Audi A4 Service Training

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Self Study Programme 644

For internal use only

Audi A4 (type8W)

Audi

Service Training

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The A4 family and its predecessor the Audi 80 have been techno-

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logical innovators and true winners for many decades. The brand with the four rings already set new standards for lightweight construction, performance and agility with the ﬁrst Audi 80 in the year 1972. The brand’s longstanding bestsellers have always played a major role at Audi. The new Audi A4 saloon and the new Audi A4 Avant (type 8W) feature numerous high-end technologies which set higher benchmarks for their class. They combine elegant design with an innovative operating concept, systematic lightweight construction and new, ecient drivetrain solutions. The Audi A4 saloon and Audi A4 Avant are also ahead of their peers in terms of infotainment and assistance systems. As a result, Audi drivers can look forward to a truly high-tech experience ― an innovative synthesis of technology and aesthetics. When it comes to aerodynamics, the two new models dramatically outpace the competition. The AudiA4saloon has a drag coecient of 0.23, while the Avant achieves 0.26. The rear design plays a pivotal role in terms of aerodynamics. On the new Audi A4 saloon, the lines of the rear hatch ensure that the air ﬂow is smooth.

On the Audi A4 Avant, a roof edge spoiler with a strong downward slant performs this function. When it comes to interior dimensions, the new Audi A4 saloon and the Audi A4 Avant surpass their predecessors in almost every respect. All seats oer a feeling of genuine spaciousness. The interior design underscores this impression, as its clear architecture is strictly focused on horizontal lines. With the anatomically shaped front seats, the head restraints can be adjusted not only for height, but also for distance from the head. At market launch in Europe, the Audi A4 saoloon and the A4saloon will be available with a choice of three TFSI and four TDI engines. All engines comply with the Euro 6 emission limits, so that the TDI has been labeled a clean diesel. Manual gearboxes, S tronic and tiptronic, front-wheel drive and quattro drive – there are various solutions for power transmission in the new A4 models Tailored technology is available for each engine.

Learning objectives of this self study programme:

This self study programme describes the design and functioning of the AudiA4 (type8W). Once you have completed this self study programme you will be able to answer questions on the following topics:

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• New features of the body

• New features of the occupant protection system

• Engines and fuel tank systems

• New power transmission features

• New chassis features

• Function of the surround camera

• New features of the air conditioning system

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Contents

Introduction

Presentation _________________________________________________________________________________________________________________________________________________ 4 Dimensions __________________________________________________________________________________________________________________________________________________ 6

Body

Introduction _________________________________________________________________________________________________________________________________________________ 8 Body structure _______________________________________________________________________________________________________________________________________________ 8 Attachments ________________________________________________________________________________________________________________________________________________12 Seating systems ____________________________________________________________________________________________________________________________________________14

Occupant protection

Passive safety _______________________________________________________________________________________________________________________________________________16 Active safety ________________________________________________________________________________________________________________________________________________23

Engines

Petrol engines ______________________________________________________________________________________________________________________________________________24 Diesel engines ______________________________________________________________________________________________________________________________________________26 Fuel tank ____________________________________________________________________________________________________________________________________________________28 SCR system _________________________________________________________________________________________________________________________________________________ 32 Engine/gearbox combinations ____________________________________________________________________________________________________________________________33

Power transmission

Overview ____________________________________________________________________________________________________________________________________________________ 34 6-speed manual gearbox 0DJ/0CS _______________________________________________________________________________________________________________________36 7-speed dual clutch gearbox 0CK/0CL – Stronic ________________________________________________________________________________________________________44 park-by-wire (PBW) parking lock _________________________________________________________________________________________________________________________48 8-speed automatic gearbox 0D5 – tiptronic _____________________________________________________________________________________________________________ 58 Gearbox functions __________________________________________________________________________________________________________________________________________60

Chassis

Overall concept _____________________________________________________________________________________________________________________________________________ 64 Axles and wheel alignment _______________________________________________________________________________________________________________________________ 65 Standard/sports suspension with electronic damper control (1BL/1BQ) ____________________________________________________________________________68 Brake system _______________________________________________________________________________________________________________________________________________ 71 Steering system ____________________________________________________________________________________________________________________________________________75 Adaptive Cruise Control (ACC) ____________________________________________________________________________________________________________________________ 79 Wheels and tyres ___________________________________________________________________________________________________________________________________________ 80

Electrical system

Installation locations of control units ___________________________________________________________________________________________________________________ 82 Topology ____________________________________________________________________________________________________________________________________________________84 Surround cameras __________________________________________________________________________________________________________________________________________86

Infotainment

Overview of versions _______________________________________________________________________________________________________________________________________92

Air conditioning

Introduction ________________________________________________________________________________________________________________________________________________94 Air conditioners ____________________________________________________________________________________________________________________________________________95 Auxiliary heating ___________________________________________________________________________________________________________________________________________96 Steering wheel heating ____________________________________________________________________________________________________________________________________96

Service

Inspection and maintenance ______________________________________________________________________________________________________________________________97 Self study programmes ____________________________________________________________________________________________________________________________________99

new automotive components or new technologies.

It is not a repair manual! Figures are given for explanatory purposes only and refer to the data valid at the time of preparation of the SSP. This content is not updated.

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

NoteThe self study programme teaches a basic understanding of the design and mode of operation of new models,

Reference

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Introduction

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Presentation

The new-generation Audi A4 is a fascinating synthesis of technology and aesthetics. All the technology in the brand's bestselling family has been redeveloped so that it yet again deﬁnes the benchmark in the segment.

Headlights

Depending on trim level, the A4 can be equipped with either xenon plus, LED or matrix LED headlight technology. The dynamic turn signals use a series of light diodes switched sequentially from inside to outside in the direction of turn, clearly signaling the car’s direction to other road users.

Engines

• 1.4l R4 TFSI engine (110kW)

• 2.0l R4 TFSI engine (140–185kW)

• 2.0l R4 TDI engine (90–140kW)

• 3.0l V6 TDI (160–200kW)

Other engine versions will become available at a later date.

Assistance systems

The following systems are optionally available:

• adaptive cruise control Stop&Go including trac jam assist

• Predictive eciency assist

• Audi active lane assist

• Audi side assist

• Park assist

• Rear cross trac assist

• Exit warning

• Turning assist

• Evasion assist

• Camera based trac sign recognition

• Audi pre sense city, basic and rear

Air conditioning

Single-zone automatic air conditioning is standard. Just a few buttons and dials are sucient for convenient control. Audi also oers the option of a 3-zone automatic air conditioning system whose temperature displays are integrated into the rotary dials. When one of the capacitive rocker switches is approached by a ﬁnger, its function is shown enlarged on the dark LCD display and selected.

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Displays and operation

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Displays appear on a central MMI monitor which is permanently attached to the instrument panel. The focal point of the operating system is the MMI allin-touch control unit with a full touch surface. Depending on trim level, the Audi Q7 features a fully digital instrument cluster - the Audivirtualcockpit. A head-up display is optional. The system projects relevant information onto the windscreen in the form of easily comprehensible symbols and characters.

Body

In the Audi A4 saloon and A4 Avant, hot-stamped components form the high-strength, crash-proof backbone of the occupant cell. They strengthen the transition from the front end to the cabin, the frontal area of the roof frame, the B posts, the side sills and parts of the ﬂoorpan. The module cross member under the instrument panel is made of extruded and sheet aluminium, while the front cross member is an extruded proﬁle. In addition, the nodes in the upper ends of the D posts are made of die-cast aluminium and the rear hatch is also aluminium. A sensor control for opening the luggage compartment, an electrical luggage compartment cover and an electric drive for the rear hatch are available for the A4 Avant.

Power transmission

A newly developed eight-speed tiptronic transfers the engine's power to the quattro full-time all-wheel drive system. Thare is also a 6-speed manual gearbox or a 7-speed Stronic dual clutch gearbox with the option of frontwheel drive or quattro. The sport dierential, optional as of 2016, optimises handling.

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Suspension

The chassis is characterised by precise electro-mechanical steering in addition to the newly developed ﬁve-link front and rear axles. An additional advantage is that driving dynamics can be adjusted to each situation. Audi drive select inﬂuences the mapping of the power steering and accelerator pedal as well as the optional variable suspension. A central suspension control system has been applied to achieve ideal interaction between the various driving dynamics systems.

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Dimensions

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1572

1842

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1427

1039

985

1555

2022

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953

684

880

2820

4726

1026

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1476

1421

1446

1384

1081/1050

1000

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Exterior dimensions and weights

Length in mm 4726

Width (not including exterior mirrors) in mm

Width (including exterior mirrors) in mm

Height in mm 1427/1434

Front track width in mm 1572

Rear track width in mm 1555

Wheelbase in mm 2820

Kerb weight in kg 1430

Gross vehicle weight in kg 2030

Maximum headroom

Elbow room width

Shoulder room width

Dimension for AudiA4Avant

Front wheel drive / front wheel drive (optional) / quattrodrive

1842

2022

Inner dimensions and other speciﬁcations

Front cabin width in mm 1476

Front shoulder width in mm 1421

Rear cabin width in mm 1466

Rear shoulder width in mm 1384

Load sill height in mm 684/634

Boot capacity in l 480/505

Drag coecient c

Capacity of fuel tank in l 40/54/58

0.23/0.26

All dimensions are given in millimetres and refer to the unladen weight of the vehicle.

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Body

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Introduction

The Audi A4 saloon and the Audi A4 Avant bodies have a hybrid design. This lightweight construction concept utilises die-cast aluminium components in addition to regular sheet-metal parts. Adecisive factor in modern body construction is the lightness and rigidty of the body structure as a whole. For this reason, the bodies of the AudiA4 incorporate die-cast aluminium components in addition to soft, high-strength, modern high-strength and ultra-highstrength sheet-steel components (2 in the saloon and 4 in the Avant).

Body structure

Ultra-high-strength hot-stamped components are used in the following areas:

• Front frame side member

• Front side member reinforcement

• Bulkhead (tunnel bridge)

• A post

• B post

• Inner chassis rail (sill)

• Upper tunnel reinforcement

• Rear frame side member

These are the front spring strut mounts and the nodes at the upper end of the D posts on the Audi Avant A4. Thanks to geometrical lightweight construction and an intelligent material mix, the body of the Audi A4 is 15 kg lighter than that of the Audi A4 (type 8K).

Key:

Die-cast aluminium

Aluminium proﬁle

Ultra-high-strength steel (hot-stamped)

Advanced high-strength steel

High-strength steel

Soft steel

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Ultra-high-strength steel (hot-stamped)

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In the Audi A4 saloon and in the Audi A4 Avant, hot-stamped components form the high-strength, crash-proof backbone of the occupant cell. They strengthen the transition from the front end to the cabin, the frontal area of the roof frame (A post), the B posts, the lower beams and parts of the ﬂoorpan. They constitute 17 % of the body structure.

Sectional repairs may be performed on the following heat-stamped components:

• A post

• B post

Special care must be taken when handling hot-stamped steel during servicing. This material must not be straightened or reshaped, even if the deformation is only minimal, due to its high yield strength and rebound eect. For this reason, attention was given to special service solutions during the development of the body structure. This means that damaged components are replaced fully or partially in specially designated parting cut areas (depending on energy ﬂow).

All other hot-stamped components must, if damaged, be completely replaced to manufacturer speciﬁcations. This is because high heat input into the welding area would irreversibly compromise the strength and structure of the component by causing microstructural changes in the material.

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Outer skin

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Both Audi A4 models have a steel outer skin. The attachments are also made of steel. Only the impact absorbers and the rear hatch of the Audi A4 are made of aluminium. The hatch is deep-drawn in the press using what is known as an "intelligent" tool.

Outer skin of the A4 saloon

Sheet aluminium Die-cast aluminium Aluminium proﬁle Ultra-high-strength steel (hot-stamped) Advanced high-strength steel High-strength steel Soft steel

Laser sensors measure how the sheet metal behaves during the shaping process. If necessary, electrically operated drawing aids make small adjustments to the press. This results in even higher precision in the magnitude of thousandths of a millimetre.

Outer skin of the Audi A4 Avant

Sheet aluminium Die-cast aluminium Aluminium proﬁle Ultra-high-strength steel (hot-stamped) Advanced high-strength steel High-strength steel Soft steel

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Aluminium castings

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The aluminium castings in the vehicle structure are joined to the adjacent sheet-metal parts by punch riveting and using structural adhesive. The adhesive also serves to insulate both materials from one another, thus preventing contact corrosion.

Speciﬁc repair solutions have been developed for repairing damage to these aluminium castings and adjoining sheet-steel parts. Straightening and reshaping work is not permitted in the area of these components.

Structural integration of the spring strut mounts in the AudiA4saloon and AudiA4Avant

The front spring strut mounts are highly integrated die-cast aluminium components. Compared with sheet-steel components, which are welded together out of several parts, they reduce weight in the AudiA4 by a total of 8 kg. This design allows a very sti connection between the upper wishbones and the car body, thus ensuring optimal conditions for driving dynamics.

Side member, wheel arch upper end (wing stay)

Structural integration of the upper D post node on the AudiA4Avant

There are two die-cast aluminium nodes in the upper D posts on the AudiA4Avant. The component incorporates the hinge mounts for the rear hatch attachment and the roof rail mount.

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Spring strut mount

Rear roof frame

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Node, D post upper end

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Attachments

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Striker on the boot

If the AudiA4 (type8W) is equipped with an active pedestrian protection system, the bonnet is displaced upwards and backwards when a collision with a pedestrian is detected. To facilitate this type of displacement, long strikers which allow longitudinal

Initial position Position when bonnet is deployed

movement within the catch hooks are ﬁtted in the other Audi models. In certain markets, "movable" strikers are used on the AudiA4 (type8W). The maximum displacement is approximately 50 mm.

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Note

Refer to the current service literature for information on replacement of the strikers after deployment of the pedestrian protection system.

Door handles

The kinematics of the door handles on the AudiA4 (type8W) have been modiﬁed. Whereas door handles typically move in a horizontal direction only, this door handle now also swivels approximately 30° upwards.

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This results in an intuitive action which is anatomically adapted to the movement of the hand and provides better ergonomics when opening the door.

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Active radiator louvre

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Depending on engine type, the AudiA4 (type8W) may be equipped with an active cooling air intake system which improves aerodynamics and assists the thermal management system.

Unlike the AudiQ7(type 4M), the A4 features a split active cooling air intake system. The upper and lower louvres can be activated separately.

Upper radiator louvre

Three positions are possible depending on various input variables such as coolant temperature, engine temperature, gearbox temperature and exhaust gas temperature.

• Both units closed

• The lower unit open and the upper unit closed (to ensure earlier

air ﬂow through the charge air cooler).

• Both units open

The lower louvre does not have a bottom plate. This ensures a continuous, forced ﬂow of air through the charge air cooler. Both units are open upwards of a speed of 160 kph.

Lower radiator louvre

Roof variants

Sliding sunroofs are optional for the A4saloon and the A4Avant. The sunroof option for the saloon is a regular sliding sunroof with a moving glass panel.

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The A4Avant has a two-section panoramic glass sunroof where the rear panel is ﬁxed and the front panel is movable.

AvantSaloon

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Seating systems

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The Audi A4 and A4Avant have front seats tailored to the contours of the body. The head restraints are adjustable for height and distance to the back of the head. The standard seats are optionally available with heating and partial or full electrical adjustment.

Standard front seat

A central armrest in the front – adjustable if desired and with a large storage space – large door pockets and two cup holders are standard features, providing enhanced seating comfort.

Head restraints with manual adjustment for height, angle and distance

Optional electrical lumbar support

Sport seat

The optional sport seats have electrically adjustable lumbar supports and are optionally available with seat ventilation.

Front seat subframe of high-strength steel

Optional electric seat adjustment

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Seat vent V388/V389

Seat vent V390/V391

Operating unit for driver seat adjustment E470

Seat control units J136/J521

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Seat memory

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The memory function allows personal seating proﬁles to be stored for the driver and recalled. The memory function can be operated with the remote control key and with the recall buttons in the driver's door. Whenever the vehicle is locked, the driver's seat proﬁle is re-stored and assigned to the remote control key. The seat proﬁle is automatically recalled when the door is opened. The settings for the seats and the two door mirrors can be stored as indicated in the adjacent table.

System overview and signal characteristic

The information from the operating units for the driver/front passenger seat with memory function E97/E277 is processed by the two driver/front passenger door control units J386/J387.

Remote control key

Driver Driver

Seat x x

Both door mirrors

This information is transferred to the two seat control units with memory function J136/J521 via the convenience CAN. The seat control units then activate the corresponding control motors.

x x

Recall button

Key:

E97 Operating unit for driver seat adjustment with memory

function

E277 Operating unit for front passenger seat adjustment with

memory function

J136 Seat and steering column adjustment

control unit with memory function J386 Driver's side door control unit J387 Door control unit, pass. side J519 Electrical system control unit J521 Front passenger seat adjustment control

unit with memory

Convenience CAN

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V243 Driver seat angle adjustment motor V244 Front passenger seat angle adjustment motor V245 Driver seat height adjustment motor V246 Front passenger seat height adjustment motor V256 Driver seat depth adjustment motor V257 Front passenger seat depth adjustment motor

TSVL Front left seat coupling TSVR Front right seat coupling

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Occupant protection

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Passive safety

On the following pages you will ﬁnd a summary of the occupant protection system in the Audi A4.

In-car airbags

Front pass. airbagDriver airbag

Driver side knee airbag

Components

Depending on country version and trim level, the passive occupant and pedestrian protection system in the Audi A4 can comprise the following components and systems:

• Airbag control unit

• Adaptive driver airbag

• Adaptive front passenger airbag

(front passenger airbag, two-stage country version)

• Front side airbags

• Rear side airbags (equipment option)

• Head airbags

• Knee airbags (country version)

• Front airbag crash sensors

• Crash sensors for side impact detection in the doors

• Crash sensors for side impact detection in the C posts

• Centre pedestrian protection crash sensor

(acceleration sensor, country version)

• Left and right pedestrian protection crash sensors (pressure sensors, country version)

Front side airbag

• Front inertia-reel seat belts with pyrotechnic belt tensioners

• Front inertia-reel seat belts with electrical belt tensioners

• Front inertia-reel seat belts with active belt force limiters

• Inertia-reel seat belts for second seat row with pyrotechnic belt

tensioners, driver and front passenger sides (country or trim level version)

• Seat belt warning for all seats (country version)

• Seat occupancy sensor in front passenger seat

• Front pass. airbag disabling switch (country version or trim level

version)

• Front pass. airbag OFF and ON warning lamp (country version or trim level version)

• Driver and front passenger seat position sensors

• Pedestrian protection trigger (country version)

• Battery isolator

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Pass. side knee airbag

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Front side airbag Head airbag,

driver and front pass. side

Rear side airbag

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Note

The schematic diagrams in the chapter "Occupant protection" provide a better understanding.

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System overview

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The system overview shows the components for all markets. Keep in mind that this constellation is not possible in a production model.

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Additional equipment

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Equipment speciﬁcations may vary due to the dierent requirements and statutory provisions which apply to vehicle manufacturers in the various markets.

Key to ﬁgure on page 18:

E24 Driver side seat belt switch E25 Front pass. side seat belt switch E224 Airbag disabling switch, pass. side F390 Driver side seat belt switch, 2nd seat row F391 Centre belt switch, 2nd seat row F392 Front pass. side seat belt switch, 2nd seat row

G128 Pass. side seat occupancy sensor G179 Side airbag crash sensor, driver side G180 Side airbag crash sensor, pass. side G256 Rear side airbag crash sensor, driver side G257 Rear side airbag crash sensor, pass. side G283 Front airbag crash sensor, driver side G284 Front airbag crash sensor, pass. side G551 Belt force limiter, driver side G552 Belt force limiter, pass. side G553 Seat position sensor, driver side G554 Seat position sensor, pass. side G598 Pedestrian protection actuator 1 G599 Pedestrian protection actuator 2 G693 Centre pedestrian protection crash sensor G851 Driver side crash sensor for pedestrian impact mitigation 2 G852 Pass. side crash sensor for pedestrian impact mitigation 2

J234 Airbag control unit J285 Control unit in dash panel insert J533 Data bus diagnostic interface (gateway) J706 Seat occupancy recognition control unit J854 Front left seat belt tensioner control unit J855 Front right seat belt tensioner control unit

K19 Seat belt reminder warning lamp K75 Airbag warning lamp K145 Front pass. airbag OFF warning lamp (ON and OFF status of

front pass. airbag is indicated)

N95 Driver side airbag igniter N131 Front pass. side airbag igniter 1 N132 Front pass. side airbag igniter 2 N153 Seat belt tensioner igniter 1, driver side N154 Seat belt tensioner igniter 1, pass. side N196 Rear seat belt tensioner igniter, driver side N197 Rear seat belt tensioner igniter, pass. side N199 Side airbag igniter, driver side N200 Side airbag igniter, pass. side N201 Rear side airbag igniter, driver side N202 Rear side airbag igniter, pass. side N251 Head airbag igniter, driver side N252 Head airbag igniter, pass. side N253 Battery isolation igniter N295 Knee airbag igniter, driver side N296 Knee airbag igniter, pass. side N490 Driver airbag relief valve igniter N491 Front pass. airbag relief valve igniter

T16 16-pin connector, diagnostic port

Wire colours:

Diagnostics CAN

Infotainment CAN

FlexRay

Input signal

Output signal

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Sensors

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Seat occupancy sensor

Due to the dierent statutory requirements applicable in the marketplace, two dierent versions of the seat occupancy sensor are used in the Audi A4.

Version 1 für ROW1) vehicles Passenger side seat occupancy sensor G128

The AudiTT(type FV) uses a new-generation passenger side seat occupancy sensor G128. This new-generation seat occupancy sensor is also installed on the Audi A4.

The seat occupancy sensor oers the following beneﬁts for customers and service:

• Low parts diversity

• Easy installation and removal, no need to remove seat

upholstery

• Minimal labour time during replacement

• Minimal repair cost during replacement

• No inﬂuence on seat ventilation (optional equipment)

Installation location

The seat occupancy sensor is attached to the seat assembly at the bottom of the wire frame by clips. The seat upholstery and seat cover are located overhead. When a person sits on the seat, the seat upholstery is pushed downwards by weight force thereby activating the seat occupancy sensor. When the person occupying the seat stands up, the seat upholstery rebounds upwards,thus relieving the load on, and thus deactivating, the seat occupancy sensor.

Function

The seat occupancy sensor is used for the purpose of detecting an occupant on the front passenger seat. The seat occupancy sensor has a resistance of approximately 400ohms in the non-activated state. This value means that no-one is occupying the seat. If a person is occupying the seat, the seat occupancy sensor is activated and its resistance changes to approximately 100 ohms.

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Pass. side seat occupancy sensor G128

The resistance values tell the airbag control unit if the front passenger seat is occupied or vacant. If the airbag control unit J234 recognises an occupied seat and the latch plate of the inertia-reel seatbelt is not engaged in the seat belt buckle, the airbag control unit J234 activates the audible and visual seat belt reminders.

ROW = rest of world

400Ω 100Ω

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Version 2 für NAR1) vehicles

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Pass. side seat occupancy sensor G128 with seat occupancy recognition control unit J706

Until now, the capacitive systems which were ﬁrst oered in the AudiA7Sportback (type4G) used a separate sensor mat (pass. side seat occupancy sensor G128) to determine if a front passenger seat is occupied or vacant. The AudiTT(type FV) uses a new-generation passenger side seat occupancy sensor G128 in NAR1) models. In this new-generation system, the seat heater element (front passenger seat heater Z8) serves not only as a seat heater but also as a sensor mat for seat occupancy recognition. As before, capacitive sensors are used for occupancy recognition. For the sake of simplicity, the following text refers solely to the passenger side seat occupancy sensor G128, although the sensor mat also serves as the front passenger seat heater Z8 as described above.

The seat occupancy recognition control unit J706 is connected to ground (the seat assembly) by a discrete wire. To prevent interference with the capacitive system, the wires leading to the passenger side seat occupancy sensor G128 are shielded. The seat occupancy recognition control unit J706 is connected to the airbag control unit J234 by means of a LIN bus.

Service Kit

In the Service Kit, the seat occupancy recognition control unit J706 and the passenger side seat occupancy sensor G128 are calibrated to one another. This is why a new Service Kit must be installed in

the event of a fault in the control unit or in the seat occupancy sensor. It is not permitted to interchange individual components.

Service Kit version 1

• Seat occupancy recognition control unit J706

• Seat cushion

• Passenger side seat occupancy sensor G128 including wiring

kit. In this case, the passenger side seat occupancy sensor is bonded to the seat upholstery.

Vehicles without seat heating use the same passenger side seat occupancy sensor G128 as vehicles with seat heating.

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Pass. side seat occupancy sensor G128

The electrical plug connection between the seat occupancy recognition control unit J706 and the passenger side seat occupancy sensor must not be disconnected. Depending on vehicle trim level, the Service Kit may comprise the following components:

Service Kit version 2

• Seat occupancy recognition control unit J706

• Seat upholstery

• Passenger side seat occupancy sensor G128 including wiring

kit. In this case, the passenger side seat occupancy sensor is stitched to the seat upholstery.

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Diagnostics

The passenger side seat occupancy sensor G128 and the seat occupancy recognition control unit J706 are diagnosed via the airbag control unit J234.

NAR = North American Region

If a Service Kit is replaced, a basic setting procedure must be performed using the Guided Fault Finding function. In this case, the serial number of the Service Kit is transferred to the airbag control unit J234.

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Airbag control unit J234

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The airbagcontrol unit J234 of the AudiA4 is based on the same control unit generation used in the AudiQ7 (type4M). The system designation of the airbagcontrol unit is "Airbag10.44" and can be recalled in the Guided Fault Finding under "Control unit identiﬁcation". The features and the setup of the airbagcontrol unit J234 have been adapted to suit the AudiA4. For details of the equipment speciﬁcation, refer to the system overview on page 18.

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Airbag control unit J234

Sensors

As previously in the Audi Q7 (type4M), the driving dynamics control sensors are integrated in the airbag control unit in the AudiA4. The driving dynamics control sensors measure acceleration in the X and Y directions as well as the yaw rate about the Z axis.

The driving dynamics control sensors work in a lower acceleration and deceleration range than the crash sensors. This acceleration and deceleration levels which can occur during a collision are clearly dierent to those which can occur when a vehicle loses grip (e.g. oversteer, understeer).

Reference

More detailed information about the subsystems mentioned herein can be found in the following self study programmes:

• The dynamic steering system: Self Study Programme 402 "Dynamic steering in the AudiA4’08".

• The quattro sport dierential: Self Study Programme 476 "Rear ﬁnal drive 0BF/0BE - sport dierential".

• The airbag control unit: Self Study Programme 637 "Audi Q7 (type 4M) Occupant protection and infotainment".

The crash sensors for the X and Y directions have the ability to measure acceleration rates of up to approximately +/- 96g, while the driving dynamics control sensors have the ability to measure acceleration rates of up to approximately +/- 5g, where 1g is the force of gravity or approximately 9.81 m/s have the ability to measure rates of up to approximately +/- 187°/s (degrees per second).

If the vehicle is equipped with dynamic steering (PR No.1N8) or the quattro sport dierential (PR No.GH2), the driving dynamics control sensors are duplicated in the airbag control unit J234. This provides redundant (multiple) backup for the sensor signals for dynamic steering and quattro Sport.

. The yaw rate sensors

Page 23

Active safety

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Audi pre sense

The Audi pre sense system (pre sense city, pre sense basic, pre sense rear, pre sense front, evasion assist or turn assist) of the Audi A4 has the same on-board pre sense functions as the AudiQ7 (type4M).

Display in instrument cluster Pre sense city with pedestrian recognition function

Of course, the components and the speciﬁcations have been adapted to suit the A4(type8W). In functional terms, the Audi pre sense functions in the A4 are identical to those in the AudiQ7.

Audi pre sense

644_030

Turning assist

644_031

Evasion assist

Reference

For detailed information about Audi pre sense, refer to Self Study Programme 637 "AudiQ7(type4M) Occupant Protection and Infotainment".

644_032

644_033

Page 24

Engines

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Petrol engines

Torque/power curve of 1.4l TFSI engine

Engine with code CVNA

Power output in kW Torque in Nm

Engine speed [rpm]

Features Specications

Engine code CVNA

Type 4-cylinder inline engine

Displacement in cm

1395

Stroke in mm 80.0

Bore in mm 74.5

Number of valves per cylinder 4

Firing order 1-3-4-2

Compression ratio 10,5:1

Power output in kW at rpm 110 at 1500-3500

Torque in Nm at rpm 250 at 5000-6000

Fuel type Premium unleaded 95 RON

Engine management system Bosch MED 17.01.61

Lambda/knock control Adaptive lambda control, adaptive knock control

Mixture formation Sequential direct injection

644_015

Exhaust gas treatment Oxidising catalyst, oxygen sensors (2bistable sensors)

Emission standard EU6 (W)

emissions in g/km 114

AudiA4saloon with front wheel drive and Stronic

Page 25

Torque/power curve of 2.0l TFSI engine

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Engine with code CVKB

Power output in kW Torque in Nm

Engine with code CYRB

Power output in kW Torque in Nm

Engine speed [rpm]

Features Specications

Engine code CVKB CYRB

Type 4-cylinder inline engine 4-cylinder inline engine

Displacement in cm

1984 1984

Stroke in mm 92.8 92.8

Bore in mm 82.5 82.5

Number of valves per cylinder 4 4

Firing order 1-3-4-2 1-3-4-2

Compression ratio 11.65:1 9.6:1

Power output in kW at rpm 140 at 4200-6000 185 at 5000-6000

Torque in Nm at rpm 320 at 1400-3700 370 at 1600-4500

Fuel type Premium unleaded 95 RON Premium unleaded 95 RON

Engine management system Bosch MED 17.01.10 SIMOS 18.4

Lambda/knock control Adaptive lambda control, adaptive knock control

Mixture formation Combined (dual) direct (FSI) and multipoint (MPI) injection with adaptive idle

charge compensation

Exhaust gas treatment Close-coupled ceramic calatyst, oxygen sensors before and after catalytic converter

644_016

Emission standard EU6 (W) EU6 (W)

emissions in g/km 114

AudiA4Avant with front wheel drive and Stronic

AudiA4saloon with front wheel drive and Stronic

AudiA4Avant with quattro drive and Stronic

1292) / 139

Page 26

Diesel engines

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Torque/power curve of 2.0l TDI engine

Engine with code DEUC

Power output in kW Torque in Nm

Engine with code DEUB

Power output in kW Torque in Nm

Engine with code DEUA

Power output in kW Torque in Nm

Engine with code DETA

Power output in kW Torque in Nm

Engine speed [rpm]

Features Specications

644_017

Engine speed [rpm]

Engine code DEUC DEUB DEUA DETA

Type 4-cylinder inline engine

Displacement in cm

1968 1968 1968 1968

Stroke in mm 95.5 95.5 95.5 95.5

Bore in mm 81.0 81.0 81.0 81.0

Number of valves per cylinder 4 4 4 4

Compression ratio 16.2:1 16.2:1 16.2:1 15.5:1

Power output in kW at rpm 90 at

3500–4000

Torque in Nm at rpm 270 at

1500-3000

100 at 3000-4400

320 at 1500-3000

110 at 3250-4200

320 at 1500-3250

140 at 3800-4200

400 at 1750-3000

Engine management system Bosch EDC 17

Maximum injection pressure in bar 2000 with solenoid injectors, 8-hole nozzles

Exhaust gas treatment Oxidising catalyst, SCR coated diesel particulate ﬁlter, oxygen sensors

Emission standard EU6 (W) EU6 (W) EU6 (W) EU6 (W)

emissions in g/km –

–

992) / 104

1072) / 109

644_018

Reference

For further information about the diesel engines of the Modular Diesel Platform, please refer to Self Study Programme608 "Audi1.6l / 2.0l 4-cylinder TDI engines".

Page 27

Torque/power curve of 3.0l TDI engine

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Engine with code CSWB

Power output in kW Torque in Nm

Engine with code CRTC

Power output in kW Torque in Nm

Engine speed [rpm]

Features Specications

644_019

Engine speed [rpm]

Engine code CSWB CRTC

Type V6-cylinder engine

Displacement in cm

2967 2967

Stroke in mm 91.4 91.4

Bore in mm 83.0 83.0

Number of valves per cylinder 4 4

Compression ratio 16.0:1 16.0:1

Power output in kW at rpm 160 at 4000 – 5000 200 at 3250-4250

Torque in Nm at rpm 400 at 1250-3750 600 at 1500-3000

Engine management system Bosch EDC 17 with start-stop and recuperation

Maximum injection pressure in bar 2000 with piezo injectors

Exhaust gas treatment Close-coupled NO

oxidising catalyst, SCR coated diesel particulate ﬁlter

Emission standard EU6 (W) EU6 (W)

emissions in g/km 110 1292) / 134

644_020

Data was unavailable at time of going to print.

AudiA4saloon

AudiA4Avant

Page 28

Fuel tank

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The fuel systems in the AudiA4 (type8W) have the following features:

• Compact design

• Maximum integration of components to reduce fuel emission

• No carrier plate

• Fuel delivery system with large integral swirl pot

• Use of sound-insulating baes

Diesel-engined models

The ﬁgure shows the fuel tank of a vehicle with quattro drive without auxiliary heating.

Fuel vent valve

• The components in the secondary chamber, e.g. fuel level

sender in quattro models, are not accessible to service personnel. There is only one service port in the fuel tank on the right.

• A liquid trap with active extraction system is integrated in

the fuel tank ventilation system.

• Fluid separator at top of fuel tank ﬁller neck

Fuel return line

Fuel supply line

Fuel level sender, left pocket

Suction jet pump

Bae

Fuel vent valve

Rollover valve

Fuel delivery and sender unit

Suction jet pump of active extraction system

Fuel delivery and sender unit

644_040

Fuel supply line

Bae

Page 29

Vent line

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Rollover valve

Fuel ﬁller neck

Petrol-engined models

Filling volume

Front wheel drive 40 litres

Front wheel drive (optional) 54 litres

quattro drive 58 litres

The ﬁgure shows the fuel tank of a vehicle with front wheel drive and auxiliary heating.

Vent line

Fluid separator

Activated carbon canister

Fuel ﬁller neck

Metering pump (for auxiliary heating) V54

Liquid trap with active extraction system

644_039

Page 30

Tank ventilation system

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Due to the space constraints in new models, the tank ventilation system has been revised. It was important to ensure that siphoning cannot occur in the line from the fuel ﬁller neck to the activated carbon ﬁlter.

Petrol-engined models

Fuel vent valve

T piece

Fuel pump (pre-supply pump) G6

The tank ventilation system is designed such that the fuel which enters the vent line can be actively extracted from the liquid trap while meeting the most stringent emission laws. The result is a higher tank capacity and less air in the tank moulding.

Vent line to activated carbon canister

Open-ended drainage outlet

Key:

Fuel system pressure from fuel pump G6

Non-return valve

Suction jet pump of active extraction system

Liquid trap with active extraction system

Extraction

Fuel return to tank moulding

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Page 31

Tank ventilation function

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Eects of failure of the tank ventilation system

The ventilation system is conﬁgured dierently depending on what type of fuel is used. The system requires a larger liquid trap for models with petrol tanks due to the boiling characteristic of the fuel. The fuel which has collected in the liquid trap is extracted by means of a suction jet pump and drained o pressurelessly at the highest point in the tank.

Diesel-engined models

Open-ended drainage outlet

Fuel pump (pre-supply pump) G6

If one of the components of the ventilation system fails (lifetime conﬁguration), problems may occur during refuelling (refuelling shut-o). A strong fuel odour could also be noticeable in petrolengined models (ACF canister ﬂooding).

Vent line to fuel ﬁller neck

Liquid trap with active extraction system

Non-return valveFuel vent valve

Suction jet pump of active extraction system

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Page 32

SCR system

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Equalisation chamber

There are two dierent AdBlue® reducing agent capacity options for the SCR system: a reducing agent tank with a capacity of 12litres and an optional tank for extended range with a capacity of 24litres.

The ventilation system within the reducing agent tank is designed such that the tank can be ﬁlled with AdBlue® reducing agent using pump nozzles. To be able to hold the reducing agent ﬂowing into the tank at a high ﬂow rate, there is an equalisation chamber in the

vent line and in the ﬁller neck. The returning reducing agent would The capacity of the 12 litre reducing agent tank can be dierentiated by an extended ﬁller tube and an extended vent line. A short ﬁller and vent line indicates a capacity of 24litres.

otherwise cause the pump nozzle to shut o too early.

To prevent the ﬂow-back of reducing agent in the ﬁller neck, a

non-return ﬂap is installed at the end of the ﬁller neck.

24litre version 12litre version

Reducing agent ﬁller neck

Equalisation chamber

Vent line

Filling line

Extended vent line

Extended ﬁller line

644_011

Non-return ﬂap

Reducing agent tank sender G684

Swirlpot with reducing agent pump V437

Baes

Reducing agent tank heater Z102

644_007

Reducing agent quality sensor G849 (initially available in NAR version only)

Outlet for draining the reducing agent

Reducing agent metering system control unit J880

Swirlpot with reducing agent pump V437

644_008

Reference

For more information about the SCR system, refer to Self Study Programme632 "AudiQ7 (type4M)".

Page 33

Engine/gearbox combinations

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The engine-gearbox combinations shown below are those currently available at market launch.

Engines 1.4l TFSI engine

(CVNA)

6-speed manual gearbox 0DJ

ML322-6F

6-speed manual gearbox 0CS

ML402-6F

7-speed dual clutch gearbox 0CK S tronic

DL382-7F

2.0l TFSI engine (CVKB, CYRB)

2.0l TDI engine (DEU..., DETA)

3.0l TDI engine (CSWB, CRTC)

7-speed dual clutch gearbox 0CL S tronic

DL382-7Q

8-speed automatic gearbox 0D5 tiptronic

AL552-8Q

Rear nal drive 0DB to 400 Nm 0D2 from 400 Nm

Breakdown of manufacturer codes: e.g.: ML322-6F

A Automatic planetary gearbox M Manual gearbox D Dual clutch gearbox L Longitudinal mounting

6 Number of gears F Front-wheel drive Q quattro all-wheel drive

(with integrated centre dierential)

322 Development number (provides information on torque

capacity, generation and position of front ﬁnal drive etc.)

Page 34

Power transmission

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Overview

The Audi A4(type8W) employs the same drivetrain concept as the preceding B8 series (type8K, 8T, 8F). The automatic and manual gearboxes for front and all-wheel drive are new developments,

which have been installed previously in a slight dierent conﬁgura-

tion in the AudiA6ultra (type4G) and in the AudiQ7(type4M).

7-speed dual clutch gearbox 0CL

Depending on engine type, the following gearboxes will be available at start of production:

• 6-speed manual gearbox 0DJ – ML322-6F – front wheel drive

– refer to page 36

• 6-speed manual gearbox 0CS – ML402-6F – front wheel drive

– refer to page 36

• 7-speed dual clutch gearbox 0CK – Stronic – DL382-7F – front

wheel drive – refer to page 44

• 7-speed dual clutch gearbox 0CL – Stronic – DL382-7Q – all-

wheel drive – refer to page 44

• 8-speed automatic gearbox 0D5 – tiptronic – AL552-8Q

– all-wheel drive – refer to page58

Splined prop shaft

Assembly of the front prop shaft

The prop shaft is connected to the gearbox output shaft by a

spline.

For further information, refer to Self Study Programme457

"AudiA8’10 Power Transmission" and the AudiService TV pro-

gramme "AudiA8Power Transmission Part2/Topic: Splined Prop

Shaft" of 02.09.2010.

Page 35

Rear axle transmission

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Standard

• Rear ﬁnal drive 0DB – for engines with max. torque of up to approx. 400Nm – refer to Self Study Programme 632 "AudiQ7 (type4M)", page 31

• Rear ﬁnal drive 0D2 – for engines with max. torque of approx. 400Nm or higher

Optional

• Rear ﬁnal drive 0D3 – sport dierential – to be used on AudiS4 for ﬁrst time as of around Q2 2016

Emergency-releasing the parking lock – refer to page 56

Sport dierential 0D3 is an advancement on sport dierential 0BF. The key modiﬁcations in sport dierential 0D3 are:

• Adaptation of the gearcase to the rear axle

• Welded crown wheel

• New axle oil and ATF

• Shortened sensors for more clearance to exhaust system

• The driving dynamics control system is integrated in the

suspension control unit J775 (no longer in the all-wheel drive control unit J492). All that control unit J492 does is execute the commands issued by J775.

• Various lightweight construction measures

For further information about sport dierential0BF, refer to AudiService TV programme "Audi quattro with sport dierential", Parts 1, 2, 3 and 4 as well as Self Study Programme476 "Rear ﬁnal drive 0BF/0BE - sport dierential".

Assembly of the rear prop shaft

Selector mechanism The automatic gearboxes are operated by means of shift-by-wire and park-by-wire technology – refer to page 40.

The procedure for attaching the prop shaft to the rear axle drive is described in the bolting speciﬁcation for triangular matching. Refer to Workshop Manual. For detailed information about triangular matching, refer to Self Study Programme 409 and the AudiServiceTV programme "AudiA5 Power Transmission /Topic: Prop Shaft Assembly Concept" of 23.02.2010.

644_058

Page 36

6-speed manual gearbox 0DJ/0CS

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The AudiA4 (type8W) features manual gearboxes which have been specially designed for low weight, making optimal use of installation space and improved eciency. A key feature of these gearboxes is that they have no side shaft.

Gearbox vent Selector shaft

In addition to being signiﬁcantly lighter, the gearboxes are very narrow at the back. The slimline design reduces the width of the body tunnel, which in turn frees up space in the driver and front passenger footwells.

Hydraulic connection and vent screw of clutch slave cylinder

644_059

Gearcase back – gearbox cover:

• Made of magnesium in 0DJ and 0CS gearboxes

A manual gearbox will be available at a later date for quattro all-wheel drive. It stems from the same gearbox series and will have the designation 6-speed manual gearbox 0CX.

Gearcase front end:

• Made of magnesium in 0DJ gearbox

• Made of aluminium in 0CS gearbox

In models with the 0DJ / 0CS gearbox, maximum speed is reached in 5th and/or 6th gear, depending on engine type.

Gear recognition sensor G604

• For information about G604, refer to Self Study Programme486 "Audi A6’11", page 32 .

644_060

Page 37

6-speed manual gearbox 0DJ and 6-speed manual gearbox 0CS are

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identical in design and dier from one another principally in terms of the material used in manufacturing the front gearcase. The two gearcases for the 0DJ gearbox are made of magnesium. In the case of the 0CS gearbox, the front gearcase is made of aluminium and the rear gearcase (gearbox cover) is made of magnesium.

Concentric clutch disengagement system

Permanent magnet

Oil pan

The 0DJ gearbox with its two magnesium gearcases is lighter, while the 0CS gearbox has a higher torque capacity due to its aluminium front gearcase.

Gear set of 0DJ / 0CS gearbox

Spur gear step

The special oiling concept of the gear set allows for a low oil ﬁll quantity. It also allows the vehicle to run at a much lower oil level, while signiﬁcantly reducing churning and drag losses. To achieve this, the spur gear of the pinion shaft conveys the gear oil (ATF) into the oil drip pan, which in turn distributes it to the lubrication points.

The oiling concept, a new low-viscosity MTF and friction-optimized gear set bearings provide much better eciency and signiﬁcantly reduce fuel consumption.

Dierential cage mounted in ball bearings

Drive pinion

Double row angular contact ball bearings

644_061

Power is transmitted to the pinion shaft through a low-loss spur gear step. The short pinion shaft runs at right angles to the crown wheel, and there is no axial oset. This permits the use of lowfriction spiral teeth and low-viscosity MTF (gear oil) in the bevel gear. In addition, the ﬁnal drive can be repaired by service centres in the conventional way. Double row angular contact ball bearings are used as ﬁxed bearings in the pinion shaft, minimising prestress in the bearings and enabling the bearings to run smoothly.

Page 38

Clutch module

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The clutch modules are specially conﬁgured to meet the dierent requirements of the various engine versions.

The 0DJ gearbox in combination with the 1.4l TFSI engine features a clutch module with a conventional dual-mass ﬂywheel (DMF) and a non-self-adjusting clutch pressure plate. All other engine versions have self-adjusting clutch pressure plates and a DMF with a centrifugal pendulum-type absorber.

There are three versions of the clutch pressure plate:

• Non-self-adjusting clutch pressure plate

• SAC clutch pressure plate (self-adjusting)

• TAC clutch pressure plate (self-adjusting)

The AudiService TV programme "Dual mass ﬂywheel with centrifugal pendulum absorber" of 16.01.2015 explains the functional principle of these dual-mass ﬂywheels and provides practical advice for workshop personnel. The Audi Service TV programme "AudiA5Power Transmission" of

23.02.2010 deals in depth with the clutch module.

Dual mass ﬂywheel with and without centrifugal pendulum-type absorber

Clutch plate

Transmission plate

• Pay attention to correct order of assembly.

The self-adjusting clutch pressure plates by LuK are currently available in two different versions - the SAC clutch pressure plate and the TAC clutch pressure plate.

SAC clutch pressure plate

SAC stands for "Self Adjusting Clutch". The SAC system is dependent on release force. In the SAC system, the clutch pressure plate can be reset after it has been adjusted to compensate for wear. Refer to Workshop Manual. This allows the clutch disc and the clutch pressure plate to be replaced individually. For more information about the SAC, refer to Self Study Programme198 "The 2.7l V6 biturbo".

TAC clutch pressure plate

TAC stands for "Travel Adjusting Clutch". The TAC system works by adjusting its release travel according to clutch wear. In the TAC system, the clutch pressure plate cannot be reset after it has been adjusted to compensate for wear. Refer to Workshop Manual. The clutch disc and clutch pressure plate may only be replaced together. The TAC clutch is used on models with higher torque engines because the TAC system is less susceptible to axial vibration.

Ratchet mechanism of the TAC clutch pressure plate

Threaded spindle

Pinion

Anti-reversing lock

Drive pawl

644_062

Function

Travel is adjusted during the engagement and disengagement of the clutch. If the distance between the friction faces of the clutch pressure plate and the DMS decreases due to clutch wear, the release travel of the clutch changes accordingly. This change in travel activates a ratchet mechanism which is coupled with a threaded spindle and rotates the ramp ring, thereby compensating for wear. Further information about the TAC is available on the internet.

Page 39

Clutch control

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Advantages of the CSC clutch release mechanism:

The new gearbox series is equipped with a so-called CSC clutch release mechanism. CSC stands for "Concentric Slave Cylinder". The clutch slave cylinder and the release bearing form a functional unit and can only be replaced together.

Clutch not actuated / clutch engaged

Release bearing

Oil seal for gearbox input shaft

• Fewer moving parts and constant actuation forces over the lifetime of the clutch

• Exact axial clutch release improves clutch release and engagement (enhanced comfort).

• Minimum installation space requirements

Clutch slave cylinder

Preload spring

Clutch actuated / clutch disengaged

Key:

Clutch pressure

Depressurised

644_063

644_064

Reference

For detailed information about the function, design and service-related aspects of the 0CS gearbox in the AudiA6ultra (type4G), refer to the AudiService TV programme "6-speed manual gearbox 0CS – front wheel drive / service information" of

14.03.2014.

Page 40

Automatic gearbox selector mechanism

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Basic shift schematic

The AudiA4 (type8W) employs the latest generation Audiselector mechanism with full shift-by-wire capability (SBW). This means that parking lock operation is also fully automatic. The term used for this is "park-by-wire" (PBW). There is no selector cable connecting the selector mechanism to the gearbox. This selector mechanism was previously used in the AudiQ7(type4M) and in the AudiR8(type4S) and will also be used in the future C series.

The operating concept is highly intuitive and is essentially identical to the familiar operating logic of automatic gearbox models. After every operation, however, the selector lever always returns to the normal position of the automatic or tiptronicgate.

The parking lock normally engages and disengages automatically via the Auto-P function, but can also be engaged manually by the driver using the P button.

Shift schematic

Possible positions of the selector lever. Normal position X in automatic mode or normal position T in tiptronicmode.

Depending on the selector lever position, this position information (A1, A2 etc.) is displayed in the measured data of the diagnostic tester.

644_065

tiptronic gate

Automatic gate

Positions selectable without moving the selector

Selectable drive positions

Normal position of the selector lever and current drive position

Software lock: deactivate by pressing the release button E681

Software lock: deactivate by pressing the foot brake

Mechanical locking by selector lever lock solenoid N110 – deactivate by pressing the release button E681

644_066

Note: An acknowledgement tone sounds when drive position R is engaged.

Automatic gate tiptronic gate

T+

T-

644_068

Speed-dependent gearbox protection function

A change in driving direction from forwards to reverse and vice versa is only possible up to a driving speed of about 8kph with the AL552 gearbox and up to about 15kph with the DL-382 gearboxes. When this speed threshold is exceeded, a gearbox protection

644_067

The orange-coloured software lock is activated in drive position N after about one second. This allows quick-changing of the drive position

function prevents prevents direction reversal.

from D to R and vice versa without applying the brake. The makes it possible, for example, to free a stuck vehicle by rocking it backwards and forwards and makes it easier to change gear when manoeuvring the vehicle.

Page 41

Component overview

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Handle for selector lever bottom section with selector lever gaiter

Selector lever release button E681

Selector lever position display Y5

Handle for selector lever upper section

P button – parking lock button E816 with parking lock warning light K320. K320 illuminates the P button in a dimmed fashion and is brightly lit when the parking lock is active.

Plug connection E

Selector lever

Plug connection C

Selector mechanism (selector lever E313)

Selector lever release button E681 – release button Parking lock button E816 – P button

Button E681 is used to deactivate the software lock, which is highlighted blue in Fig. 644_066, and to release selector lever lock N110. It consists of two shift elements for reliability and diagnostics. In the event of a fault, release button E681 is considered actuated. The locks marked red and blue (Fig. 644_066) are disabled. A fault is registered in the event memory and indicated in the instrument cluster. To move the selector out of drive positions P and N, the brake pedal must be pressed in addition to the release button.

The P button is for manually deactivating the parking lock. The parking lock can only be activated if the vehicle is travelling at a speed of <xkph (AL552 <3kph, DL382 <2kph (<1kph with Auto-P function)). Button E816 comprises three shift elements for reliability and diagnostics. Its shift status is transferred to the selector lever sensors control unit J587 via two interfaces. In the event of a fault in E816, a message appears in the instrument cluster and the parking lock can only engaged by the Auto-P function.

Selector lever sensors control unit J587

Plug connection A

644_069

Page 42

Information exchange

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Information ﬂow

Data is exchanged between the selector mechanism and the gearbox through the gateway. The selector lever sensors control unit J587 communicates with the infotainment CAN, the gearbox control unit J217 and the FlexRay.

In the event of a system malfunction in J587 after which the gearbox cannot be operated using the selector mechanism, drive positions P, R, N and D can be selected by simultaneously operating both shift paddles while the vehicle is stationary and with the brake applied.

Selector lever position display Y5

J587 registers the positions of the selector lever as well as the signals from both buttons and sends this information on to the gearbox control unit. The gearbox control unit engages the gear corresponding to the driver input and sends this information on to J587. The selector lever control unit then activates the corresponding selector lever locks (N110/V577), the selector lever position display LEDs Y5 and the parking lock warning light K320. When a gear is selected, this information ﬂow process involves a short delay until the corresponding gear symbol lights up.

Special feature of the dual clutch gearboxes

In the AudiA4(type8W) with dual clutch gearboxes of the DL382 series, J587 has two additional interfaces for controlling the parking lock holding magnets N486. Refer to function diagram and page 48 .

Selector lever sensors control unit J587 with selector lever position sender G727 and transverse selector lever lock sender G868

Reference

For further information about the selector mechanism, refer to Self Study Programme643 "7-speed dual clutch gearbox 0BZ

- Stronic in the AudiR8 (types42 and 4S)".

Note

In the case of the 0D5 gearbox (AL552), the parking lock can only be disengaged (P-OFF) when the engine is running because the 0D5 gearbox uses a mechanical-powered ATF pump which only conveys ATF when the engine is running.

In the case of the DL382 gearboxes, the engine does not have to be running to disengage the parking lock (P-OFF). That is because this gearbox is supplied with ATF by an electric-powered ATF pump and a pressure accumulator. This means that the supply of ATF is not dependent on engine operation and that the parking lock can be disengaged when the ignition is on.

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Sender element for G727Sender element for G868

Page 43

Function diagram – selector mechanism

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Key:

E313 Selector lever (selector mechanism) E681 Selector lever release button E816 Parking lock button G727 Selector lever position sender G868 Transverse selector lever lock sender J587 Selector lever sensors control unit K320 Parking lock warning light N110 Selector lever lock solenoid V577 Transverse selector lever lock motor Y5 Selector lever position display

Interface to parking lock holding magnet + (pinA1)

Interface to parking lock holding magnet - (pinA2)

CAN-High

CAN-Low

Infotainment CAN

Auto-P function

In the case of the automatic gearboxes, the parking lock is electrohydraulically operated. This allows the gearbox control unit to automatically operate the parking lock, thereby enhancing operating comfort. The Auto-P function engages the parking lock automatically (P-ON position) if all of the following conditions are met:

• Vehicle stationary – speed < 1 kph

• Driving position E, D, S, R or M is selected

• Engine is not running – terminal 15 OFF

Activating drive position N (P-OFF position)

To be able to brieﬂy move the vehicle without the parking lock, e.g.in a car wash, automatic engagement of the parking lock can be suppressed. A condition for this is that the selector mechanism, the P button and the gearbox are working properly.

The following applies to vehicles with the AL552 gearbox (tiptronic):

To activate P-OFF, drive position N must be selected when the engine is running and then the engine must be shut o. When the ignition is turned o, engagement of the parking lock is suppressed for a period of 30 minutes.

The following applies to vehicles with the DL382 gearbox (Stronic):

In the case of the DL382 gearboxes, the P-OFF position can be engaged with or without the engine running. To activate P-OFF, drive position N must be selected after turning the ignition on. The parking lock is now disengaged (P-OFF) and engagement of the parking lock is suppressed for a period of 30minutes after turning the ignition o.

Only available in the AudiA4 (Typ8W) in combination with dual clutch gearboxes of the DL382 series. Refer to page 49.

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In the AudiA4(type8W), the drievr can also engage the parking lock by pressing the P button as soon as the vehicle is travelling slower than 2kph (DL382) or 3kph (AL552).

The parking lock is disengaged automatically (P-OFF position) if the engine is running and drive positionE, D, S, R, N or M is selected with the brake applied and the release button pressed.

The following applies to all gearboxes:

After 29 minutes the following message is displayed in the instrument cluster: "Start engine to remain in N." along with a warning tone. If this instruction is not followed, the parking lock engages after 30 minutes and the system shuts down. If a speed signal (v>1kph) is detected during this time, the period is extended according to the driving time of the vehicle until the system detects that the vehicle has been stationary for at least 5minutes.

During the stopping period in the P-OFF position, electrical power is consumed by the activity of the control unit, bus operation and the holding magnet. If the vehicle is held stationary for a lengthy period of time, the battery may become discharged to the extent that the parking lock automatically self-engages. If it is necessary to hold the parking lock in the P-OFF position for a longer period of time, the parking lock emergency release mechanism must be actuated (refer to page 48). Refer to page 56.

Page 44

7-speed dual clutch gearbox 0CK/0CL – Stronic

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Both 7-speed dual clutch gearboxes are advancements on the 0CK gearbox which was launched in the AudiA6ultra(type4G) in mid

2014. The functions of the 0CK gearbox were extended for the AudiA4(type8W) and various improvements were implemented.

7-speed dual clutch gearbox 0CK – front-wheel drive

Combined gearbox ventilation system for the ATF and MTF systems

Parking lock module – refer to page 48

Gearbox selector lever for emergency-releasing the parking lock – refer to page 56

Key new features are a variant for quattro all-wheel drive, the shift-by-wire technology and the electrohydraulically operated parking lock with park-by-wire technology. A striking feature of the new S tronic gearboxes is the ATF pan made of black plastic.

Electrical connection for the mechatronics and automatic gearbox control unit J217

Separate ATF system with ATF supply independent of engine operation

Electrical connection for the parking lock solenoid N486

• Parking lock holding magnet – refer to page 48

For detailed information about the function, design and service-related aspects of the 0CK gearbox in the AudiA6ultra(type4G), refer to the following AudiService TV programmes:

• 7-speed dual clutch gearbox 0CK – Stronic Part1 Design and function of 26.10.2014

• 7-speed dual clutch gearbox 0CK – Stronic Part2 Service and practical advice for workshop personnel of

26.10.2014

• Dual mass ﬂywheel with centrifugal pendulum-type absorber of 16.01.2015

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Separate MTF system, dry sump lubrication system with MTF pump

Plastic ATF pan

• The gearbox must be set down onto the ATF pan with care and over a large area. To ensure that the MTF pump cannot become damaged, the gearbox must be secured against tilting backwards. Refer to Workshop Manual and AudiService TV programme Part 2.

Page 45

Special features at a glance

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shift-by-wire and park-by-wire technology

Innovative features of the dual clutch gearbox1):

• Clutch operation with stationary central engagement system (without rotary union)

• Active clutch plate separation

• Separate clutch cooling system

Low-friction bearing concept of gear set for increased eciency

Dual mass ﬂywheel with centrifugal pendulum-type absorber

Dry sump lubrication system for the gear set and MTF pump

• Electrical gearbox pump2 V553

Electric-powered tandem ATF pump

• Electrical gearbox pumpV552

Rear axle ﬁnal drive without hypoid oset

Mechatronic unit with demand-responsive, full-time ATF supply independent of engine speed by means of an electrical ATF pump and pressure accumulator

concept

Pressure accumulator (gas pressure hydraulic accumulator)

• Note: follow the safety instructions given in the Workshop Manual.

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Page 46

7-speed dual clutch gearbox 0CL – all-wheel drive

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MTF supply pan

The quattro version – 0CL is, apart from the all-wheel drive component set, absolutely identical to the front wheel drive version – 0CK.

Input shaft 2

Input shaft 1

Self-locking centre dierential with asymmetric-dynamic engine torque split – refer to Self Study Programmes429 "AudiQ5 - Engines and Transmissions" page 22 . and 632 "AudiQ7 (type4M)", page 32 .

The self-locking centre dierential comes in dierent versions (dierent manufacturers). The characteristics of both versions are identical.

Input shaft for sub-gearboxes 1 and 2

The input shaft within the output shaft for sub-gearboxes 1 and 2 connects to the spur gear step of the front ﬁnal drive

Page 47

In models with the 0CK or 0CL gearbox, top speed is in 6th gear. In

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7th gear engine speed is reduced for better fuel economy. Refer to information on page 62.

Gear shift lever for parking lock emergency release

Parking lock module

Selector shaft for parking lock

Clutch K2

Clutch K1

Pressure accumulator (gas pressure hydraulic accumulator) Note: please follow the safety instructions given in the Workshop Manual.

Spur gear step – front ﬁnal drive

MTF ﬁller and inspection screw

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Parking lock gear

Key:

Gearbox input, sub-gearbox 1 Gearbox input, sub-gearbox 2

Page 48

park-by-wire (PBW) parking lock

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Parking lock for 7-speed dual clutch gearbox 0CK/0CL

The 0CK and 0CL gearboxes belong to the DL382 series. The DL382 is available with a manual, cable-operated parking lock (AudiA6ultra, type4G) and now, in the AudiA4(type8W), with an electrohydraulically operated parking lock (park-by-wire). The basic working principle of the parking lock mechanism has been retained and extended to include the necessary electrohydraulic components. The mechatronic unit was developed on the basis of the design chosen for the DL382 shift-by-wire und park-by-wire system. There are therefore no major dierences between the mechatronic unit and the manually operated mechanical system.

Parking lock spring Selector shaft Parking lock lever Gear selector lever for

Pawl with spring

Parking lock gear

The main feature of the system in the AudiA4 (type8W) with DL382 series dual clutch gearboxes is that the parking lock is not solely controlled by the mechatronic unit; the selector mechanism is also actively involved. Control unit J587 (selector mechanism) activates the parking lock holding magnets, while the automatic gearbox control unit J217 controls the parking lock. Refer to function chart on page 49.

emergency-releasing the parking lock – refer to page 56

Gear sensor G676

Solenoid valve 6 – N93 VSS valve accumulator points

Mechatronic unit J743

Parking lock module

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Key:

Electrohydraulic control unit (control valve assembly)

Automatic gearbox control unit J217

System pressure Depressurised

Energised

De-energised

Page 49

Function plan – 0CK/0CL gearbox with park-by-wire

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Infotainment CAN

Selector mechanism

FlexRay IN

FlexRay OUT

LIN

Gearbox

Information is exchanged between the selector mechanism and the gearbox via the gateway by means of the infotainment CAN and the FlexRay bus – refer to page 84.

Key:

G754 Gearbox oil temperature sensor 2

– MTF temperature sensor

J217 Automatic gearbox control unit –

gearbox control unit

J587 Selector lever sensors control unit N486 Parking lock solenoid

– Parking lock holding magnet

V553 Electrical gearbox pump2

– MTF pump

BP FlexRay Bus Plus BM FlexRay Bus Minus

Selector mechanism

Parking lock module

Selector lever sensors control unit J587

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Starter control signal

(P/N signal)

Function

The parking lock is engaged mechanically by spring force alone (P-ON). The parking lock module is disengaged (P-OFF) by hydraulic pressure produced by the mechatronic unit. A special locking mechanism integrated in the piston of the parking lock module additionally secures the parking lock in the P-ON or P-OFF position and increases the operating reliability of the park-by-wire system. Refer to page 54. The core of the locking mechanism is the parking lock solenoid N486. N486 is activated by the selector mechanism (J587) as commanded by the gearbox control unit (J217). J587 provides feedback to J217 on the actual status of N486. J217 and J587 communicate with one another bidirectionally via the gateway by using the FlexRay and CAN infotainment buses.

The various functional states of the parking lock and the parking lock module are shown below:

2A 2B

4A 4C 4D

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Parking lock piston

Locking balls

Central ball

Parking lock cylinder

Parking lock solenoid N486 – Parking lock holding magnet

Parking lock engaged (P-ON) – refer to Fig. 644_095

Starting scenario

The vehicle is shut o (the bus is at idle) and the parking lock is engaged (P-ON).

The entire hydraulic system is depressurised and de-energised. In the de-energised state of N93, the inlet from the parking lock cylinder to the oil sump is open. The parking lock spring pushes the locking pawl into the tooth gap in the parking lock gear and the holds the parking lock in the ON position. The parking lock holding magnet is inactive. The locking balls do not have a locking eect because the central ball does not exert any force on the locking balls.

Page 50

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Parking lock disengaged (P-OFF)

Selector lever sensors control unit J587

Solenoid valve 6 N93

Keep parking lock disengaged by activating drive position N (time-limited P-OFF position – refer to page 43)

Note: The parking lock module is only

depressurised in N after ignition OFF (special function for workshops/car washes). After N is selected and the ignition is turned on, system pressure is applied to the parking lock module.

Parking lock solenoid – N486 – parking lock holding magnet

Automatic gearbox control unit J217

644_086

Key:

System pressure Depressurised

Energised

De-energised

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Page 51

Disengage parking lock (P-ON --> P-OFF)

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To disengage the parking lock, the parking lock holding magnet (N486) is ﬁrst deactivated. Afetr this, the gearbox control unit J217 energises solenoid valve 6 N93, whereupon it directs the system pressure to the parking lock cylinder. The piston force is greater than the force of the parking lock spring. The parking lock is disengaged. If the P-OFF position is detected by gear sensor G676, the parking lock holding magnet is activated – refer to (2B).

Parking lock cylinder

Parking lock piston

Keep parking lock disengaged (P-OFF)

In the P-OFF position, oil pressure is continuously applied to the parking lock piston – refer to (3) for exception. To safeguard against an unwanted pressure drop, the parking lock piston is additionally locked with the aid of a locking mechanism. This locking mechanism is actuated by the parking lock magnet N486, which, in turn, is activated by the selector lever sensoes control unit J587.

Function – locking mechanism / parking lock holding magnet

The armature is pulled into the coil by energising N486. The

armature pushes the central ball upwards with the tappet, with the result that the locking balls are pushed into and held in the P-OFF annular groove as long as N486 is energised. To activate the lock, N486 is initially energised by applying approx. 1.2 A. To hold the lock, the current is reduced to approx. 620 mA. This prevents the coil from overheating and reduces power consumption.

644_088

Annular groove P-OFF

Coil Armature

Locking balls

Tappet with springCentral ball

Parking lock solenoid – N486 Parking lock holding magnet

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Keep parking lock disengaged by activating drive position N

The P-OFF position can be maintained by selecting drive position N before turning o the ignition or before shutting o the engine (bypassing the Auto-P function). After turning the ignition o, the selector levers control unit J587 remains active in local run-on mode and energises the parking lock holding magnet N486.

The gearbox control unit J217 shuts down as soon as it has reduced the pressure inside the pressure accumulator – refer to page 53(4D). The P-OFF position is now held solely by N486 or by the locking mechanism, which locks the parking lock piston in the P-OFF position. This P-OFF position is maintained for a limited time – refer to page 43 "Auto-P function".

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Page 52

Engage parking lock (P-ON --> P-OFF)

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Starting scenario

Taking (2B) as a starting point – refer to Fig. 644_089 – the engine is shut o when the vehicle is stationary and the parking lock is engaged by the Auto-P function. The process of "engaging the parking lock" (up to (1) on page 53) involves several steps (4A) – (4E).

To engage the parking lock, the parking lock holding magnet must ﬁrst be switched o to allow movement of the selector shaft.

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Solenoid valve 6N93 is deactivated, whereupon it opens the inlet from parking lock cylinder to the oil sump. The pressure in the parking lock cylinder is dissipated. The parking lock is engaged (P-ON) by the parking lock spring.

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Page 53

Parking lock engaged (P-ON)

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Gear sensor G676

Solenoid valve 6 – N93 VSS valve accumulator points

Solenoid valve 6N93 – de-energised

Solenoid valve 6N93 – energised

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Key:

System pressure Depressurised

Energised

De-energised

1 System pressure from pressure

accumulator

2 To gear actuator control unit 3 To parking lock cylinder 4 To clutch control unit 5 To clutch control unit 6 To oil sump

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Solenoid valve 6N93

Solenoid valve 6N93 has two adjacent switch positions.

• Energised switches the system pressure to the parking lock cylinder.

• De-energised opens the inlet from the parking lock cylinder to the oil sump.

If the P-ON positon is detected by the gear sensor G676, the selector lever sensors control unit J587 energises the parking lock solenoid N486. The P-ON position is engaged thereby ensuring that the parking lock cannot be disengaged due to a malfunction.

The pressure in the pressure accumulator is now actively

4D 4E

reduced by alternately activating the gear actuators. After the pressure has dissipated, the gearbox control unit J217 cuts out unless prevented from doing so by other or internal activity. The control unit J587 remains active and energises the parking lock solenoid N486.

N486 is energised by J587 until the gateway initiates bus idle mode, whereupon J587 cuts out. The parking lock is now in the starting position (1) – refer to page 48 or Fig. 644_095.

Page 54

Functional reliability of the parking lock

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The system is conﬁgured such that the P-OFF position is maintained in two ways when the system is fault-free: ﬁrst, hydraulically by means of system pressure; and, second, electro-mechanically by means of the locking mechanism operated by the parking lock solenoid N486.

If the system malfunctions during vehicle operation, this ensures that the parking lock is not engaged after a simple fault.

644_098

In the event of an unwanted drop in pressure in the

X Y

mechatronic unit, the P-OFF position is maintained by the parking lock magnet N486. Given that N486 is activated by the selector lever sensors control unit J587 (selector mechanism), the P-OFF position is maintained even if there is a loss

of power to the mechatronic unit.

Parking lock mechanism

The parking lock mechanism is a carry-over from the previous gearbox and adopts the functional principle used by many gearboxes.

Parking lock spring

Sliding cone with spring

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In the event of a fault in the power supply to N486 from the selector lever sensors control unit J587, the P-OFF position is maintained electrohydraulically by the mechatronic unit.

P-OFF position

Thrust bearing, ﬁxed

If the parking lock gear is as shown here, the locking pawl can lock into the tooth without encountering any resistance.

Pawl with spring

Parking lock gear

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Page 55

Gear sensor G676

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The position of the parking lock is monitored by the gearbox control unit J217 along with the gear sensor G676.

The G676 in DL382 with shift-by-wire is identical in design to the sensor of the DL382 with selector lever cable (shift-by-cable). In the DL382 with shift-by-wire, the sensor signal is used only to determine the position of the parking lock. The name of the sensor has been adopted from the ﬁrst generation gearbox.

Selector shaft

For further information about the G676, refer to the AudiService TV programme: "7-speed dual clutch gearbox 0CK – Stronic Part2 – Service and practical advice for workshop personnel" of 26.10.2014.

Sender element trim

P-ON position – locking pawl not engaged P-ON position –

Taper and spring are prestressed

locking pawl engaged

644_101

If the parking lock gear is "tooth to tooth", the sliding cone is pretensioned and does not push the locking pawl into the tooth until the vehicle moves a little.

For safety reasons, the geometry of the parking lock gear and the locking pawl gearing is designed such that the locking pawl cannot engage at a speed of over approximately 3 kph.

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Note

The parking lock gear locks the pinion shaft of the front ﬁnal drive. If the vehicle is raised on one side at the front, the locking action is cancelled on the opposite gear because balancing is provided by the front axle dierential.

Page 56

Emergency release of parking lock

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During normal operation, the parking lock is electrohydraulically actuated. To allow electrohydraulic disengagement of the parking lock, the internal combustion engine must be running1) and the park-by-wire system must have a suitable ATF and power supply. To hold the parking lock in the OFF position, sucient ATF pressure must be available or the parking lock holding magnet must have sucient power.

In the event of malfunction, the emergency release mechanism serves to disengage the parking lock or to hold the P-OFF position for longer, if necessary.

The emergency release mechanism of the parking lock must be actuated in the following situations:

• To tow the vehicle

• If the parking lock cannot be released electro-hydraulically due

to a malfunction.

• If the vehicle cannot be manoeuvred or moved due to low onboard voltage.

• If the internal combustion engine is not running and it is necessary to manoeuvre or move the vehicle, e.g. in the workshop1).

• For function testing after carrying out assembly work on components of the emergency release mechanism.

Gear shift lever for parking lock emergency release

Reduction of structure-borne noise transmission

A special feature is the positioning of the emergency release Bowden cable in relation to the gear selector lever. A rigid rod and a mushroom-shaped plate are attached to end of the emergency release Bowden cable and contactlessly envelop the gear selector lever. This minimises structure-borne noise transmission from the gearbox to the Bowden cable, and thus into the occupant cell. The plate and the gear selector lever do not make contact until the emergency release mechanism is actuated.

Attachment of the emergency release cable to the 0D5 gearbox

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Page 57

Installation location of the emergency release mechanism

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Emergency-releasing the parking lock (P-OFF position)

In the AudiA4 (type8W), the parking lock is emergency-released from inside the vehicle by means of a cable pull. The emergency release mechanism is located under the cupholder in the centre console.

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Warning! Before actuating the emergency release mechanism of the parking lock, the vehicle must be secured to prevent it from rolling away.

The socket wrench and the screwdriver are contained in the tool kit. After removing the rubber inlay, remove the cover using a screwdriver – refer to Fig. 644_080. Items (1) and (2) show the procedure.

Rubber inlay

Cover

Socket wrench

Turn the socket wrench clockwise

as far as it will go and then push it down.

Emergency release cable

Acuator unit for parking lock emergency release mechanism

When the parking lock emergency release mechanism is actuated, the yellow gearbox warning lamp and the gear drive position indicatorN light up in the instrument cluster. The following message is also displayed in the instrument cluster: „Vehicle may roll away! Pcannot be selected. Please apply parking brake."

In the case of the 0D5 gearbox (AL552), the parking lock can only

be disengaged (P-OFF) when the internal combustion engine is running, because the 0D5 gearbox uses a mechanical-powered ATF pump which only conveys ATF when the internal combustion engine is running. In the case of the DL382 gearboxes, the internal combustion engine does not have to be running in order to disengage the parking lock (P-OFF) because this gearbox is supplied with ATF by an electric-powered ATF pump and a pressure accumulator. This means that the ATF supply is not dependent on operation of the internal combustion engine and that the parking lock can be disengaged when the ignition is on.

Insert emergency release socket wrench into the actuator unit as shown.

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Deactivating the emergency release mechanism (P-ONposition)

Hold the socket wrench with both hands and carefully pull it out – item (3). Use one hand to guide the socket wrench, so as to avoid damaging other adjacent parts. If the socket wrench is sti, it is easier to remove if it is turned slightly clockwise.

Note: Do not under any circumstances turn the socket wrench back (i.e. anticlockwise) as this will damage the actuator unit.

Page 58

8-speed automatic gearbox 0D5 – tiptronic

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8-speed automatic gearbox 0D5 is an improved version of 8-speed automatic gearbox 0BK ﬁrst used in the Audi A8 (type 4H). At Audi the 0D5 gearbox has the internal works designation AL552-8Q. The manufacturer, ZF-GetriebeGmbH, uses the designation 8HP65A. It is rated for an input torque of up to 700Nm and, in the AudiA4 (type8W), serves to transmit power from the high-performance engines with a peak torque of 400Nm or higher.

For basic information about 8-speed automatic gearbox 0BK, refer to Self Study Programme457 "AudiA8’10 Power Transmission". The main new features of the 0D5 gearbox compared to the 0BK gearbox are described in Self Study Programme632 "AudiQ7(type4M)".

The main dierence between this gearbox and the 0D5 gearbox in the AudiQ7(type4M) are explained below.

The vents in the oil chambers of the ATF system and the front ﬁnal drive are combined in a collecting chamber. The pressure in both oil systems is equalised through a port connecting the converter bell to the collecting chamber.

No vent tube in the gearbox bell.

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One-piece emergency release cable without quick-release coupling

ATF line to ATF cooler made of plastic in 3.0l V6 TDI Coolant circuit without gearbox cooling valve N509

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Note

During transportation and when carrying out work on the removed gearbox, the oil from the front ﬁnal drive and the ATF may mix via the common gearbox vent if the gearbox is tilted too far. Follow the instructions given in the Workshop Manual.

Page 59

The pressure in the distributor box is equalised by a conventional vent.

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The 3.0l TDI engine in combination with the 05Dgearbox achieves its top speed in 7th gear. In 8th gear engine speed is reduced for better fuel economy. Refer to information on page 62.

The self-locking centre dierential is available in dierent versions (dierent manufacturers). The characteristics of both versions are identical.

shift-by-wire and park-by-wire

The park-by-wire technology in the 0D5 gearbox is largely identical to that of the 0BK/0BL gearbox in the AudiA8(type4H). For further information about the park-by-wire technology, refer to Self Study Programme457 "AudiA8’10 Power Transmission", page 48 .

Infotainment CAN

FlexRay IN

Design of parking lock for passenger car requirements

644_083

In the case of the AudiA4(type8W), information is exchanged between the selector mechanism and the gearbox via the gateway by means of the infotainment CAN bus and the FlexRay bus – refer to pages 42 and 84.

Key:

J217 Automatic gearbox control unit –

gearbox control unit

J587 Selector lever sensors control unit

– selector mechanism

BP FlexRay Bus Plus BM FlexRay Bus Minus

Starter control signal

(P/N signal)

Selector mechanism Gearbox

FlexRay OUT

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Page 60

Gearbox functions

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Coasting mode

If the applicable conditions are met, the gearbox can activate the coasting mode. In coasting mode, the engine is disengaged from the gearbox by opening the power-transmitting clutch. The vehicle does not enter overrun mode as it usually does, but rather rolls without any engine braking eect and utilises the kinetic energy of its motion. Fuel savings can be achieved by adopting an anticipatory driving style.

Activating the coasting mode

The following conditions must be met before the coasting mode can be activated:

• Audidriveselect mode comfort, auto or eciency

• Coasting mode must be activated in the MMI system –

refer to Eciency assist on the following page.

• Driving positionD, tiptronic

M or eciency modeE

must be selected.

• Vehicle is travelling at a speed of between 55 kph and 160 kph

• Negative accelerator pedal gradient up to 0% accelerator pedal

angle (in drive positionD: Slowly release accelerator pedal. In eciency mode the accelerator pedal gradient (rate at which

driver releases accelerator pedal) does not have any eect)3).

• Low downhill gradient or low uphill gradient

• Cruise control not active4) – exception: ACC (adaptive cruise

control) with PEA (predictive eciency assist) –see next item

• Activated by PEA (optional, market-speciﬁc) – the PEA utilises the route data provided by the navigation system. When cruise control is active, the PEA, in conjunction with the ACC option, is

able to activate and deactivate coasting mode in an anticipatory and ecient manner depending on the situation.

• The following applies to vehicles with the DL382 gearbox (Stronic) only: In coasting mode and in the highest available gear (e.g. in 3rdgear travelling at a correspondingly low speed), coasting mode can also be activated at low speeds using the Tip+ shift paddle even if it is no longer activated via the accelerator pedal.

In the case of the Stronic (0CK/0CL), the coasting mode is activated by opening the engaged clutch (K1 or K2). In coasting mode, the gearbox selects a gear suited to the decreasing speed of the vehicle. This allows the clutch to close smoothly on restoration of traction and ensures that the right gear is preselected.

In the case of the tiptronic gearbox (0D5), the coasting mode is activated by opening the clutch D. For further information about the function, refer to Self Study Programme632 "AudiQ7(type4M)", page 51.

Deactivating the coasting mode

Coasting mode is deactivated if one of the following controls is operated:

• Accelerator

• Brake pedal

• Tip- shift paddle

Coasting mode is also cancelled if one of the adjacent operating

conditions is not longer met.

The ACC can deactivate the coasting mode in conjunction with the PEA.

Coasting mode is not available in all markets due to market-

speciﬁc adjustments.

In tiptronicmode, the coasting mode can be activated in the

highest available gear using the Tip+ shift paddle.

The following applies to drive position D: At a slightly greater

negative accelerator pedal gradient up to 0% accelerator pedal angle (release accelerator pedal slightly more quickly), the vehicle enters coasting mode.

Notes on the operation of coasting mode

Coasting mode can be activated manually by pulling the Tip+ shift paddle if the given requirements are met. Example: If the coasting mode is deactivated by brieﬂy applying the brake, it can be reactivated by pulling the Tip+ shift paddle again.

The Tip- and Tip+ shift paddles can be used to shift at random between overrun mode and coasting mode within the above parameters.

The cruise control system can be switched o, but the cruise

control system must be activated.

The speed range can vary depending on engine-gearbox combina-

tion. Coasting mode can be activated with the Tip+ shift paddle even at lower speeds if certain conditions are met.

Page 61

Tip-shifting in D/S

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Manual gearshifts can be executed at any time using the shift paddles on the steering wheel (steering wheel tiptronic) in drive positions D/S. If steering wheel tiptronic is activated, the gearbox switches to manual mode (tiptronicmode) for a limited time.

If the vehicle is in a normal, constant driving state for a period of about 8 seconds, the gearbox shifts back into drive position D orS.

The countdown from about 8seconds is stopped in the following cases:

• Sporty driving style

• Cornering

• Overrun mode

• Selection of another gear with the steering wheel tiptronic

Special features of the steering wheel tiptronic function

• After a long pull of the Tip- shift paddle (long pull-), the

gearbox changes down into the lowest possible gear.

• After a long pull of the Tip+ shift paddle, the gearbox switches

from temporary tiptronic mode to automatic mode.

• If a system malfunction occurs in the selector mechanism, drive

positions P,R,NandD can be selected by simultaneously pulling both shift paddles, provided that the vehicle is stationary and the brake is applied.

• Coasting mode can be activated with the Tip+ shift paddle if the

given conditions are met. Coasting mode can be cancelled at any time with the Tip- shift paddle. Coasting mode can be activated even at low speeds. Coasting mode can be cancelled at any time with the Tip- shift paddle.

It is possible to return to automatic mode before this in various ways:

• Pull the selector lever back one position (position B1)

• Move the selector lever into the tiptronic gate and back into the

automatic gate.

• Long pull of the Tip+ shift paddle (long pull+)

In the case of the 0D5 gearbox, the tip shift function can be activated or deactivated in D orS using the adaption function of the diagnostic tester. For further information about this function, refer to Self Study Programme632 "AudiQ7(type4M)", page 53.

Launch control program

The Launch Control Program is available in the AudiA4(type8W) with Stronic (0CK/0CL). The Launch Control Program regulates the maximum acceleration of the vehicle from a standing start. Refer to the user manual for operating instructions and other information.

Eciency assist

Eciency assist helps the driver adopt an anticipatory driving style and save fuel. Refer to Owner's Manual.

The functions "Intelligent coasting" (with automatic gearbox only) and "Predictive messages" (with navigation system only) are available in the MMI system under Vehicle > Driver assist > E-

ciency assist.

In vehicles with an automatic gearbox, "Intelligent coasting" must be selected so that coasting mode is activated.

If the "Predictive messages" is also selected, the "predictive eciency assist (PEA)" function is active. In addition to driver information, PEA inﬂuences the activation and deactivation of the coasting mode – refer to previous page.

Not approved for use in all markets.

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Page 62

Audi drive select

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With Audidriveselect, it is possible to select between dierent vehicle setups. In this chapter you will learn how the gearbox control unit

Gearbox setups are tailored to the customer's requirements in a country-speciﬁc manner. For this reason, only typical dierences between the various modes can be shown here.

responds to the various Audi drive select modes.

Mode Gearbox setup

eciency In eciency mode the gearbox setup follows a deﬁned shift program without driver type recognition. Upshifts

are performed as early as possible and downshifts are performed late in order to save fuel and reduce

emissions. In addition, the engine power output is reduced, allowing the gearbox control unit to reduce

the clutch pressure. This, in turn, has a positive eect on fuel consumption and CO2 emissions. In eciency mode, the coasting mode is activated independently of the accelerator pedal gradient – refer to page 60. In eciency mode, both the tiptronic functions and drive positionS are available. If drive position S is activated before shutting o the engine, the eciency mode(E) is automatically activated when the engine is subsequently started1). An E is displayed as the drive position (E1–7or 8) in the gear selection indicator.

comfort The gearbox setup is especially comfort-oriented with soft gear shifts and low engine speeds. As is the case in

auto mode, gear selections are made with the aid of the driver type recognition feature.

auto Driver type recognition in drive positions D and S: In drive positions D and S a driver type recognition is made

on the basis of the driver's driving style. Criteria for driver type recognition include the mode of actuation of the brake and accelerator, the speed of the vehicle as well as transverse and longitudinal acceleration within deﬁned periods. Accordingly, an economical driving style leads to early upshifts and late downshifts. A sporty driving style leads to late upshifts and early downshifts. The driving phases in which the driver adopts an ecient, economical, sporty or manual driving style can be read out using the diagnostic tester.

Selector position D: Gearshifts are comfort-oriented and shift point selection is adapted to the driver's driving style with the aid of driver type recognition.

Selector positionS

: In Sport mode (sport program), the shift points are sporty and adapted to the performance range of the engine. The shift points are conﬁgured with the aid of driver type recognition. Shift times and shift points vary from driving in the standard sport program to a handling course setup with short, noticeable shift cycles.

dynamic If dynamic mode is selected, the gearbox control unit activates the sport program (drive position S).

In dynamic mode, both the tiptronicfunctions and drive position D are available. If selector position D is activated before shutting o the engine, selector position (D) is again activated when the engine is subsequently

started

. If the driver wishes to have selector position S, he must select this.

individual In individual mode, the driver can freely select the gearbox setup irrespective of other vehicle systems.

Based on the emission class, the drive programs of selector position D or E are always preselected when the vehicle is restarted.

Note In the case of certain engine-gearbox combinations, maximum speed is only achieved in the auto and dynamic modes.

Reference

For further information about Audidriveselect, refer to Self Study Programme646 "AudiA4 (type8W) Vehicle Electrics and Electronics".

Page 63

Navigation-data-based gear selection

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Provided that suitable data is available from the navigation system (optional and market dependent), the automatic gearbox utilises relevant route data for gear selection purposes. The gearbox control unit processes information on the route ahead, e.g. curvature of corners or corner length. The gearbox control unit also detremines whether the vehicle is driving in or outside built-up areas.

Towing vehicles with a manual gearbox

If a vehicle with an automatic gearbox needs towing, the usual restrictions on automatic gearboxes apply:

• Actuate the parking lock's emergency release mechanism

• Max. towing speed 50kph

• Max. towing distance 50 km

To tow the vehicle with the axle raised, the instructions in the Owner's Manual must be followed.

This information reduces shift frequency and makes it easier for the gearbox control unit to select or preselect the correct gear. For detailed information about this function, refer to Self Study Programme 457 "AudiA8’10 Power Transmission", page 58 . Navigation-data-based gear selection can be activated or deactivated by selective adaption using the diagnostic tester. Refer to Self Study Programme 632 "Audi Q7 (type 4M)", page 53 .

Reason

When the engine is at standstill, the oil pump is not driven and certain parts of the gearbox are not lubricated. In the dual-clutch gearboxes, overspeeding occurs when a vehicle speed of 50 kph is exceeded, depending on which gears are engaged in the sub-gearboxes. Failure to observe the towing conditions can lead to serious gearbox damage. For more detailed information, refer to Self Study Programme386 "6-speed dual-clutch gearbox 02E (Stronic)", page 86.

Gearbox warning lamps and driver information

The gearbox control unit provides a large number of notes and fault messages, which can be displayed to the driver in the instrument cluster according to their priority. For further information, please refer to the Owner's Manual.

Note

Refer to the further information on towing given in the Owner's Manual.

Page 64

Chassis

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Overall concept

The chassis of the AudiA4 (type8W) a new development compared to the chassis of the preceding model. As the second Audi model after the AudiQ7(type4M), the A4 is based on the new modular longitudinal platform (MLBevo).

A key development goal was to achieve systematic lightweight construction while resolving the conﬂict of objectives between high ride comfort and outstanding driving dynamics.

The following suspension variants are available for the Audi A4 (type 8W).

Suspension variants Features

Standard suspension (1BA)

Sports suspension (1BE)

Heavy duty suspension (1BR)

Heavy duty suspension (1BB)

Sports suspension with electronic damper control (1BQ)

Suspension with electronic damper control (1BL)

The standard suspension is standard equipment.

This chassis version is optional. Ride height is approximately 23 mm lower than that of the standard suspension. The distinctly sporty suspension setup is achieved by using suitable springs, dampers and anti-roll bars.

Heavy duty suspension 1BR is standard for certain markets and optional in some markets. Ride height is approximately 13 mm higher than that of the standard suspension.

Heavy duty suspension 1BB is available for the Chinese market only. Ride height is identical to that of the standard suspension.

Sports suspension with electronic damper control is also available as an option. The various damping characteristics are implemented by dierent damper control maps. Ride height is identical to that of standard suspension 1BE.

The suspension with electronic damper control is an option scheduled to be launched at a later date. In contrast to sports suspension 1BQ, a comfort-oriented control stategy is applied. Ride height is approximately 10 mm lower than that of the standard suspension.

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Production control number

Page 65

Axles and wheel alignment

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Front axle

The front axle is based on the Modular Longitudinal Platform (MLBEvo). The Audi A4 (type 8W) adopts the tried and tested ﬁve-link axle concept already used on other Audi models.

Damper

• Single-tube damper

• Twin-tube damper

• Polyurethane auxiliary spring

• Low-friction axial bearings

for upper strut mountings (new development)

Spring

• Steel springs with linear characteristic

Cross strut

• Steel construction

• bolted to subframe

to increase rigidity

The system components are basically identical in design and function to those of the front axle on the AudiQ7 (type4M).

Suspension strut knuckle

• Cast aluminium construction

• Bolted to support link

Upper link

• Forged aluminium construction

• Mounted directly to body without

separate bearing pedestal

Guide link

• Forged aluminium construction

Pivot bearing

• Forged aluminium construction

Joint

• Spherical joint as connection between wishbone and pivot bearing

• Aluminium housing

Engine/gearbox mount

• Cast aluminium node

Support link

• Forged aluminium construction

Anti-roll bar

• Tubular anti-roll bars

• Vulcanised bearing elements for 1BB

Wheel bearing

• Second generation wheel bearing

Tie rod

• Aluminium housing with rubber-metal bearings

Wheel hub

• Steel construction

Depending on suspension version.

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Page 66

Rear axle

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The rear axle of the new ﬁve-link rear axle is based on the modular longitudinal platform (MLBevo).

Upper rear wishbone

• Steel construction

Track link

• Steel construction

Spring

• Steel spring with linear spring characteristic

Engine/gearbox mount

• Steel construction

• Flexible body attachment, achieved using rubber-metal

bearings at the rear and hydraulic bearings at the front

• 2 variants for front-wheel drive / quattro drive

The system components are basically identical in design and function to those of the rear axle on the AudiQ7 (type4M).

Upper front wishbone

• Forged aluminium design

• Attachment of the anti-roll bar coupling rod and

the linkage of the level control system sensor

Damper

• Single-tube damper with additional polyurethane spring

Wheel carrier

• Aluminium casting

• 2 versions based on dif-

ferent wheel bearings

Aero trim

• Attached to the spring link at the bottom by clips

• reduces lift and drag coecient

• Stone guard

Spring link

• Shaped aluminium extrusion proﬁle

• Attachment of spring and damper

• Concealed by aero trim in diagram

Anti-roll bar

• Solid anti-roll bar for 1BR, otherwise tubular anti-roll bars

• 2-piece bearing shells, loose and bolted using steel clamps

Tie rod

• Aluminium extrusion proﬁle with rubbermetal bearings

Lower front wishbone

• Steel construction

• Carryover from

AudiQ7 (type4M)

Wheel bearing

• Second generation wheel bearing

• 2 variants for front-wheel drive / quattro drive

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Page 67

Wheel alignment

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The left and right tracking values on the front axle can be adjusted separately by altering the length of the track rods. The camber can be balanced (centred) within narrow limits by shifting the

Rear axle

Tracking adjustment at attachment point Spring link subframe (concealed by aero trim)

subframe transversely. Individual tracking values and individual camber values can be adjusted on the ﬁve-link rear suspension.

Tracking adjustment at attachment point of track link and subframe (not shown in graphic)

Front axle

Direction of travel

Camber balancing

Tracking adjustment

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Page 68

Standard/sports suspension with electronic damper control (1BL/1BQ)

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The system is based on the electronic damper control system used in the AudiA4(type8K). A key new feature is the suspension control unit J775 incorporating the control software. In addition, the body acceleration sensors previously designated as independent system components are integrated in this control unit together with the sensors for measuring torque about the x and y axes (pitching and rolling rates).

CDCivo dampers ("continuously damping control internal evolution") are used. The supplement "internal" in the designation refers to the integration of the solenoid valve into the damper. The addition "evolution" refers to the latest technically advanced damper generation. The control unit activates the solenoid valve by means of a PWM signal thereby bypassing the piston valves. Depending on the opening cross-section of the valve, the damping forces can be varied in the tension and compression stages. Activation is wheel-selective.

Level control system sensor, rear left G76

Damper with damping adjustment valve, rear left N338

Control unit in instrument panel J285

To be able to determine the required damping forces, the control software has a modular design. The vertical module evaluates lift, pitching and rolling movements of the body structure on the basis of the sensors integrated in the control unit.

The transverse module utilises the measured data from the steering angle sender and the transverse acceleration sensor (in the airbag control unit) to determine the transverse dynamics.

The longitudinal module assesses the vehicle's longitudinal dynamics by evaluating the measured data for brake pressure (from the ESC) und the driver's torque input (from engine control unit). A higher-level system module serves to respond to the actions of other systems (ESC, EPB, brake assist etc.).

In addition, the speed of the vehicle and the road conditions (surface unevenness – determined from the measured data supplied by the body acceleration sensor in control unit J775) are incorporated into the control process.

Level control system sensor, front left G78

Damper damping adjustment valve, front left N336

Damper with damping adjustment valve, rear right N339

Level control system sensor, rear right G77

Suspension control unit J775

Button in operating unit 1 for drive and convenience functions B791 (alternatively, the drive program can be conﬁgured in the MMI)

Level control system sensor, front right G289

Damper with damping adjustment valve, front right N337

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Page 69

Suspension control unit J775

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As previously in the AudiQ7 (type4M), the suspension control unitJ775 is used for damper control in the Audi A4. This function therefore replaces the adaptive suspension control unit J197. In addition, the sensors are integrated in the control unit to measure vertical acceleration (z) as well as the torque about the longitudinal axis (x direction, rolling movements) and the transverse axis (y direction, pitching movements). Since the control unit also computes the vehicle's dynamics for the sport dierential, it is available in two versions. In the case of vehicles with a sport dierential without damper control, the control unit does not require the above-mentioned sensors. The control unit is not used in vehicles without a sport dierential and without damper control. The control unit is mounted on the centre tunnel at the front of the vehicle. It communicates across the FlexRay data bus.

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System behaviour

The electronic damper control system has 3 dierent damping characteristics. Depending on the setting chosen in Audidriveselect, the system activates maps which provide a medium, comfort-oriented or sporty characteristic.

When the ignition is turned on (terminal 15), the damper valves are activated with short pulses to activate the control system and vent the valves. If the vehicle is stationary and terminal 15is on, the damper valves are activated by applying about 400mA (low damping forces – "soft" characteristic). The highest damping forces

are produced when a current of about 1.9 A is applied.

If it is no longer possible to activate a damper or if there is no longer any measured data available from a level control system sensor, the control system is deactivated. The damper valves are designed in such a way that medium damping forces (basic damping) are produced in a neutral (nonactivated) state. The vehicle remains dynamically stable despite the corresponding loss of comfort. The system shutdown is indicated to the driver by the usual yellow pictogram (damper icon) and by a text message.

Vehicle: Audi drive select

eciency comfort auto dynamic individual

12:00

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Reference

For further information about Audidriveselect, refer to Self Study Programme646 "AudiA4 (type8W) Vehicle Electrics and Electronics".

Page 70

Service operations

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Control unit J775 is encoded online. The following 3 basic settings are available for the electronic damper control system:

• Program tension stop

Raise the vehicle on a hydraulic lift such that the wheels lose ground contact and the dampers can be moved to their tension stops. The corresponding measured data from the level control system sensor is stored in the control unit.

• Program zero position of height sensors

This process follows the same approach as the other Audimodels with adaptive air suspension or damper control (=programming the default suspension height). The distance from the centre of the wheel to the wing cutout is measured at all 4 wheel positions and inidcated to the diagnostic tester. The control unit stores the corresponding measured data from the level control system sensor. Together with the data for the tension stops, the positions of the pistons in the dampers can be determined using the measured data from the level control system sensors.

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• Calibrate inertial sensors

This basic setting is used to calibrate the sensors in the control unit for measuring the pitching and rolling movements as well as the body acceleration in the z direction.

The basic settings can be recalled separately or collectively. The activation of the damper valves can be checked by performing an actuator test.

This check on the dampers is performed on the test bench when the ignition is o. The dampers are not energised and are tested at basic damping (medium damping forces).

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Page 71

Brake system

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During the development of the wheel brakes, special attention was given to lightweight construction. Depending on engine type, a weight saving of up to 5 kg has been achieved compared with the previous model. The brake pads are now copper-free and therefore already meet the mandatory regulations which do not come into eect until 2021. As is the acse with the previous model, the electro-mechanical parking brake is standard equipment for the Audi A4.

The ninth-generation ESC system by RobertBoschGmbH is a carry-over from the AudiQ7(type4M). The control software has been adapted for use in the AudiA4. Compared with the previous model, the brake circuit layout has been modiﬁed from diagonal to a split between the front brakes and rear brakes.

Front axle

Engine type 1.4l TFSI (110 kW)

2.0l TFSI (125, 140 kW)

2.0l TDI (90 – 120 kW)

Minimum wheel size 16“ 16“ 17“

Brake type Conti FN-57

ﬂoating caliper

Number of pistons 1 4 4

Brake disc diameter 314mm 318mm 338mm

2.0l TDI (140 kW)

3.0l TDI (160 kW)

Conti 4MF 42-42 ﬁxed caliper

2.0l TFSI (185 kW)

3.0l TDI (200 kW)

Conti 4MF 42-42 Fixed caliper

Brake disc thickness 25mm 30mm 30mm

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16“ wheel brake Conti FN-57 17“ wheel brake Conti 4MF 42-42

Page 72

Rear axle

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Engine type 1.4l TFSI (110 kW)

2.0l TFSI (125, 140 kW)

2.0l TDI (90 – 140 kW)

3.0l TDI (160 kW)

Minimum wheel size 16“ 17“

Brake type TRW PC42 EPBi ﬂoating caliper TRW PC43HE EPBi ﬂoating caliper

Number of pistons 1 1

Brake disc diameter 300mm 330mm

Brake disc thickness 12mm (solid) 22mm (inside-ventilated)

2.0l TFSI (185 kW)

3.0l TDI (200 kW)

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16“ wheel brake TRW PC42 EPBi with solid brake disc 17“ wheel brake TRW PC43 HE EPBi with inside-ventilated brake disc

Page 73

Electro-mechanical parking brake (EPB)

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Like in the previous model, the electro-mechanical parking brake is standard equipment for the Audi A4. In terms of design, function, operation and scope of service, the actuator is identical to that used in the AudiA7Sportback(type 4G). The control software is an integral part of the ESC control unit J104. For further information, refer to Self Study Programme 612 "AudiA3’13 Suspension".

Electro-mechanical parking brake (EPB)

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Brake servo and master brake cylinder

A size 8/9“ tandem brake servo with a "single-rate" characteristic for left and right hand drive models is used in the Audi A4. The brake light switch is a carry-over from the AudiQ7(type4M). It is located on the master brake cylinder and is a Hall-eect sensor. Vacuum is supplied by a mechanical-powered vacuum pump on the internal combustion engine.

Models with the 1.4l TFSI engine do not have a mechanical-powered vacuum pump on the internal combustion engine. In this

case, the vacuum in the intake manifold is used.

Foot controls

The pedal assembly is an entirely new development. To improve acoustics, all pedals are manufactured from enclosed proﬁles. In the case of the foot controls, too, special attention was given to lightweight construction. The aluminium brake pedal is approximately 50% lighter than that of the previous model. A weight saving of 400 g compared with manual gearbox models was achieved by using a special bearing pedestal for automatic gearbox models. The pedals of SLine vehicles feature stainless steel caps, which are also oered as accessories.

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Page 74

ESC

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Two versions of the ESC9.0 by Robert Bosch GmbH are used in the Audi A4. Vehicles equipped with ACC have a higher-performance version of the 6-piston hydraulic pump and three pressure sensors for additional measurement of the brake pressure within the brake circuits. A 2-piston hydraulic pump is used in vehicles without ACC. These ESC units are already used in the AudiQ7(type4M). The control software has been modiﬁed for use in the A4.

This ESC unit is installed in the engine bay on the left-hand side of the vehicle (under the engine control unit). The ESC system utilises the measured data (longitudinal and transverse acceleration, yaw rate) provided by the sensors in the airbagcontrol unit J234. In future, they will replace the sensor electronics control unit J849 and the ESP sensor unit J419. The active wheel speed sensors have also been adopted from AudiQ7 (type4M). The ESC service operations are identical to those for the AudiA7Sportback(type4G) or Q7 (type 4M).

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Operation and driver information

The 2-stage operating concept has also been implemented in the AudiA4. Sport mode is activated by brieﬂy pressing the ESC button (< 3 s). The TCS and ESC control functions are limited in order to allow a more sporty style of driving. If the ESC button is pressed for longer than 3 seconds, TCS and ESC are fully deactivated.

Reference

For further information about the design, function and service operations for ESC, please refer to Self Study Programmes480 "AudiA7Sportback Suspension" and 633 "AudiQ7 (type4M) Suspension".

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Page 75

Steering system

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Overview

Like its predecessor, the AudiA4 is equipped with an electromechanical steering system (EPS). The steering column is mechanically adjustable.

Three-spoke steering wheels are available as standard equipment and optional equipment. Dynamic steering is also optional.

Steering system with dynamic steering option

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Page 76

Steering column

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The mechanically adjustable steering column is identical in design and function to that of the Audi Q7 (type 4M). The modiﬁed installation position and the modiﬁed adjustment range (axial/vertical 60/50mm) compared with the Audi Q7 (type 4M) are achieved by using an adapted bracket and dierent stop elements. If the vehicle is equipped with the optional dynamic steering system, a variant with specially adapted connection dimensions is employed.

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Electro-mechanical steering (EPS)

Design and function

The paraxial electromechanical steering system is basically identical in design to the steering system used in the current VWPassat, Tiguan and Touran models as well as in the Lamborghini Gallardo. In contrast to the steering system in the above-mentioned VW models, the steering angle sender in the Audi A4 is not integrated in the steering gear, but rather in the steering column switch module.

Whereas the electro-mechanical steering system in the Audi A3 (type8V) and TT(type FV) models provides steering assistance through a second steering pinion driven by an electric motor, the electro-mechanical steering system in the AudiA4 transmits power to the steering rack through a ball screw as in the Audi R8 (type4S). Functionally, this steering system is identical to that used in the Audi A6, A7Sportback(type4G), A8(type4H) and Q7(type4M) models. The dierence between the Audi A4 and these models is that the ball nut in the former is driven by a belt drive from an electric motor aligned in parallel with the steering rack. In the AudiA6, A7Sportback(type4G), A8(type4H) and Q7(type4M) models, the electric motor concentrically surrounds the steering rack.

Torsion bar

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Ball screwSteering torque sender

The paraxial layout was chosen for design space reasons in particular. Whereas the concentric layout involves making allowance for an installation height of about 120 mm, the installation height for the paraxial layout is only about 60 mm.

Two versions of the electro-mechanical steering system are employed in the Audi A4. They have dierent gear ratios. The ratios for vehicles with dynamic steering are more direct.

Steering pinion

Electric motor

All-wheel drive

Belt drive

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Operation and driver information

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This steering system is operated by selecting the relevant mode in the Audidriveselect handling system. Three maps have been programmed into the control unit for this purpose. System faults are indicated to the driver by the usual yellow and red warning symbols. If the maximum steering assistance achievable by the system is less than 60 % of the maximum servo power, the red warning symbol is activated.

Service operations

The service operations for the steering system used on the Audi A4 are also identical to those for the systems used on the Audi A6, A7Sportback(type4G), A8(type4H), Q7(type4M) and R8 (type4S) models.

For detailed information, refer to Self Study Programme 612 "AudiA3’13 Suspension".

What is new is that it is no longer necessary to program the maximum steering stops after replacing the steering. This is performed automatically and iteratively during subsequent driving cycles. A basic setting function for resetting the programmed values allows an existing steering system to be installed in a dierent vehicle. The steering unit can only be replaced as a complete unit in service centres. The steering unit in combination with the subframe is a key factor in body stiness. The instructions given in the Workshop Manual must therefore be followed when removing and installing the steering unit.

Vehicle: Audi drive select

eciency comfort auto dynamic individual

12:00

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Steering wheels

For the ﬁrst time, the AudiA4 is based on a worldwide lines

concept with distinctive dierentiating features. A range of threespoke steering wheels are available in the following equipment lines: base, sport, design, designselection and Sline. Generally, the steering wheels are distinguished visually by the design of the airbag module and the steering wheel rim. Two design versions of the airbag module are used: a round module and a trapezoidal module.

Steering wheel Equipment Steering wheel Equipment

Steering wheel with round airbag module

Steering wheel with trapezoidal airbag module

Steering wheels with a round module are principally used in the Sline and sport lines. They are oered with and without a ﬂattened rim. Other distinguishing features are options such as chrome trims, leather trim, heating and tiptronic paddles. In addition, various switch versions are available.

Steering wheel with round airbag module and ﬂattened rim

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Dynamic steering

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Dynamic steering is optional for the Audi A4. The AudiA4 is the ﬁrst Audi model to be equipped with the second-generation dynamic steering system. It is identical to the ﬁrst generation in general design and function. For further information, refer to Self Study Programme402"Dynamic Steering in the AudiA4’08". Other improvements are the numerous detailed modiﬁcations listed below.

New features of the actuator

The gear ratio (angle of rotation of steering pinion relative to angle of rotation of electric motor) has been changed from 1:50 to 1:30. This has increased maximum positioning velocity from approximately 450°/s to approximately 650°/s. Maximum engine speed has also been reduced to 3200rpm from 4500rpm. Acoustic response and dynamics during stabilising steering inputs have been improved. The new, 2-piece housing is about 400 g lighter than that of the ﬁrst-generation actuator. Dust and water tightness have been improved. The gearbox bay and the engine bay are completely separate. The mechanical lock for the hollow shaft of the electric motor is a new design. A proportional magnet is now used instead of the "digital" electric magnet. A key advantage for the customer is the elimination of locking noise. Power consumption is reduced.

Electric motorGear unit

Mechanical lock

Dynamic steering actuator

New features of the electric motor

Maximum torque has been increased to 1.4Nm from 1.1 Nm. The rotor position sensor has double the number of magnetic pole pairs, increasing the sensor resolution to 7.5° from 15°.

New features of the active steering control unit J792

The control unit communicates across the FlexRay data bus. Instead of the 3 individual plugs, the electric motor is coupled electrically by a one-piece connector strip. Use of a dual-core microprocessor.

Service operations

In terms of the service operations, the second-generation dynamic steering system is identical to the ﬁrst-generation system. If it is necessary to replace the actuator, the overall actuator/ steering column unit must be replaced. If it is necessary to replace the steering column, the intact actuator can be reused.

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Adaptive Cruise Control (ACC)

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The fourth-generation ACC system is used in the Audi A4. After the AudiQ7(type4M), the A4 is the second Audimodel to be equipped with the latest technology. In terms of design and function as well as operation and service operations, the ACC system of the A4 is identical to that of the Q7 (type 4M).

The ACC-based assistance systems ﬁrst used in the AudiQ7 (type4M) are also oered for the AudiA4. When adapting these assistance systems for the AudiA4, special attention was given to eciency and reducing CO the predictive eciency assist system with ACC and the eciency mode.

emissions. This applies in particular to

The conﬁgured time intervals (time gaps) to vehicles ahead can be varied by the system within certain limits ("ﬂexible time gaps"). In certain situations it is much more ecient to "coast", i.e. shift the gearbox into neutral, even when following a vehicle ahead.

Until now, coasting mode could only be activated if ACC had not detected a vehicle ahead and if an analysis of the navigation data had shown that the course of the road, speed limits and terrain topography were suitable for the activation of coasting mode.

ADR sender, right G259 and ACC control unit J428 (master)

Reference

For detailed information about the system conﬁguration, the assistance functions, system operation, driver information and service operations for the ACC, refer to Self Study Programme633 "AudiQ7(type4M) Suspension".

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Left ADR sender G258 and ACC control unit 2 J850 (slave)

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Wheels and tyres

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Depending on engine type, size 16" and 17" wheels are standard equipment for the Audi A4 when it is launched. 16"to 18" wheels are optional. The range of tyres extends from 205/60R16 to 245/40R18.

Standard wheels

7.0Jx16 ET35 Lightweight forged wheel 205/60 R16

Winter wheels

The "Tire Mobility System" is standard equipment. A space saver spare wheel is optional. The car comes with a jack if ordered factory-ﬁtted with winter wheels and if equipped with a space saver wheel.

7.5J x 17 ET38 Lightweight forged wheel 225/50 R17

7.0Jx16 ET35 Lightweight forged wheel Suitable for snow chains 205/60 R16

7.5Jx18 ET39 Flow form cast wheel

Suitable for snow chains 225/45 R18

7.0Jx17 ET42 Cast wheel Suitable for snow chains 225/50 R17

8.0Jx18 ET40 Flow form cast wheel 245/40R18

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Optional wheels

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7.0Jx16 ET35 Cast wheel 205/60 R16

7.0J x 17 ET38 Cast wheel 225/50 R17

7.5J x 17 ET38 Cast wheel 225/50 R17

7.5J x 17 ET38 Flow form cast wheel Bicolor 225/50 R17

8.0Jx18 ET40 Flow form cast wheel 245/40R18

8.0Jx18 ET40 Flow form cast wheel Bicolor 245/40R18

7.5J x 17 ET38 Cast wheel 225/50 R17

8.0Jx18 ET40 Flow form cast wheel Bicolor 245/40 R18

8.0Jx18 ET40 Flow form cast wheel / Sline 245/40 R18

7.5J x 17 ET38 Cast wheel 225/50 R17

Low tyre pressure indicator

The second-generation low tyre pressure indicator (RKA+) is standard equipment for the Audi A4. In terms of design and function, operation and driver information as well as service and diagnosis functions, the system is identical to the systems already in use in other current Audi vehicles.

7.5J x 17 ET38 Cast wheel 225/50 R17

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Electrical system

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Installation locations of control units

Some of the control units shown in the overview are optional and/ or country-speciﬁc equipment. For reasons of clarity, not all control units ﬁtted in the vehicle can be shown here.

J428

J364

J1023

A27

Refer to the current service literature for details of control unit installation positions as well as instructions for installation and removal.

J794

J217J500

J685

E87

J844

R242

J387

E380

J245

J587

J623

A31 J104

J1018

J850

Key:

A27 Right LED headlight power module 1 A31 Left LED headlight power module 1

E87 Front air conditioner/Climatronic operating and display unit E265 Rear air conditioner/Climatronic operating and display unit E380 Multimedia system operating unit

J104 ABS control unit J136 Seat and steering column adjustment control unit with

memory

J217 Automatic gearbox control unit J234 Airbag control unit J245 Sliding sunroof control unit J285 Instrument panel control unit

J764

J898

J519

J285

J527

J792

J386

J345 Trailer detector control unit J364 Auxiliary heating control unit J386 Door control unit, driver side J387 Door control unit, pass. side J393 Central control unit for comfort/convenience system J428 ACC control unit J492 Four-wheel drive control unit J500 Power steering control unit J519 Electrical system control unit J521 Control unit for pass. seat adjustment with memory func-

tion

J525 Digital sound package control unit J527 Steering column electronics control unit J533 Data bus diagnostic interface

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J649

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J521

J927

R78

J769

J880

J492

J234

J136

J775

J648

J587 Selector lever sensors control unit J605 Rear hatch control unit J608 Control unit for special vehicles J623 Engine control unit J648 Control unit for rear left information display and

operating unit

J649 Control unit for rear right information display and

operating unit

J685 MMI display J764 Electrical steering column lock control unit J769 Audi lane assist control unit J770 Audi lane assist control unit 2 J772 Rear-view camera system control unit J775 Suspension control unit

E265

J926

J533

J605

J393

J525

J928

J608

J345

J770

J792 Control unit for active steering J794 Information electronics control unit 1 J844 Main beam assist control unit J850 ACC control unit 2 J880 Reducing agent metering system control unit J898 Control unit for windscreen projection (head-up display) J926 Door control unit, rear driver side J927 Door control unit, rear pass. side J928 Surround camera control unit J1018 Control unit for light control, left J1018 Control unit for light control, right

R78 TV tuner R242 Front camera for driver assistance systems

J772

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Topology

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The topology shows all control units with connectivity to the bus systems.

Door control unit, rear driver side J926

Door control unit, rear pass. side J927

Flap control control motors 1 –15

Driver side door control unit J386

Front pass. side door control unit J387

Seat and steering column adjustment control unit with memory function J136

Front air conditioner/Climatronic operating and display unit E87

Fresh air blower control unit J126

High pressure sender G65

Rear air conditioner/Climatronic operating and display unit E265

Electronic steering column lock control unit J764

For a detailed description of the control units and the electrical system, refer to Self Study Programme 646 "Vehicle Electrics and Electronics".

Humidity sender in fresh air intake duct G657

Air quality sensor G238

Diagnostic port

Front passenger seat adjustment control unit with memory J521

Special vehicle control unit J608

Sliding sunroof adjustment control unit J245

Rear hatch control unit J605

Heated windscreen control unit J505

Anti-theft alarm sensor G578

Trailer recognition control unit J345

Alarm horn H12

Data bus diagnostic interface J533

Seat back fan 1, front left V512

Seat cushion fan 1, front left V514

Seat back fan 1, front right V516

Seat cushion fan 1, front right V518

Electrical system control unit J519

Rear hatch opening control unit J938

Garage door operating unit E284

Garage door opener control unit J530

Automatic anti dazzle rear view mirror Y7

Roof electronics control unit J528

Interior light module

Light switch E1

Wiper motor control unit J400

Rain and light detector sensor G397

Humidity sensor G355

Interior light module

Central control unit for convenience system J393

Key:

Convenience CAN

Hybrid CAN

Extended CAN

Infotainment CAN

Diagnostics CAN

FlexRay

Modular Infotainment Platform (MIB) CAN

LIN bus

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Control unit for

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rear left information display and operating unit J648

Digital sound package control unit J525

TV tuner R78

Driver side volume control E67

Multimedia system key module E817

Battery monitor control unit J367

Multifunction steering wheel control unit J453

L/H control unit for light control J1018

R/H control unit for light control J1023

Alternator C

Front camera for driver assistance systems R242

ABS control unit J104

Control unit for rear right information display and operating unit J649

Multimedia system operating unit E380

MMI display J685

Selector lever sensors control unit J587

Engine control unit J623

Radiator louvre control motor V544

Information electronics control unit 1 J794

sender

control unit J583

sender

control unit 2 J881

Control unit in dash panel insert J285

Control unit for windscreen projection (head-up display) J898

Surround camera control unit J928

Rear-view camera system control unit J772

Reducing agent metering system control unit J880

Left LED headlight power module 1 A31

Right LED headlight power module1 A27

Operating unit 1 for drive and comfort/ convenience functions E791

Sub-bus systems

MOST bus

LVDS

FBAS

Power steering control unit J500

Suspension control unit J775

Steering column electronics control unit J527

ACC control unit J428

All-wheel drive control unit J492

Radiator louvre control motor 2 V550

Active steering control unit J792

Airbag control unit J234

ACC control unit 2 J850

Automatic gearbox control unit J217

Particulate sensor G784

Front left seat belt tensioner control unit J854

Front right seat belt tensioner control unit J855

Seat occupancy recognition control unit J706

Electrical pump2 for gearbox V553

Main beam assist control unit J844

Audi side assist control unit J769

Audi side assist control unit 2 J770

Auxiliary heating control unit J364

Remote control receiver for auxiliary heating R64

"OR" conﬁguration

Ethernet port for diagnose interface VAS6154

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Surround cameras

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Function

The surround cameras constitute a driver assist system which is designed to help the driver during manoeuvring and parking. A better overview of the immediate vicinity of the vehicle helps the driver detect obstacles or hazards outside the normal visible range. Thus, the system can help avoid collisions.

Available views

The views from the surround cameras are always displayed in splitscreen mode. The selected view is shown on the left-hand side of the MMI display and takes up about ⅔of the total display area. An image is displayed in portrait mode on the right-hand side. This is either the graphic of the OpticalParkingSystem(OPS) of the "overhead view" (bird's eye view) of the surround cameras.

The surround camera system comprises four wide-angle cameras which capture the entire area around the vehicle. The cameras are integrated in the radiator grille, in the rear hatch handle and in both door mirrors.

The driver can choose between six dierent views: a bird's eye view of the vehicle or images from individual cameras.

If the overhead view is already being shown on the left-hand side of the display, the graphic of the OpticalParkingSystem(OPS) is shown on the right-hand side.

The following six views are available to the customer:

Rear view –normal view

This view shows the area behind the vehicle. The image provided by the rear camera is solely used for this purpose. The orange-coloured lines show the projected trajectory of the vehicle as it continues to reverse. They are dependent on the actual steering angle and are designed to help the driver during reversing and parking. If the red line in the image hits an obstacle, the driver should stop reversing as there is a risk of collision.

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Rear view –trailer view

To couple a trailer to the vehicle, the driver can switch to what is known as "trailer view". A blue circular segment and an orangecoloured line are projected into the image. They help the driver position the vehicle so that a trailer can be coupled without a great deal of eort.

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Corner view, rear

This view represents a 180° panorama view of the area behind the vehicle and is identical to the image from the rear camera. The distortion of the wide-angle image in the control unit is eliminated from this view. This view is ideal for reverse parking in impaired visibility situations. It enables cross trac approaching from the side to be detected earlier and helps avoid a collision. The orangecoloured lines show the projected trajectory of the vehicle as it continues to travel forwards.

Front view

This view shows the area in front of the vehicle. The image provided by the front camera is the basis for this. The image components of the camera picture showing the front side area of the vehicle are, however, not shown in this view.

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Corner view, front

This view represents a 180° panorama view of the area in front of the vehicle and is identical to the image from the front camera. The distortion of the wide-angle image in the control unit is eliminated. This view helps, for example, when manoeuvring forwards out of a perpendicular parking space in an impaired visibility situation or when passing a narrow driveway exit. It enables cross trac approaching from the side to be detected earlier and helps avoid a collision.

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Overhead view

This view shows the immediate vicinity of the vehicle from the bird's eye perspective. This image is a composite of all 4 camera pictures. However, objects above the door mirrors at the side cannot be displayed. This is not possible because the side cameras are installed on the undersides of the door mirrors. The two red lines in front of the vehicle show the projected path ahead on the basis of the steering angle.

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Installation locations of components in the AudiA4(type8W)

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Installation location of surround cameras R243 – R246

Front surround camera

R243

L/H surround camera

R244

Rear surround camera

R246

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R/H surround camera

R245

Surround camera control unit J928

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Surround camera control unit J928

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System operation

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Switching on and o

The surround cameras are a useful complement to Audi's park assist systems. The system is able to show the entire area around the vehicle in the form of a bird's eye view. This allows obstacles to be recognised visually by the driver, in addition to the audible signals generated by the parking aid.

The following actions activate the surround camera display on the MMI screen:

• Engagement of reverse gear

• Pressing the parking aid button

The bird's eye view also covers the areas to the side of the vehicle which are beyond the range of the parking aid sensors.

For this reason, activation of the surround cameras is coupled to the activation and deactivation of the Audi parking aid.

The following actions deactivate the surround camera display:

• Travelling forwards at a speed of greater than 10 kph

• Pressing the parking aid button again

• Turning o the ignition

Selecting the desired view

The driver can select the desired view using the turn-push button on the MMI panel. The following option is available for this purpose at the edge of the MMI screen.

Corner view, rear

Rear view

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Overhead view

Front view

Corner view, front

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Implementation of the function in the vehicle

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The images provided by the four surround camerasR243–R246 are transmitted to the surround cameracontrol unit J928 via a shielded Ethernet connection. This connection transmits the

Front surround camera

R243

Left surround camera

R244

requested image via a shielded LVDS connection to the information electronics control unitJ794, which in turns sends the image via a shielded LVDS connection to the MMI displayJ685.

Terminal 30

Right surround camera

R245

Rear surround camera

R246

Ethernet -LVDS -LVDS -

VCC

Ground

Shield (ground)Shield (ground)Shield (ground)

Ethernet +

Surround camera control unit

J928

GroundGround

LVDS +LVDS +

Information electronics control unit 1

J794

VCC

Ethernet -

Ground

Modular Infotainment Platform CAN

Shield (ground)

Terminal 31

Infotainment CAN

Ethernet +

Ethernet -

Gateway

J533

VCC

Ethernet +

Ethernet -

Ground

VCC

Ground

Shield (ground)

Extended CAN

Convenience CAN

Shield (ground)

MMI display

J685

Electrical system control unit

(parking aid system)

J519

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Calibration tools VAS6350 and VAS721001

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There are currently two dierent generations of the Audi surround camera. The ﬁrst-generation surround camera is oered in models launched prior to the AudiQ7(type4M). The second-generation surround camera was introduced in the AudiQ7(type4M). It is also available in the AudiA4(type8W).

Depending on generation, two dierent special tools are needed to calibrate the surround camera.

• For the ﬁrst generation: special tools VAS6350 and VAS6350/6

• For the second generation: special tool VAS721001

Calibrating the second-generation surround camera

To calibrate the second-generation surround cameras, two socalled calibration mats (VAS721001) are rolled out at the sides of the vehicle. Both calibration mats are identical. After this, they are aligned with the vehicle as speciﬁed in the Workshop Manual. Finally, the calibration program is started on the diagnostic tester. It takes only a few seconds to successfully complete the calibration routine.

Calibrating the ﬁrst-generation surround camera

When calibrating the ﬁrst-generation surround cameras, each camera is calibrated individually. This means that the calibration tool has to be realigned for each camera. This process is much more time-consuming. First-generation surround cameras can only be calibrated using special tools VAS6350 and VAS6350/6.

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Each of the two calibration mats is approx.8m long. Due to the length and alignment of the calibration mats, each mat can be viewed simultaneously by 3 surround cameras. Depending on the side of the vehicle, these are the left or right side camera and the two front and rear cameras. Due to this fact, all four cameras can be calibrated simultaneously after aligning both calibration mats.

Reference

For information about other driver assistance systems in the Audi A4, refer to Self Study Programme635 "AudiQ7(type4M) Driver Assistance Systems".

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Infotainment

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The infotainment package for the AudiA4 (type8W) has been completely revised compared with the previous model. The AudiA4 is the ﬁrst Audi model to feature the second-generation MIB Scale.

Overview of versions

Three versions of the MMI are available for the Audi A4:

• MMI Radio plus

• MMI Navigation

• MMI Navigation plus

MMI Radio plus (I8E) MMI Radio plus (I8S) with

From a technical point of view, MMI Radio plus is identical to the second-generation MIB Standard. The MMIRadioplus with Connectivity Package and MMINavigation are based on the new MIBScale line. MMINavigationplus is a second-generation MIBHigh system.

7UH for countries without navigation map data

EL0 for markets without Audi connect

2x HFP (2mobile phones can be coupled via Hands-Free Proﬁle)

For markets in which no coupling box (external aeria connection for smartphone) is available.

The Audi connect data module will then become a fully ﬂedged telephone module mit SAP (SIM Access Proﬁle).

If digital radio (QV3) and TV tuner (QV1) are ordered together, the PRNR is QU1.

Auto SOS only (IW1) or Auto SOS and Service (IW3), depending on country

7.0“ TFT colour monitor with 800x480pixel resolution

Without navigation (7Q0) Pre-wiring for navigation unit (7UH) 3D SD navigation (7UG) 3D SSD navigation (7UG)

Basic operating unit Mid operating unit Mid operating unit MMI touch

5“ monochrome display in instrument cluster with driver information system (9S5)

AM/FM radio AM/FM radio AM/FM radio AM/FM radio

CD drive (MP3, WMA, AAC) CD drive (MP3, WMA, AAC) CD drive (MP3, WMA, AAC) DVD drive (audio/video)

1 SDXC card readers 2 SDXC card readers 2 SDXC card readers 2 SDXC card readers

AUX-in jack and 5V USB charging port (UE3) Audi music interface and Audi smartphone

Basic sound system (8RM) Basic sound system (8RM) Basic sound system (8RM) Basic sound system (8RM)

Bluetooth interface (9ZX) Bluetooth interface (9ZX) Bluetooth interface (9ZX) Bluetooth interface (9ZX)

Optional equipment

7“ display in instrument cluster with driver information system (9S7)

Audi music interface with 2 USB ports and AUX-In jack (UE7)

Audi phone box including wireless charging

(9ZE)

Audi phone box light (for wireless charging only) (9ZV)

3),4)

Audi sound system (9VD) Audi sound system (9VD) Audi sound system (9VD) Audi sound system (9VD)

Bang & Olufsen Sound System with 3D sound (9VS)

Digital radio DAB (QV3)

Reference

For further information about the infotainment system and Audiconnect, refer to Self Study Programme647 "AudiA4 (type8W) Infotainment and Audiconnect".

Audi Auto SOS & Audi connect vehicle-related services (IW3)

Prewiring for Rear Seat Entertainment (9WM) Prewiring for Rear Seat Entertainment (9WM) Prewiring for Rear Seat Entertainment (9WM) Prewiring for Rear Seat Entertainment (9WM)

Page 93

Connectivity Package (PNV)

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MMI Navigation (I8S) MMI Navigation plus (I8H)

7.0“ TFT colour monitor with 800x480pixel resolution

5“ monochrome display in instrument cluster with driver information system (9S5)

interface with 2 USB ports and AUX-In jack (UI2)

7“ display in instrument cluster with driver information system (9S7)

Audi phone box including wireless charging

(9ZE)

Audi phone box light (for wireless charging only) (9ZV)

3),4)

7.0“ TFT colour monitor with 800x480pixel resolution

5“ monochrome display in instrument cluster with driver information system (9S5)

8.3“ TFT colour monitor with 1024x480pixel resolution

)

7“ display in instrument cluster with driver information system (9S7)

Satellite radio for North America (Sirius) (QV3)

Jukebox (10GB)

AUX-in jack and 5V USB charging port (UE3) AUX-in jack and 5V USB charging port (UE3)

UMTS/LTE data module (EL32) UMTS/LTE data module (EL3)

including

Audi connect (IT1)

7“ display in instrument cluster with driver

Audi virtual cockpit (9S8)

information system (9S7)

Audi music interface and Audi smartphone interface with 2 USB ports and AUX-In jack (UI2)

Audi phone box including wireless charging

3),5)

(9ZE)

Audi phone box light (for wireless charging only) (9ZV)

3),4),5)

Audi music interface and Audi smartphone interface with 2USB ports and AUX-In socket (UI2)

Audi phone box and wireless charging

3),5)

(9ZE)

Audi phone box light (for wireless charging only) (9ZV)

3),4),5)

Bang & Olufsen Sound System with 3D sound (9VS)

Digital radio DAB (QV3)

Audi Auto SOS & Audi connect vehicle-related services (IW3)

Bang & Olufsen Sound System with 3D sound (9VS)

Digital radio DAB (QV3)

TV tuner (QV1)

Audi connect (IT1)

Audi Auto SOS & Audi connect vehicle-related services (IW3)

Bang & Olufsen Sound System with 3D sound (9VS)

Digital radio DAB (QV3)

TV tuner (QV1)

Audi Auto SOS & Audi connect vehicle-related services (IW3)

1Audi tablet (9WE)

2Audi tablet (9WF)

Page 94

Air conditioning

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Introduction

Single-zone automatic air conditioning is standard in the AudiA4 (type8W) and three-zone automatic air conditioning is optional. Both air conditioning systems have an ecient refrigerant circuit with an internal heat exchanger.

Operation

Technically, the front air conditioning/Climatronic display and control panel E87 of the 3-zone deluxe automatic air conditioning system is identical to the operating unit from the AudiQ7(type4M). The temperature displays are integrated in the

Single-zone automatic air conditioning

Both in fresh air mode and circulation mode, a combined activated carbon ﬁlter ﬁlters out the tiniest of ﬁne dust particles. The wide air outlet strip in the deluxe automatic air conditioning system allows indirect ventilation. It also increases the circulating air ﬂow.

rotary dials and the air conditioning system can be operated with just a few buttons and capacitive rocker switches. In the case of 3-zone deluxe automatic air conditioning, a separate control panel with a digital display is available for the rear cabin.

Auxiliary heating/ ventilation display

Cabin temperature sensor

3-zone deluxe automatic air conditioning

Cabin temperature sensor

Rear control panel

644_021

644_022

Seat heating, rear (optional)

644_023

Page 95

Air conditioners

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Control motors

The air conditioners in the AudiA4 (type8W) and the AudiQ7(type4M) are identical in design and dier only in speciﬁcation and in the number of installed control motors.

The air conditioners for the new AudiA4 have the following special features:

• If repair work is needed, the following components of the air conditioner can be removed and replaced without removing the dash panel:

• Control motors

• Heat exchanger

• Auxiliary heating heating element Z35 with auxiliary air

heater control unit J604

• Fresh air blower V2 with fresh air blower control unit J126

• Heater matrix

Left footwell vent temperature sender G261

Side vent control motor, right V300

Centre vent control motor, right V111

The control motors are all identical in design and are programmed by auto addressing.

If repair work is needed, the cables and plugs leading to the control motors and the cable connections to the temperature sensor must not be interchanged because the components could otherwise be incorrectly addressed.

Right temperature ﬂap control motor V159

Air intake box

Air conditioner

Right footwell vent temperature sender G262

Rear air distributor ﬂap control motor V427 Rear air quantity control motor V443

Fresh air blower

Footwell ﬂap control motor, right V109

Right footwell temperature ﬂap control motor V412

Fresh air inlet

Circulated air inlet

644_024

Fresh air blower V2 Fresh air blower control unit J126

Shaft cover of dust and pollen ﬁlter, in front pass. footwell

644_025

Page 96

Auxiliary heating

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Auxiliary heating is optional for the AudiA4. Auxiliary heating is a comfort equipment option which can be used to heat or ventilate the vehicle. As with the AudiQ7(type4M), the auxiliary heating can be switched on and programmed with the remote control and via the Auxiliary heating option in the MMI menu or, in the case of the 3-zone deluxe climate control system, via the front air conditioning/Climatronic display and control panel E87.

The auxiliary heating primarily heats the interior when in heating mode. The heater coolant shut-o valve N279 quickly warms the interior. In connection with the optional Audi connect operating system, the auxiliary heating of the AudiA4 can be conveniently operated and programmed with a smartphone app.

Steering wheel heating

The steering wheel rim can be heated electrically with the steering wheel heating button. The instrument cluster display indicates whether the steering wheel heating is on or o. Once activated, the steering wheel heating maintains a nearconstant temperature (the temperature is preset). The setting of the steering wheel heating is stored automatically and assigned to the ignition key in use.

Auxiliary heating with auxiliary heating control unit J364

Coolant shut-o valve N297

644_026

Activation

The steering wheel heating receives its electrical power from the

steering column electronics control unit J527. The information provided by the steering wheel heating button integrated in multifunction buttons on right in steering wheel E441 is transferred discretely to the multifunction steeering wheel control unit J453. This, in turn, transfers the data via LIN data bus to the data bus diagnostic interface J533. After that, the information is sent by FlexRay to the steering column electronics control unit J527.

Multifunction buttons on right in steering wheel E441

Discrete cable

Multifunction steering wheel control unit J453

LIN bus

Data bus diagnostic interface J533

FlexRay

Steering column electronics control unit J527

644_028

Steering wheel heating button, integrated in multifunction buttons on right in steering wheel E441

Heated steering wheel Z36

Discrete cable

644_029

Page 97

Service

Ξ Contents

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Inspection and maintenance

The following service intervals are displayed: • Oil change service

• Mileage-based service events

• Time-based service events

Example of a service interval display in the Audi virtual cockpit

Servicing & checks Service intervals

Flexible service event

Mileage-based service event

Reset oil change interval

In new vehicles, the next oil change due ﬁeld (ﬂexible servicing event) is initially blank.

This interval has to be computed from the driving proﬁle and engine load and is not displayed until about 500 km have been covered.

Changing the oil According to service interval display, between 15,000 km/1 year and

Inspection 30,000 km /

Pollen lter change interval 60,000 km /

Air lter change interval 90,000km 90,000 km 90,000 km 90,000 km

Next oil change in

-- km / -- days

Next inspection in

30,000 km / 730 days

644_014

The value displayed in the mileage-based servicing events ﬁeld is now 30,000 km for new vehicles and is decremented in increments of 100 km. The value in the ﬁeld for the time-based servicing events is now 730 days (2 years) for new vehicles and is updated on a daily basis (upwards of a total mileage of about 500 km).

1.4l TFSI 2.0l TFSI 2.0l TDI 3.0l V6 MPI

30,000km / 2years depending on driving style and conditions of use.

2years

30,000 km / 2years

60,000 km / 2years

30,000 km / 2years

60,000 km / 2years

Time-based service event

30,000 km / 2years

60,000 km / 2years

Brake uid change interval Change after

3, 5, ... years

Spark plug change interval 60,000 km /

6years

Fuel lter change interval – – 90,000km 90,000km

Timing gear 210,000km

Timing belt

Gear oil change interval

Stronic

Note

The speciﬁcations in the current service literature generally apply.

Change after 3, 5, ... years

60,000 km / 6years

Chain (lifetime) 210,000km

60,000km

Change after 3, 5, ... years

– –

Timing belt

Change after 3, 5, ... years

Chain (lifetime)

Page 98

Overview of maintenance intervals for vehicles in the USA

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The Audi A4 is subject to ﬁxed inspection and maintenance intervals in the USA.

USA

Oil change serviceOil change service

10,000miles / 1 year

Inspection with oil changeInspection with oil change

20,000miles / 2 years

Oil change serviceOil change service

30,000miles / 3 years

Overview of maintenance intervals for vehicles in Canada

The Audi A4 is subject to ﬁxed inspection and maintenance intervals in Canada.

Canada

Inspection with oil changeInspection with oil change

40,000miles / 4 years

Oil change serviceOil change service

50,000miles / 5 years

644_034a

15,000 km / 1 year

30,000 km / 2 years

45,000 km / 3 years

Overview of maintenance intervals for cars in China

The Audi A4 is subject to ﬁxed inspection and maintenance intervals in the China.

China

Inspection with oil change

60,000 km / 4 years

Inspection with oil change

75,000 km / 5 years

644_034b

Inspection with oil change

10,000 km / 365 days later

20,000 km / 365 days later

30,000 km / 365 days later

40,000 km / 365 days later

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Page 99

Self study programmes

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Ξ Contents

For more information about the technology of the AudiA4, please refer to the following self study programmes.

SSP608 Audi 1.6land 2.0l 4-cylinder TDI engines

Order number: A12.5S00.92.20

SSP645 Audi 2.0l TFSI engines of EA888 series

Order number: A15.5S01.32.20

SSP 616 Audi 1.2l and 1.4l TFSI engines of the EA211 series

Order number: A12.5S01.00.20

SSP646 Audi A4 (type 8W) Vehicle electrics and electronics

Order number: A15.5S01.31.20

SSP647 Audi A4 (type 8W) Infotainment and Audi connect

Order number: A15.5S01.29.20

Page 100

Audi Vorsprung durch Technik

644

AUDI AG

I/VK-35 [email protected]

AUDI AG

D-85045 Ingolstadt Technical status 07/15

Printed in Germany A15.5S01.28.20