Audi A3 Sportback 332, A3 Sportback Service
Audi A3 Sportback
Self-Study Programme 332
Service Training
Audi is defining a new segment in the premium
compact class. The A3 Sportback is characterised by
the sporting elegance of a coupé and the versatility
of a 5-door.
The Audi Sportback is deliberately going its own,
new way in the compact class. It offers the
emphatically sporty qualities and the athletic styling
of the three-door version with which it shares its
drive train, dynamic suspension and wheelbase.
In addition to two rear doors, it offers even more
space and variability thanks to its rear end which is
a total of 68 millimetres longer than on its threedoor
counterpart.
The A3 Sportback is immediately recognisable at
first glance in the rear-view mirror by its striking
single-frame radiator grille, the distinctive tapering
of the sides and the dynamic shape of the clearglass
headlights.
The silhouette of the A3 Sportback when viewed
from the side becomes flatter towards the rear of
the car in typical coupé fashion and combines with
the gently rearward sloping roof line and the
restyled rear end to give the car its dynamic overall
proportions.
Audi A3 Sportback
Excellence in design & performance
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NoteReference
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The S elf -St udy Prog ram me conveys basic principles with regard to the design and function of new models,
new automotive components or new technologies.
The Self-Study Programme is not a Repair Manual!
All values given are intended as a guideline only, and 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.
Contents
Occupant protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Running gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Convenience electronics. . . . . . . . . . . . . . . . . . . . . . . . . . 44
Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Infotainment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4
Overview
Dimensions of the A3 Sportback.
Introduction
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5
By using state-of-the-art calculation and simulation methods, new materials and joining
techniques, and by optimising the joining sequence during the bodyshell assembly process, it was possible to
increase body rigidity by 20% compared to the predecessor model and enhance the crash performance of the
body structure.
Front view of the body-in-white
Rear view of the body-in-white
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Body
The body of the Audi A3 Sportback has a highly rigid and crash-optimised occupant cell.
Special attention was given to the following aspects:
● the body rigidity,
● the steering column rigidity,
● local rigidity in highly stressed areas,
● interior acoustics and driving comfort,
● the crash optimised body structure and
● the hybrid construction of the front end.
6
Materials
Bodyshell
Ultra-high-strength and higher-strength sheet metal
are used in areas which are subjected to high
mechanical stresses during a crash.
Welded tailored blanks and deep-drawn sheet metal
are used in other areas.
Body
Ultra-high-strength sheet metal
higher-strength sheet metal
7
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8
Materials
Doors, sills and floorpan
Welded tailored blanks and tailored blanks with
flexible rolled wall thickness are used in the front
floorpan assembly and door areas.
The result is a di stribution of material which
provides optimum stress absorption.
The sills are reinforced using rolled profiles. Rolled
profiles have a high strength-to-weight ratio.
Body
Rolled profile
Tailored blanks
Tai lo re d bl an ks
Rolled profile
Tailored blanks
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9
Joining technique
Various joining techniques
are applied to interconnect the individual body
elements.
Spot welding joining
Crash-relevant and
rigidity-defining
joints are spot-weld bonded using a high-strength
structural adhesive.
The overall length of the bonded seams is approx.
26 m.
Laser welding
Laser welding is used in areas which are not easily
accessible.
The total l ength of the laser welded joints is approx.
25 m.
Laser soldering
Laser-solder joining is used to achieve a better
design and higher rigidity in the area of the
invisible joint and boot lid.
The tot al length of the laser-soldered joints is
approx. 3.3 m
Plasma soldering
To ens u r e the high rigidity and good design of the
water channel,
materials are joined by plasma soldering.
The overall length of the plasma-soldered joints is
approx. 1.1 m.
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Laser-welded joints
Laser-soldered joints
Plasma-soldered joints
10
Roof rail
Description
The Audi A3 Sportback has a roof rail whose new
style design accentuates the car's coupe like
roofline.
It is made from aluminium and is available in two
finishes:
–high-gloss anodised or
–black powder-coated
Body
Mounting
The roof rail is mounted to the
roof side member using four bolts.
Rivet nut
Roof side member
exterior
Roof
To le ra n ce
compensation
element
Bolt
Nut-and-washer assembly
Head airbag
Mounting bolts
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11
Open Sky roof
Description
The optional Open Sky roof creates a more pleasant
interior climate. It lets more light into the car and
allows the occupants a view of the sky above.
The front glass segment can be opened completely
and slid back.
Two s e para te sun blinds protect against the glare of
the sun and can also be used when the glass roof is
open.
Function
Opening is powered by an electric motor.
When opening, the glass roof moves upwards and
outwards.
Operation is by pushbutton. The glass roof halts in
the position in which the pushbutton is released.
Open Sky roof open
Open Sky roof closed
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12
Occupant protection
Note
Follow the safety instructions in the repair
manual before performing any work on the
airbag system!
Legend
E224 Front passenger side airbag deactivation key switch
E24 Driver side belt switch
E25 Front passenger side belt switch
G128 Seat occupied sensor, front passenger side
G179 Side airbag crash sensor, driver side (front door)
G180 Side airbag crash sensor, front passenger side (front door)
G256 Rear side airbag crash sensor, driver side (C-pillar)
G257 Rear side airbag crash sensor, front passenger driver side (C-pillar)
G283 Driver side front airbag crash sensor (frontend left)
G284 Front passenger side front airbag crash sensor (frontend right)
Safety system
Like the system in the Audi A3 3-door, the safety system in the Audi A3 Sportback is built to the highest
standards. The long list of safety requirements includes full compliance with legislation currently in force, as
well as consumer tests with the aim of achieving class-leading car safety ratings for the new Audi A3
Sportback. Audi's internal requirements often present the development team with additional challenges.
Special emphasis was placed on a high level of occupant protection in accidents and on compatibility. Audi's
"safety first" approach to vehicle design complements the information derived from scientific analysis of
actual accidents and their impacts. To this end, the Audi Accident Research Unit ( AARU) analyses the data
from accidents involving recent Audi vehicles. The task of the research team is to analyse and reconstruct
accidents, and to identify areas where there is potential for improvement. In addition to this, the AARU
evaluates the information stored in the respective accident databases.
The differences to the Audi A3 `04 are highlighted on the following pages.
The safe ty system in the Audi A3 Sportback consists of the following components:
–Airbag control unit
–Dual-stage driver and front passenger airbags
–Front side airbags
–Sideguards (head airbags)
–Side impact detection sensors on the C-pillar
–Side impact detection sensors in the front doors
–Crash sensors for differentiated head-on collision detection, otherwise known as "upfront" sensors
–Front belt tensioners
–Battery disconnector, only for models with battery in luggage compartment
–Switches in the front seat-belt buckles
–Seat occupied sensor, front passenger side
The vehicle can also be equipped with rear side airbags and a keyswitch with associated warning lamp for
deactivating the front passenger airbag.
The a ctive head restraints in the front seats round off the safety system in the Audi A3 Sportback.
13
N153 Driver seat belt tensioner igniter -1N154 Front passenger seat belt tensioner igniter -1N199 Side airbag igniter, driver side
N200 Side airbag igniter, f ro nt p assenger side
N251 Driver side curtain airbag igniter
N252 Front passenger side curtain airbag igniter
N253 Battery isolation igniter
T16 16-pin connector, diagnosis connection
J220 Engine control unit
J234 Airbag control unit
J285 Control unit with display in dash panel insert
J393 Convenience system central control unit
J533 Data bus diagnostic interface (Gateway)
K19 Seat belt warning system warning lamp
K75 Airbag warning lamp
K145 Front passenger side airbag deactivated warning lamp
(PASSENGER AIRBAG OFF)
N95 Airbag igniter, driver side
N250 Driver side airbag igniter -2N131 Front passenger side airbag igniter 1
N132 Front passenger side airbag igniter 2
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The a irbag electronics basically have the following
tasks:
–collision detection (front, side, rear)
–defined deployment of the airbags or front
airbag stages, belt tensioners and battery
disconnector
–activation of the belt-on indicator
–evaluation of all input information
–continuous monitoring of the entire airbag
system
–capacitor-based independent power supply for
a defined period of time
(approx. 150 ms)
–fault display by failure warning lamp
–storage of fault/ and
collision information
–notification of a collision event to other system
components via the drive train CAN-bus or
a discrete collision output (conventionally wired)
Information about the occurrence of a crash is
utilised by other control units for opening the
central locking system, shutting off the fuel supply
and activating the hazard warning light system, etc.
Occupant protection
Airbag control unit J234
The a irbag control unit's hardware and electronics have been modified compared to the control unit in the
Audi A3 3-door such that they are also capable of activating the dual-stage front airbags. The airbag control
unit has also been modified in such a way that no mechanical safing sensor is required.
The a irbag control unit is integrated in the drive train CAN bus.
Rear collision detection
If the airbag control unit recognises a rear collision whose severity exceeds the predefined deployment
threshold, then it ignites the belt tensioners and, where fitted, the battery isolation igniter.
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Side airbag crash sensors, G179, G180
(in the front doors)
For the first time in the Audi A3 Sportback, pressure
sensors will be installed in the two front doors.
In a side impact, the deformation of the vehicle
causes a rapid increase in air pressure in the door
cavity. This increase in pressure is detected by the
sensor and signalled to the airbag control unit.
Rear side airbag crash sensors,
G256, G257
(C-pillar)
The two rear side airbag crash sensors G256 and
G257, which are installed in the C-pillar area on the
left and right hand sides, are conventional
acceleration sensors which are already being used
in the Audi A3 3-door.
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Note
The a irbag control system uses sensors integrated in the front doors, etc. To avoid any
impairment to the function of the side airbags, no modifications should be made to the doors
and door trims (e.g. retrofitting of loudspeakers).
Damage to the front doors can cause impairment of system functions. All work on the front
doors should be referred to a specialist workshop.
Belt-on indicator
The new Audi A3 Sportback has the belt-on indicator
function for driver and front passenger as known
from the Audi A6 ´05.
For further information, refer to Self-Study
Programme 323, Audi A6 ´05.
Crash sensors for side protection system
Side impact sensors for the side
airbag are integrated in the front
door
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Seat belt warning system warning lamp
16
Occupant protection
Airbag
Front airbags
Dual-stage gas generators are employed in the front airbags.
The impact load acting on the driver and front passenger during an accident is reduced by radial inflation of
the driver side airbag and by time-staggered ignition of the propellant charges. The airbag control unit
controls the time interval between the two deployments depending on the severity and nature of the accident.
The time interval can vary between approx. 5 ms and 40 ms.
In any event, both propellant charges are ignited. This ensures that no propellant charge remains active after
an airbag deployment.
Driver airbag, N95, N250
The driver airbag uses two pyrotechnic propellant charges.
The a irbag control unit activates the electrical detonator of the first propellant charge. The detonator ignites
the priming charge, which in turn detonates the actual propellant charge through nozzle holes in the gas
chamber. The combustion of the propellant charge produces a pressure inside the gas generator. If the gas
pressure exceeds a defined threshold, then the gas generator housing deforms and allows the gas to flow
through the metal filter to the airbag. The airbag unfolds and is inflated by the gases resulting from
combustion of the propellant charge. After a preset time delay, the airbag control unit energises the second
electrical detonator, which directly ignites the secondary propellant charge. When a preset pressure is
reached, the developing gas lifts the cap off the second-stage chamber and flows into the first-stage
combustion chamber. From here, the gas flows through the filter to the airbag.
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Housing
Prope llant cha rge 1
Cap Propellant charge 1
Metal filter
Primi ng ch arge Detonator 2
Nozzle holes
Detonator 1
Prope llant cha rge 2
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Ignition of the first propellant charge
Ignition of the second propellant charge
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Detonator 1 Priming charge 1 Propellant charge 1 Coil spring Filter
Detonator 2Priming charge 2 Propellant
charge 2
Rupture disc Pressurised gas bottle
Gas: argon approx.
98%
helium approx.
2%
Pressu re:approx. 250 bar
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Coil spring
Occupant protection
Front passenger airbag, N131, N132
Unlike the driver airbag, the gas generator in the front passenger airbag works by the hybrid gas principle.
The g as g enerator consists of two pyrotechnic propellant charges which are integrated in a pressurised gas
bottle.
The detonator activated by the airbag control unit ignites the first propellant charge by means of the priming
charge. Should the pressure developing inside the gas bottle exceed a preset value, the rupture disc will
explode and the gas mixture will inflate the airbag. The airbag is further inflated by the combustion of the
second propellant charge .
The coil sp rings ensure that the propellant charges burn as intended.
Side airbags, N199, N200
Like the airbags used in the Audi A6 ´05, the side airbags used in the Audi A3 Sportback are modules.
For further details, refer to Self-Study Programme 323, Audi A6 ´05.
So-called pyrotechnic tubular gas generators are used as gas generators.
If the airbag control unit detects a side impact which meets the criteria for deployment, then it energises the
relevant side airbag detonators. The primary charge is ignited by means of the priming charge. The
developing gas flows through the metal filter into the airbag.
Air outlet Metal filter Priming charge
Air outlet Prope llant charge Detonator
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