
electric motor-driven hydraulic pump and directed to
the multi-plate clutches by a hydraulic control module.
Clutch actuation is determined by All Wheel Drive Control
Module J492.

This ability to change the ratio (dependent on driving
situation) is also referred to as “torque vectoring.”

Right speed

modulation unit

Pinion

shaft

Multi-plate

clutch

Ring
gear

Multi-plate

clutch

990193_008

49

Sport Differential

Speed Modulation Gearbox Component Overview

Differential

pinion shaft

Differential

Clutch
piston

Sun

gear 2

Multi-plate

clutch

Sun

gear 1

Double

shaft seal

Differential

side gears

Differential

ring gear

Ring

gear 1

990193_009

Ring

gear 2

50

Sport Differential

Sun gear 1 is integral with the differential housing
and, therefore, turns at the same speed. Sun gear 1 is
internally meshed with ring gear 1 which rotates at a ratio
of 0.868.

Sectional View A - A

i1 = 0.868

Sun gear 1,

Z1 = 33

Ring gear 1,

Z

= 38

2

B

Z = number of teeth per gear
i = gear ratio

990193_010

A

Sun

gear 2

Sun gear 2 is integral with the stub axle. When a multi­plate clutch is engaged, ring gear 2 is joined to ring gear

1. Ring gear 2 then drives sun gear 2 which in turn drives
the stub axle. Combining the gear ratios of both sun
gears and ring gears provides the fi nal output ratio to the
stub axle.

Sun

gear 1

Multi-plate

clutch

gear 2

B

Ring

Ring

gear 1

A

i2 = 1.261

Ring gear 2,

Z3 =29

Sun gear 2,

Z

4

=23

990193_012

Sectional View B - B

990193_011

i

= i1 x i

tot

= 0.868 x 1.261
= 1.095

2

51

Sport Differential

Power Flow Without Intervention

The sport differential functions as a normal open
differential when the multi-plate clutches of the speed
modulation boxes are not engaged.

Torque is transmitted from the pinion shaft to the ring
gear. The differential transfers the torque to the axles via
the side gears.

Differential

pinion shaft

Side

Differential

gears

ring gear

52

990193_014a

Power Flow With Intervention

Sport Differential

The differential ring gear drives sun gear 1 which in turn
drives ring gear 1. With clutch activation, ring gear 1 and
ring gear 2 are joined together. Ring gear 2 drives sun
gear 2 which drives the stub axle.

Only one speed modulation gearbox can be engaged at
a time. When activated, the clutches do not fully engage,
as there is always a defi ned amount of slip between the
plates. This slip is monitored by All Wheel Drive Control
Module J492 and has important service implications.

Differential

pinion shaft

Differential

ring gear

Sun

gear 2

Ring

gear 2

Sun

gear 1

Ring

gear 1

990193_015a

53

Sport Differential

Oil Circuits

The sport differential has two oil circuits and three
distinct oil chambers.

The differential pinion and ring gear (conventional
differential components) have a separate oil chamber
fi lled with hypoid oil.

Hypoid oil

ATF

Two speed modulation gearboxes each have their own oil
chamber and are interconnected by an oil passage. This
forms a common oil circuit, which is fi lled with a special
ATF. Both fl uids are lifetime fi lls.

990193_016

54

A ball valve integrated in the oil circuit prevents the
ATF oil circuits from overfl owing to one side during
transverse acceleration.

Sport Differential

990193_031

No transverse

acceleration

990193_017

ATF drain

plug

ATF fi ller and

inspection plug

High transverse

acceleration

990193_017a

55

Sport Differential

Oil Circuit Separation

A double shaft seal and a special oil seal (rectangular
ring) on each side ensures that the hypoid oil and ATF
circuits are safely separated from each other.

Oil

seal

Double

shaft seal

Oil drain port,

left side

990193_005

990193_018

56

Sport Differential

Oil drain ports prevent the mixing of ATF and gear oil if
a seal should fail. If a failure occurs, oil is vented to the
outside of the axle housing via the drain port.

Oil drain port,

right side

990193_019

Double

shaft seal

Oil seal

990193_020

57

Sport Differential

Oil Inspection and Drain Plugs

ATF fi ller and

inspection plug

Symbol

for ATF

ATF drain

plug

990193_002a

Hypoid oil
drain plug

Symbol for

fi nal drive

Axle oil fi ller and

inspection plug

990193_006

990193_021

58

Hydraulic Control

Oil Pressure/
Temperature

Sensor 2 G640

Pipe to

left clutch

Sport Differential

Oil Pressure/
Temperature
Sensor G437

All Wheel-Drive

Pump V415

V415

Seal with

Screen

Hydraulic

pump

All Wheel Drive

Clutch Valve N445

All Wheel Drive

Clutch Valve 2 N446

Shuttle

valves

990193_006

G437

G640

Check valves

N445

990193_022

N446

59

Sport Differential

Basic Confi guration

Pressure for hydraulic operation is supplied by a pump
driven by All Wheel Drive Pump V415. The pump operates
in both directions dependent upon which clutch is to be
activated.

The pressure limiting valves are designed to limit the
extent of coupling force applied to the clutches to
approx. 885 lb ft (1200 Nm). The shuttle valves move to
prevent hydraulic pressure from being applied to both
clutches at the same time.

Oil Pressure/
Temperature

Sensor 2 G640

Left

clutch

Shuttle

valves

Both the oil pressure and temperature sensors measure
the same hydraulic pressure. However, they measure
the pressure opposite from each other during clutch
application. One will display a rising pressure while
the other displays a falling pressure. This is done as a
diagnostic function and plausibility check by All Wheel
Drive Control Module J492.

All Wheel Drive Clutch Valve N445 and All Wheel Drive
Clutch Valve 2 N446 are open until current is supplied.

Pressure

limiting

valves

Right

clutch

Oil Pressure/
Temperature
Sensor G437

All Wheel Drive

Clutch Valve N445

Check

valve

Hydraulic

pump

All Wheel Drive

Clutch Valve 2 N446

Check

valve

M

All Wheel Drive

Pump V415

60

990193_023

Activation of Right Clutch

Sport Differential

The right clutch of the sport differential is activated, for
example, when the vehicle is taking a curve to the left.

All Wheel Drive Pump V415 drives the hydraulic pump
which suctions ATF from the sump through one check
valve and All Wheel Drive Clutch Valve N445. Current is
applied to close All Wheel Drive Clutch Valve N446 2 and
pressure rises in the system.

Oil Pressure/
Temperature

Sensor 2 G640

Left

clutch

Shuttle

valves

Pressure

limiting

valves

The shuttle valves move to block oil pressure from being
applied to the left clutch. Oil Pressure/Temperature
Sensor G437 measures the pressure and displays it as a
rising pressure. Oil Pressure/Temperature Sensor 2 G640
measures the same pressure but displays it as a declining
pressure.

The hydraulic pressure developed applies the right clutch
via its actuating piston.

Right

clutch

Oil Pressure/
Temperature
Sensor G437

All Wheel Drive

Clutch Valve N445

Check

valve

Hydraulic

pump

All Wheel Drive

Pump V415

All Wheel Drive

Clutch Valve 2 N446

Check

valve

M

990193_024

61

Sport Differential

Activation of Left Clutch

The left clutch of the sport differential is activated, for
example, when the vehicle is taking a curve to the right.

All Wheel Drive Pump V415 drives the hydraulic pump in
the opposite direction as before. This suctions ATF from
the sump through one check valve and All Wheel Drive
Clutch Valve 2 N446. Current is applied to close All Wheel
Drive Clutch Valve N445 and pressure rises in the system.

Oil Pressure/
Temperature

Sensor 2 G640

Left

clutch

Shuttle

valves

The shuttle valves move to block oil pressure from being
applied to the right clutch. Oil Pressure/Temperature
Sensor G437 measures the pressure and displays it as
a declining pressure. Oil Pressure/Temperature Sensor
2 G640 measures the same pressure but displays it as a
rising pressure.

The hydraulic pressure developed applies the left clutch
via its actuating piston.

Pressure
limiting

valves

Right

clutch

Oil Pressure/
Temperature
Sensor G437

All Wheel Drive

Clutch Valve N445

Check

valve

Hydraulic

pump

All Wheel Drive

Pump V415

All Wheel Drive

Clutch Valve 2 N446

Check

valve

M

990193_025

62

Pressure Reduction 1

Sport Differential

Reduction of hydraulic pressure is done in two stages. In
this example, the pressure is being reduced from the left
clutch.

Oil Pressure/
Temperature

Sensor 2 G640

Left

clutch

Shuttle

valves

In the fi rst stage, hydraulic pressure is released via All
Wheel Drive Clutch Valve 2 N446. Current is still being
applied to All Wheel Drive Clutch Valve N445.

Pressure

limiting

valves

Oil Pressure/
Temperature
Sensor G437

Right

clutch

All Wheel Drive

Clutch Valve N445

Check

valve

Hydraulic

pump

All Wheel Drive

Pump V415

All Wheel Drive

Clutch Valve 2 N446

Check

valve

M

990193_026

63

Sport Differential

Pressure Reduction 2

During the second stage of reduction, current fl ow to
All Wheel Drive Clutch Valve N445 is removed allowing
the valve to open. Hydraulic pressure is then released
through the open valve.

Oil Pressure/
Temperature

Sensor 2 G640

Pressure

limiting

valves

Left

clutch

All Wheel Drive

Clutch Valve N445

Check

valve

Shuttle

valves

Hydraulic

pump

All Wheel Drive

Pump V415

Right

clutch

Oil Pressure/
Temperature
Sensor G437

All Wheel Drive

Clutch Valve 2 N446

Check

valve

M

990193_027

64

Sport Differential

The hydraulic system is vented at pre-determined
intervals to eliminate the possibility of air compromising
the system function. The requirements for activation are:
engine idling and no wheel speed detected. Pressure is
built up on each side alternately for a duration of approx.
100 – 200 ms until the pressure limiting valves open.

Oil Pressure/
Temperature

Sensor 2 G640

Left

clutch

Shuttle

valves

Any air in the hydraulic system will be vented with the oil
returning to the sump. It is possible that some customers
may hear the venting and consider it to be a problem
rather than a normal operating function.

During service repairs that require adding fl uid, a special
bleeding procedure must be initiated through the VAS
Scan Tool.

Pressure

limiting

valves

Right

clutch

Oil Pressure/
Temperature
Sensor G437

All Wheel Drive

Clutch Valve N445

Check

valve

Hydraulic

pump

All Wheel Drive

Pump V415

All Wheel Drive

Clutch Valve 2 N446

Check

valve

M

990193_028

65

Sport Differential

Right pressure

limiting valve

990193_005

Left pressure
limiting valve

66

990193_029

Important Service Notes

Sport Differential

Both the ATF fi ll and hypoid gear oil fi ll are lifetime oils
and do not require changing during routine scheduled
maintenance. However, if repairs to the hydraulic controls
are made, for example changing of the Oil Pressure/
Temperature Sensors, All Wheel Drive Clutch Valves or
hydraulic pump, the oil levels must be topped off. After
this is done, a special bleeding process must be carried
out via the scan tool.

Oil Pressure/Temperature Sensors G437 and G640 have
their own serial numbers and characteristics. They are
used to establish the identity of the sport differential for
All Wheel Drive Control Module J492. They are color­coded and must not be installed in the wrong positions.

G437 and G640 should never (if possible) be replaced
at the same time. Always replace one after the other. If
this isn’t done, All Wheel Drive Control Module J492 will
assume a new sport differential has been installed and
additional adaptation and maintenance procedures will
be necessary, including changing of the ATF.

The speed modulation gearboxes (or super-position
gearboxes) are tested and calibrated during the
manufacturing process. The tolerances for each gearbox
are inscribed on the sport differential housing in the form
of a hexadecimal code. This code is used for adaptation
via the VAS Scan Tool when repairs are made to the
differential.

The VAS Scan Tool is used to diagnose the sport
differential system. Information is found under Address
Word 22.

In addition to doing adaptations and coding procedures,
it is also possible to perform output check diagnosis.
The output checks allow you to bleed the system, check
the over-all functionality of the system, and to check
the applied torque of the left and right clutches. This
information is found in both Guided Functions and
Guided Fault Finding.

67

Sport Differential

Displays/Warnings

If the sport differential malfunctions, two displays will be
given to the driver via the Driver Information System in
the instrument cluster.

The display at top right informs the driver of a general
malfunction of the system. In this case, the system will
shut down and the sport differential will not distribute
torque as intended.

990193_030

The display at bottom right informs the driver that the
temperature sensors have determined that the clutches
have overheated. In this case, the system will not apply
the clutches until the temperature is reduced, and the
sport differential does not function.

990193_033

68

Indirect Tire Pressure Monitoring

Beginning with the 2009 Audi A6, a new indirect tire
pressure monitoring system was introduced to the North
American market. This proven system has been used on
Audi vehicles in other markets and will be available on all
Audi vehicles in the near future.

With the indirect system, no actual tire pressures are
measured. Instead, tire pressures are calculated by the
Tire Pressure Monitoring (TPMS) control module. Wheel
speed data from the wheel speed sensors is sent to
the ABS control module and then to the TPMS control
module. Through the process of wheel speed analysis
and wheel spectrum analysis, the TPMS control module
determines if the tires are infl ated to correct pressure.

ABS control module

An under-infl ated tire will have a smaller circumference
than a properly infl ated tire and therefore, turn at a
faster speed. An under-infl ated tire will also vibrate at a
different frequency. This vibration frequency difference is
detected through signals generated by the Wheels Speed
Sensor (Wheel Spectrum Analysis) and helps determine
which tire is under-infl ated.

The system is designed to issue a warning when
pressure loss is calculated to be 25% in one or more tires
compared to tire pressures when the system was last
reset.

Wheel speed sensors

Instrument cluster

TPMS control module

DIS

69

Indirect Tire Pressure Monitoring

This system is software based. No additional hardware
is needed. There are no pressure sensors located in the
wheels, no additional antennas, no special triggers.
Therefore, all current hardware-related issues of direct
TPMS (non-functioning tire pressure sensors, antennas,
triggers, etc.) will be eliminated. Customers will not have
to purchase additional tire pressure sensors for optional
wheels or for winter/summer tire changes.

No individual tire pressures are displayed in the
instrument cluster, or in the Driver Information System.
The spare tire is not monitored.

Note

The TPMS will not give a warning about
under-infl ation if all tires are equally
under-infl ated. The system needs to see
a difference of air pressures before it can
make a determination to issue a warning.
Therefore, it is critical that tire pressures
are set to factory specifi cations when doing
a system reset.

To ensure accurate operation, the TPMS must be reset
after the following service procedures:

– Tire/wheel rotation
– Tire/wheel changes. For example: changing from

winter tires to summer tires, or when changing wheel
sizes

– When a tire pressure change is made. For example, to

meet recommended values or to change pressure due
to an increased load change in the vehicle

The reset process is accomplished through the MMI in
two steps.

70

Indirect Tire Pressure Monitoring

Instrument Cluster Warnings

When the ignition is switched ON, Tire Pressure
Monitoring Display Indicator Lamp K220 in the instrument
cluster will light up for a few seconds and then go out.
This is an indication to the driver that the system is
functioning normally.

If the light remains on without fl ashing, it is an indication
to the driver that a tire (or tires) with low pressure has
been detected.

An additional text message will appear in the Driver
Information System when a tire (or tires) with low
pressure is detected. If only one tire with low pressure
is detected, one of the following messages will be
displayed:

71

Indirect Tire Pressure Monitoring

System Fault Indication

If the light comes ON and fl ashes for approx. one
minute and then remains ON solid (no fl ashing,) it is an
indication that there is a system fault in the TPMS. A
warning will also be displayed in the Driver Information
System.

Diagnosis procedures for the TPMS can be found with
the VAS Scan Tool using Address Word 4C, Tire Pressure
Monitoring II.

72

MMI 3G

A third generation of the MMI — MMI 3G — has been
developed by Audi. With a 40 GB hard drive (Navigation
Plus only), a DVD drive, and high-speed processors,
Audi’s MMI system has become even more versatile and
powerful.

The top-of-the-line version, MMI Navigation Plus (NAV
Plus), is now the premium system. The basic operating
principle of MMI 2G has been retained, but a new,
innovative joystick control makes it easier to use. This
joystick is located on the central knob and can be moved
in eight directions.

MMI Navigation Plus has a large full color TFT display
measuring 7” corner to corner. It is ergonomically located
high up on the center console. With a resolution of 800 x
480 pixels and LED backlighting, this monitor produces a
sharp image with exceptional contrast. Even in poor light
conditions, colors stand out sharply against the black
background.

8-direction joystick control feature

now added to Navigation Plus

The new central processor, Information Electronics
Control Module 1, integrates into one unit, all functions
previously assigned to as many as six separate control
modules. Additional features, such as the SD card reader
and hard drive, are integrated into the NAV Plus.

Another new component is the radio module. It updates
tuner and sound system functions that previously had
been assigned to as many as three control modules. All of
which means that the total number of control modules in
the MOST bus system has been greatly reduced.

Two versions of the MMI 3G will be offered: Basic
Bluetooth and MMI Navigation Plus. NAV Plus Bluetooth
will be available during the 2010 model year. MMI
Navigation Plus was introduced in 2009 in the Audi
Q5 and will be available in all 2010 models except the
Audi A8. MMI 3G will be available in the A8 with the
introduction of the D4 generation model.

435_050

73

MMI 3G

Comparison of MMI 2G and MMI 3G Features

Display

Radio

Radio

Telephone

MMI 2G Navigation Plus

6.5” 1/4 VGA,

resolution 480x240

Scan diversity,

single SDARS tuner

CCDA, MP3 CD

N/A DVD video, mpeg 4

iPod (MDI), USB, aux-in

Max. 150 address book

entries, max. 1000 phone

contacts, user created

voice tags

SDS

7” VGA,

resolution 800x480

Phase diversity,

double SDARS tuner

CDDA / MP3 CD, SD

card, DVD audio,

HDD

iPod (MDI), USB, aux-in

Max. 5000 address book

entries, max. 2000 phone

contacts, user created

voice tags or system

created voice tags

Enhancement

Higher resolution, modernized

menu appearance

Better radio reception,

dynamic SDARS station list

SD card, DVD functionality,

available HDD for

music storage

Ability to watch video

on front screen

3G allows user to

load songs to HDD

More address book contacts,

customer does not have to

create voice tags for voice

recognition operation

NAV

74

2D map, destination

input using speller

2D or 3D mapping,

destination using speller

or voice recognition

More detail in NAV map,

3D objects in NAV map,

simplified VR input

Comparison of Basic Bluetooth and Navigation Plus Features

MMI 3G

Display

Radio

Radio

Basic Bluetooth

6.5” 1/4 VGA,

resolution 480x240

Scan diversity,

single DAB/SDARS tuner

CCDA, MP3 CD

N/A DVD video, mpeg 4

iPod (MDI), USB, aux-in

Navigation Plus

7” VGA,

resolution 800x480

Phase diversity,

double DAB/SDARS tuner

CDDA / MP3 CD, SD Card,

DVD audio, HDD

iPod (MDI), USB, aux-in

Telephone

NAV

SDS

Max. 5000 address book entries,

max. 2000 phone contacts,

user created voice tags or

system created voice tags

N/A

Max. 5000 address book entries,

max. 2000 phone contacts,

user created voice tags or

system created voice tags

2D or 3D mapping, destination

using speller or voice recognition

75

MMI 3G

Control Module Topology for MMI 3G

The MOST bus is used for exchanging data between
control modules of the MMI 3G system. It facilitates the
high data transfer rate necessary for the transfer of audio
data.

Front Information

Display Control

Head J685

Information

Electronics Control

Module 1 J794

Data Bus On Board

Diagnostic Interface J533

Video signals from the TV tuner or rearview camera are
transmitted across an analog video line to Information
Electronics Control Module 1 J794 as color video
blanking signals (CVBS). This means all video signals are
transmitted across a single cable.

Media Player,

Position 1 R118

TV Tuner R78

(not used in North

American Market)

Digital Sound

System Control

Module J525

Radio R

435_020

MOST bus

LIN bus

76

Notes

77

MMI 3G

Overview

Information Electronics Control Module 1 J794 is the
master control of the MMI infotainment system.

In the MMI 3G system, J794 is installed in the same
position on every vehicle model.

Compared with the MMI 2G system, up to six previously
independent control modules are now integrated into
J794.

Even though the MMI Navigation Plus has more functions
and options, it is over 9.9 lb (4.5 kg) lighter than the
previous MMI 2G with navigation.

The following control modules have been integrated into
J794:

– Front Information Display Control Head Control

Module J523
– CD-Player R89 (single CD player)
– Navigation System with DVD Drive Control Module

J401 (optional)
– Telephone Transceiver R36 (optional)
– Speech Input Control Module
– External Audio Source Connection R199 (Audi music

interface) (optional)

CD Player R89

Front Information Display Control

Head Control Module J523

Information Electronics Control Module 1 J794 can
incorporate the following components:

– SD card reader
– Hard drive (only available in combination with MMI

Navigation Plus)
– Audi Bluetooth car phone

Information Electronics Control Module 1 J794 has the
Address Word 5F. All functions integrated into J794 can
be diagnosed using this Address Word.

The illustration at right shows all standard and optional
control modules.

* Voice recognition is not available for Media/Radio

features.

Navigation System with DVD
Drive Control Module J401

— Plays DVD audio and video discs

— Plays MP3 DVDs and DVD-Ls

— Parental controls to restrict

playable discs

78

MMI 3G

External Audio Source

Connection R199

Information Electronics

Control Module 1 J794

40 GB HDD with Jukebox

— 10 GB for customer loaded music

— 25 GB for NAV data

— 5 GB for address book, voice

recognition and Gracenotes

SD Card

— Supports SDHC cards

up to 32 GB each

Speech Input Control Module J507

— Full VR recognition for navigation

system, directory and phone*

— Text-to-Speech (TTS)

automatically creates phone
tags for directory and
phonebook entries

— Available training for

better response

Telephone Transceiver R36

435_021

79

MMI 3G

Front Information Display Control Head J685

Depending on version, MMI 3G has two different color
displays. No monochromatic display is available.

The MMI Navigation Plus system features:

– 7” LCD in TFT technology
– Resolution: 800 x 480 pixels
– Size: 152.4 x 91.4 mm
– Connector color: gray

The Basic Bluetooth features:

– 6.5” LCD in TFT technology
– Resolution: 400 x 240 pixels
– Size: 143.4 x 79.3 mm
– Connector color: lilac

The screens are connected to J794 by a 4-pin SMBA
(FAKRA standard) connector. This multi-pin connector
is used to exchange data across a LIN bus line and
transmit video signals across dual low voltage differential
signaling (LVDS) lines. The video cables between Basic
Bluetooth and the Navigation Plus system are not
interchangeable. Power is supplied through a separate
cable which is interchangeable.

435_047

Pop-Up Menus

In air conditioning settings display mode, the displayed
settings are moved transparently across the current
menu.

Video Signal Inputs

Information Electronics Control Module 1 J794 has two
video inputs with different uses. The video signal from
the optional TV tuner (not available in the North American
market) is fed into the control module through a separate
FAKRA connector.

The video signal from the optional rearview camera is fed
in via two pins of the connector block.

Note

FAKRA is an international automotive
industry supported organization that
develops, adopts, and represents industry
standards for measures, vehicle safety,
and technical equipment, as well as
manufacturing and testing. The term
FAKRA connector refers to a specially
standardized automotive connector.

LVDS stands for low voltage differential
signaling. It is a standard for high-speed
data transfer, with data transferred by
relatively low, alternating (differential)
voltage.

80

FAKRA connection

for TV video signal

Connector

block

DestinationNav-Info

435_048

435_049

Multimedia Control Head E380

Multimedia Control Head E380 was adopted from MMI
2G.

The joystick feature is only available in combination with
the MMI Navigation Plus system. The 8-way joystick is
integrated in the central turn/push button.

The joystick can be used to move the crosshair cursor
across the navigation map or to operate the main menu
of a video DVD.

Component Protection

MMI 3G

435_050

Information Electronics Control Module 1 J794 has a
component protection feature.

When the component protection feature is active,
all entertainment audio output sources are muted. A
message text is displayed on the MMI when the system
starts.

The audio outputs for telephone and navigation
announcements remain active.

* FAKRA — Technical Standards Committee of the

Motor Vehicle Industry The FAKRA develops, adopts
and represents standards in the automotive fi eld.
The term FAKRA connector refers to a specially
standardized connector in automotive manufacture.

* LVDS — Low Voltage Differential Signaling. An

interface standard for high-speed data transfer.
Data is transferred by relatively low, alternating
(differential) voltage.

435_025a

81

MMI 3G

Radio and Sound Systems

The analog radio, digital radio, and Audi sound system
amplifi er are all integrated into one unit. Premium sound
systems such as Bose and Bang-Olufsen require an
additional amplifi er. When a premium sound system is
installed in a vehicle, the integrated amplifi er of the base
radio is disabled.

435_051

Analog Tuner Reception

Tuner 1 is an AM/FM tuner. AM reception is provided by
tuner 1 only. Tuner 2 is an additional FM tuner. During FM
reception, the selected station is received continuously
through both tuners 1 and 2 simultaneously. The signals
are then combined to create a composite signal.

Because station scanning is performed continuously, all
receivable FM radio stations are displayed on the main
screen of the FM radio menu. The station list is, therefore,
updated on an ongoing basis, and stations no longer
receivable are deleted from the list.

The separate station memory can be used to create
a customized station list. Up to 50 stations from all
reception bands can be selected and programmed by
the user.

435_052

82

Radio Tuner Schematic

DAB/SDARS tuner 1

DAB/SDARS tuner 2

SDARS

decoder

MMI 3G

Amplifi er

AM/FM tuner 1

FM tuner 2

FM tuner 3

MOST interface

FM phase

diversity DSP

RDS decoder

435_053

83

MMI 3G

FM radio for Europe and rest of wor ld

FM radio for North and South America

FM radio for Japan

87.5 MHz - 108.0 MHz

87.9 MHz - 107.9 MHz

76.0 MHz - 90.0 MHz

0.1 MHz scan increments

0.2 MHz scan increments

0.1 MHz scan increments

MW radio for Europ e and rest of world

MW radio for North and South America

MW radio for Japan

MW radio for Austr alia

531 kHz - 1602 kHz

530 kHz - 1710 kHz

531 kHz - 1602 kHz

531 kHz - 1602 kHz

9 MHz scan increments

10 MHz scan increments

9 MHz scan increments

9 MHz scan increments

Station Scanning

FM Radio

The frequency bands and inter-channel spacing between
individual FM stations vary from country to country.
The radio station scanning function is matched to the
different inter-channel spacing according to radio version
and how the radio is encoded. In detail, these are:

MW (AM) Radio

Depending on country code, the following frequency
bands are available in the radio:

84

Commercial Traffi c Information Services

MMI 3G

Commercial TMC data providers have been in operation
for some time now. Commercial traffi c information
services broadcast their information in an encrypted
form. This TMC data is relayed from the radio directly to
the navigation module.

To allow this encrypted data to be evaluated, rights­managed software is integrated into the navigation
control module. In the MMI 3G, the navigation control
module is integrated with Information Electronics Control
Module 1 J794.

TMC data varies from country to country. In the USA, Audi
TMC data is supplied by Sirius Satellite Radio.

435_005

85

MMI 3G

Digital Radio

The radio in the MMI 3G optionally supports two
different digital radio systems. DAB is available virtually
worldwide, while the SDARS tuner is designed exclusively
for the North American market.

DAB is optional while the SDARS unit for North America
is always integrated into the radio tuner.

SDARS Tuner for North America

The SDARS tuner receives programs from SIRIUS satellite
radio.

For the fi rst time, the digital tuner can now evaluate SAT
TMC information. This pay-on-demand TMC data for
the North American market is much more detailed than
similar information available in Europe. Customers must
have a SIRIUS traffi c subscription to use TMC. Currently,
customers cannot get just traffi c, they must also
subscribe to radio programming.

Traffi c messaging data comes from several different
sources and is, on average, up to half an hour old.

With this system, speed and fl ow data is transmitted. This
data is then displayed on the navigation screen. Speed
and fl ow data is not available for every street.

The system will not automatically reroute the driver
unless:

– Route guidance is active
– An incident is major enough to justify rerouting
– A valid alternate route is available and the estimated

ETA is shorter than merely driving through the incident

An additional Electronic Serial Number (ESN) is required
when activating SDARS service for customers. One ESN
is required for normal satellite programming while the
second ESN is needed for traffi c information data.

If a new radio is installed, it is important to record both
ESNs, if possible, before removing the old radio.

DAB/SDARS

antenna

435_056a

435_052

435_058

435_005

86

Amplifi er in Radio

Audi Sound System (standard)

Premium Sound System

(Bose)

6-channel amplifier

180 watt amplifier power

External amplifier

Premium Sound System

(Bose)

External amplifier

Premium Sound System

(Bang-Olufsen)

Two external amplifiers

An audio amplifi er is integrated in radio R, depending on
sound system version. A separate amplifi er is, therefore,
not always necessary. The individual models are listed
below together with their sound systems and respective
amplifi ers.

A3, A4, A5, Q5, A6, Q7

MMI 3G

A8, Q7

Sound Systems

The Audi sound system consists of radio R, together
with an integrated six-channel amplifi er and a total of 10
speakers (11 speakers in the Audi Q7).

All speakers are connected to radio R. The radio receives
all audio signals from other control modules, such as the
CD changer, via MOST bus, relaying them to the speakers.

All diagnostic functions for the Audi sound system can be
found using Address Word 56.

All premium sound systems (Bose, Bang-Olufsen) have
external amplifi ers. The total number of speakers varies
from model to model. The amplifi ers were adopted
from the MMI 2G, with software adapted to the new
features of the MMI 3G. The accompanying speakers and
microphones for noise compensation are unchanged
compared with MMI 2G. For details of each sound system,
refer to the Self-Study Programs covering the respective
vehicles.

All diagnostic functions of the premium and advanced
sound systems can be found using Address Word 47.

87

MMI 3G

Functional Diagram — Audi Sound System

FM1/AM FM2 SAT

30

31

R159

R14

R101

R20

Legend

R14 Left Rear Treble Speaker

R16 Right Rear Treble Speaker

R20 Left Front Treble Speaker

R22 Right Front Treble Speaker

R101 Left Front Mid-Bass Speaker

R102 Right Front Mid-Bass Speaker

R148 Center Speaker

R159 Left Rear Mid/Low Range Speaker

R160 Right Rear Mid/Low Range Speaker

R211 Subwoofer

R148

R211

MOST

Output

Input

Terminal 30

Terminal 31

Bi-Directional

R102

R22

R160

R16

435_062

88

Surround Sound with DVD Playback

Stereo 5.1 multi-channel

MMI 3G

With DVD videos, the Dolby Digital, or DTS (Digital
Theatre System) audio format is often used for sound
reproduction. Both systems save audio signals to six
different channels. In technical terms, this is also known
as 5.1 multi-channel sound.

The individual channels are:

– Front left
– Front center
– Front right
– Rear left
– Rear right
– Subwoofer

5

1

5.1

MMI 3G transfers audio from DVDs to premium sound
system amplifi ers through six separate audio channels.
This provides an authentic DVD sound experience.

All other media (CD, digital radio, FM radio, MP3) are
transferred to the amplifi er in stereo. If a surround setting
for stereo sources is selected in the MMI audio setup,
the signals to the surround speakers in the amplifi er
are slightly delayed compared with signals to the other
speakers. This creates an ambient effect unique to the
customer vehicle.

89

MMI 3G

Diagnostics

Diagnostics for MMI 3G are similar to those for MMI 2G.
Remember that many of the functions of separate 2G
modules are now integrated into 3G modules.

The “module order” that exists in the red engineering
menu on the MMI 2G also exists on the MMI 3G, however,
it is basically non-functional and should NOT be used to
aid in diagnosis. Instead, use Measuring Value Blocks in
Address Word 19 for diagnosing communication issues.

On systems where the amplifi er is integrated with the
radio, both the radio and the amplifi er can be addressed
using Address Word 56.

AM/FM1
antenna

Open

circuit

Antenna

amplifi er 3

Antenna Diagnostics

Radio phase diversity now simplifi es diagnosis of AM/
FM antennas in MMI 3G. Both the AM/FM1 antenna and
the FM2 antenna are now fully diagnosable. This means
that a faulty cable on the downstream side of the antenna
amplifi ers can now be detected and a DTC is entered in
the fault memory.

435_059

90

Sound Confi guration

MMI 3G

The sound confi guration is the numeric values used
to adapt the integrated digital equalizer to the vehicle
interior. The amplifi er receives sound parameters
computed individually for the vehicle online from a
software database.

Consequently, the sound parameters can then be easily
optimized by means of an online update, without
having to replace the complete amplifi er software. This
vehicle-specifi c confi guration replaces previous coding
information used in the amplifi ers for vehicle, body
shape, engine and seat upholstery (fabric/leather), etc.

Component Protection

The radio control module has a component protection
feature. When the component protection function is
active, its response varies according to trim level:

Radio with external amplifi er:

The audio signal is interrupted cyclically for one second
during AM/FM/Sirius reception.

Radio with internal amplifi er:

The audio signal is interrupted cyclically for one second
during AM/FM/Sirius reception. In addition, the left
audio channel is muted for all entertainment sources.
Telephone calls and navigation directions are transmitted
unobstructed.

Installation Location and Attachment

The radio is located in the luggage compartment on the
left side, behind the trim cover in the Audi A4, A5, Q5, A6
and A8 (D3).

The radio is made with two different housings. A version
with a spring clip attachment system is, for example,
used on the Audi A6, so the radio fi ts into the existing
mounting bracket in the luggage compartment. The
version with screw plate attachment system is used on
the Audi A8 (D3) only.

Software Update

The MMI 3G software can be fl ashed using the CD in the
CD/DVD drive of Information Electronics Control Module
1 J794.

MOST control modules can also be fl ashed via the SD
card reader of Information Electronics Control Module
1 J794 using an SD card, or at the Audi music interface
(External Audio Source Connection R199) using a USB
memory stick.

435_064

91

MMI 3G

Encoding

MMI 3G can only be encoded using software version
management (SVM).

No information on encoding the control modules of the
MMI 3G is available other than through SVM.

This simplifi es encoding at the dealership and helps to
avoid malfunctioning of the control modules because of
incorrect encoding.

Replacing Control Modules

If a fault occurs in a component of Information
Electronics Control Module 1 J794, then the module has
to be replaced completely.

In the MMI Navigation Plus system, customer data can
be saved before removing a defective unit, without the
customer having to re-enter any personal settings or data.

This saved customer information can include stored
address books, navigation destinations and various
sound settings. The system will not back-up the Jukebox
feature.

Settings

Import result

Import successfully completed

435_065

Note

Online encoding applies to MMI 3G on
all vehicles.

435_066

92

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 Certifi cation.

You can fi nd this Knowledge Assessment at:

www.accessaudi.com

From the accessaudi.com Homepage:
– Click on the “ACADEMY” tab
– Click on the “Academy Site” link
– Click on the “CRC/Certifi cation” link
– Click on Course Catalog and select “990193 — Audi New Technology 2009 – 2010”

For assistance please call:

Or you may send an email to:

[e-mail]

Audi Academy

Certifi cation Resource Center (CRC)

1-877-283-4562

(8:00 a.m. to 8:00 p.m. EST)

93

990193

All rights reserved.
Technical specifi cations subject
to change without notice.

Audi of America, LLC
2200 Ferdinand Porsche Drive
Herndon, VA 20171