Running gear
Dampers
The Audi A6 Avant ´05 with aas also has
continuously adjustable rebound and compression
damping characteristics.
The front and rear axle dampers differ in respect of
their design from the dampers on the A8. The
electrically activated damping valve is located on
the exterior of the damper tube.
For this reason, and also because the dampers for
the A8 and A6 are sourced from different systems
suppliers, we refer to the suspension system on the
A6 as a Continuously Controlled Electronic
Suspension (CES) system.
Damping valve
344_017
Separation of the rear axle springs and
dampers
The a dvantages of this configuration are an
optimised through-loading width and low boot
floor. A boot protects the complete air spring
against ingress of dirt. Due to the size of the air
springs, no additional air volume is required, which
is the case with the A8 D3. The boot can be replaced
by a service workshop.
A new aluminium trapezoidal link was developed for
the aas.
New aluminium trapezoidal link
344_014
16
Air supply unit and solenoid valve block
The a ir supply unit and the solenoid valve block are
identical in design and function to those of the
allroad quattro and A8.
Both units are now mounted on a common bracket.
Air supply unit
Solenoid valve block
Mounting bracket
344_007
17
Running gear
Ride heights
The modes implemented in the Audi A6 Avant ´05 are the same as in the A8. However, the ride heights are
different. The following conditions apply to the aas in the Audi A6 Avant ´05:
In "dynamic" mode, the car's ride height is lowered permanently by 15 mm compared to "automatic" mode.
When the "lift" mode is selected, the car body is raised by 15 mm compared to "automatic" mode.
The lowering of the suspension by 15 mm at motorway speeds in "automatic" mode is also implemented in
the Audi A6 Avant ´05. In the A6, there is no further reduction in ride height in "dynamic" mode, which is the
case in the A8.
The same conditions as on the A8 must be met in order to select and quit the various modes.
Reference
For further information, please refer
to the current operating instructions
and SSP 292.
aas modes in the Audi A6 Avant ´05
+15 mm
0 mm
"lift"
"comfort"
"dynamic"
"automatic"
-15 mm
0
18
kph100 120
344_032
System failure response
If the electrical damping valve is deenergised in
case of failure, a default damping force
characteristic takes effect. In this case, the damper
works like a conventional (non-controlled) damper.
Damper set-up
Damping valve deenergised
0
Rebound damping
Damping force (N)
aas with MMI Basic
The a as system is available in the Audi A6 Avant ´05
in combination with MMI and also, alternatively, in
combination with MMI Basic .
Speed m/s
Compression damping
2
344_020
344_027
19
Running gear
New special tools
The following new special tools are used for aas in
the Audi A6 Avant ‘05:
T 40082/1-6 spring blocker for air springs
Due to the modified installation dimensions, the
spring blockers used for the A8 are unsuitable for
the A6. The advantage of using spring blockers on
the A6 front axle is that subsequent replacement of
the upper transverse rods is no longer needed.
T 40081 ramp
When the system is fully vented , the suspension
will be so low that, in case of unfavourable
dimensional tolerances, a car jack cannot be used.
In such case, the vehicle is driven up onto the 8 cm
high ramps. A car jack or an auto-hoist can then be
used.
A new test adapter with the type designation
VAS 1598/53 is used for the air spring control unit.
344_018
344_016
20
adaptive cruise control (acc)
A new generation of the acc is used in the
Audi A6 Avant `05. This acc incorporates the
following modifications:
the exterior dimensions and weight of the acc unit
(sender and control unit) were substantially
Sensor / control unit in the A8 Sensor / control unit in the A6
reduced.
344_015
The number of radar transceivers integrated into the sender was increased from three to four.
As a result, it was possible to increase the beam angle from 8 degrees to 16 degrees. By increasing the range
of the sensor, objects in the path of the vehicle can be detected earlier. The maximum range of the object
detector was increased to 180 metres from 150 metres. The acc functionality was significantly improved with
regard to lane-changing and winding country roads.
180 m
344_033
21
Running gear
A heater was integrated into the bumper insert in front of the sender. It effectively prevents the build-up of
snow or ice on the surface of the bumper in front of the sender in wintry road conditions. As a result, higher
system availability is assured.
The heater is powered by the adaptive cruise control unit.
The heater is switched on and off in dependence on the ambient temperature.
The dynamic response of the vehicle in acc mode
under acceleration and under braking can now be
adapted to suit the driver's preferences by selecting
a driving program in addition to the distance setting
function. Three different driving modes can be
activated with the MMI (for detailed information,
refer to the current operating instructions).
Rough adjustment is no longer required for setting
the sender in the service workshop.
Car
adaptive cruise control
Gong volume medium
Driving mode
comfort
344_021
344_058
22
ESP
The Bosch 8.0 ESP system previously featured in the A6 saloon will also be used in the Audi A6 Avant
`05.Several new functions will be implemented for use of the Bosch 8.0 ESP system in the Audi A6 Avant ´05.
To implement these auxiliary functions, the processing power of the ESP control unit was enhanced by
increasing the clock frequency to 60 MHz from 48 MHz. The new control unit will also be rolled out at the same
time in the A6 saloon.
Modified hydraulic brake assistant control for vehicles with acc
When the vehicle is travelling, acc continuously monitors objects in front of the vehicle within the range of the
radar sensor. The object detection function remains active even after the acc function has been deactivated by
the driver. The system has the capability to assess the "hazard potential" of a traffic situation. It does so by
evaluating a variety of parameters, including the number, position and speed of objects detected, the
distance to the objects detected, own vehicle speed etc.If a "potential hazard" is identified, the brake system is
prefilled and the cut-in threshold of the brake assistant is reduced.
Automatic activation of the hazard warning light system
If the brakes are applied hard, the hazard warning
light system is activated automatically to alert
traffic following on behind. On vehicles with the
Highline trim, the surfaces of the brake lights are
also enlarged, depending on the country
specification.
344_040
Extended understeer correction
When a vehicle is understeering, it can be stabilised by braking the wheels on the inside of the corner.
However, if the cornering speed of the vehicle is too high to achieve the required curve radius, this action
alone will not be sufficient. In such case, all four wheels are braked and engine torque is simultaneously
reduced. A slightly higher brake pressure is applied to the inside rear wheel. In this way, the road speed of the
vehicle is reduced and the vehicle is stabilised.
23
Running gear
Automatic stabilisation of the car-trailer combination
Slight swinging movements of a trailer can amplify
in such a way as to cause a critical driving situation.
This situation usually occurs at road speeds
between 75 and 120 kph.
If the trailer begins to swing when the vehicle is
travelling at a speed above the critical threshold, the
oscillation amplitude of the trailer will progressively
increase. The only way to reduce the swinging of the
trailer is to reduce speed to below the critical
threshold.
The swinging movements also excite periodic
oscillation of the towing vehicle about its vertical
axis. These yaw movements are monitored by the
yaw rate sender and evaluated by the ESP control
unit. If defined limits are exceeded, the ESP control
unit instructs the engine control unit to reduce
torque in order to slow the vehicle down. If this
action is insufficient, all four wheels are braked
simultaneously by the ESP control unit.
344_038
Enhanced acc braking comfort
On vehicles with acc, two additional pressure
sensors are installed in the lines between the ESP
unit and the front-axle brake calipers. The previous
method, whereby the actual brake pressure was
calculated in the control unit, is less accurate than
the direct measurement method, particularly at low
brake pressures. Using the data supplied by the
pressure sensors , ESP can control the build-up of
brake pressure more precisely. This results in
shorter reaction times, and braking becomes more
comfortable.
Brake pressure sensor
344_041
24
Notes
25
Electrical systems
Bus topology
In comparison with the A6 saloon, the bus topology
was extended only to include the tailgate control
units in the convenience CAN bus. The tailgate
control unit is explained in detail from page 32.
Control unit with display
in dash panel insert
NOx sensor
J583
Yaw rat e s e nd e r
G202
Engine electronics 1
J623
ABS with EDL
J104
J285
Front passenger door
Park a ssist
J446
Driver door control
unit
J386
control unit
J387
Diagnosis connection
T16
Distance control
Databus diagnosis
interface
J533
Energy
management
system
J644
Additional heater
control unit
J364
J428
Seat occupied
recognition control
unit
J706
Powe r out put mo dule
for left headlight
J667
Powe r out put mo dule
for right headlight
J668
Airbag
J234
Automatic gearbox
control unit
J217
Headlight range
control, control unit
J431
Electric park and
handbrake control
unit
J540
Adaptive suspension
control unit
J197
Wheel angle sender
G85
Rear left door control
unit
J388
Rear right door
control unit
J389
Seat and steering
column adjustment
control unit with
memory
J136
Seat adjustment
control unit with
memory, front
passenger
J521
Tra iler detector
control unit
J345
Steering column
electronics control
unit
J527
Ta ilgate control unit
J605
Onboard power
supply 2
J520
Entry and start
authorisation control
unit
J518
Onboard power
supply
J519
Convenience system
central control unit
J393
Climatronic control
unit
J255
Multi-function
steering wheel
control unit
J453
26
Tyre pressure
monitor control unit
J502
Te le p ho n e
transmitter and
receiver unit
R36
Front information
control unit
J523
CD changer
R41
Digital sound
package control unit
J525
Tele ph one /
telematics
control unit
Radio module
R
J526
Navigation system
with CD drive
control unit
J401
TV tuner
R78
Language input
control unit
J507
Te le p ho n e handset
R37
Ta ilgate control
unit 2
J605
Entry and start
authorisation switch
E415
Wiper motor
control unit
J400
Interior monitoring
sensor
G273
Fresh air blower
control unit
J126
Tra ns mi tt er unit,
front left
G431
Antenna reader unit for
entry authorisation for
keyless entry system
J723
Rain and light
detector sensor
G397
Alarm horn
H12
Refrigerant pressure/
temperature sender
G395
Tra nsm i tt e r u n it ,
front right
G432
Tra ns mi tt er unit,
rear l eft
G433
Tra ns mi tt er unit,
rear right
G434
bus
Rear antenna
MOST bus
Instrument cluster CAN bus
Diagnosis CAN bus
Power train CAN bus
Convenience CAN bus
Adaptive cruise control CAN
LIN bus
Various subbus systems
Wireless transmission
- Bluetooth signal
R96
344_009
27
Electrical systems
Immobiliser in automatic gearbox
In the Audi A6 Avant '05, the automatic gearbox was
integrated into the immobiliser. This is the case with
both 6-speed automatic gearbox 09L and
multitronic gearbox 01J. With model year '06 or
later, the automatic gearboxes in the A6 saloon and
in the A8 will also have an immobiliser function.
These gearboxes have a control unit which is
integrated into the gearbox (mechatronics). The
relatively sophisticated, and hence secure,
installation location serves as a deterrent to parts
theft. Because engagement for power transmission
is dependent on the gearbox control unit, this
immobiliser offers good protection against vehicle
theft.
Immobiliser topology
The immobiliser still has the type designation
"Immobiliser 4", because it uses the same
technology as in the A8 '03.
Legend
E415 Entry and start authorisation switch
J217 Automatic gearbox control unit
J518 Entry and start authorisation control unit
J533 Databus diagnosis interface
J623 Engine control unit
J518 E415
J533
Component which is not integrated into the
immobiliser
Component which is integrated into the
immobiliser
Master control unit
PC / mainframe
J623
J217
344_013
28
Matching
The procedure for matching the gearbox control
unit is similar to the procedure for matching the
engine control unit.
Furthermore, the gearbox is able to accept a new
identity. If a key is stolen and the complete key set is
replaced, all control units integrated into the
immobiliser can assume a new identity.
Response to non-matched control unit
If only the gearbox control unit is not matched, can
the engine can be started in the usual fashion. The
gearbox control unit detects the missing or false
immobiliser information. This is indicated to the
driver by an inverted selector lever position
indicator on the centre display of the dash panel
insert. If a new control unit is used, the vehicle can
be operated in an emergency mode with a
maximum speed of approx. 20 kph, provided that
the control unit has not previously been matched to
any other vehicle.
The immobiliser still has the type designation
"Immobiliser 4", because it uses the same
technology as in the A8 '03.
If the control unit has already been installed in
another vehicle, emergency operation will not be
possible. The selector lever can be engaged by the
driver. However, the control unit will prevent tractive
power from flowing to the output shaft. As with
other immobiliser components, it is only possible to
match such a control unit in a vehicle of the same
model, i.e. a gearbox which has already been
matched to an A8 cannot be matched to an A6.
Gearbox modifications
multitronic
The 01J gearbox has no mechanical emergency
running mode. The modifications to the immobiliser
relate only to the software and certain electronic
components in the gearbox control unit.
6-speed automatic gearbox
In the case of the 09L and 09E gearboxes, the
hydraulic control unit was modified in addition to
the software and the hardware so that there is no
power transmission when deenergised. To achieve
this, the characteristics of several electric pressure
control valves have been inverted.
325_071
325_051
29
Infotainment
Overview of the infotainment systems
MMI basic MMI basic plus
Standard equipment
Display Monochrome 6.5" screen Monochrome 6.5" screen
Control panel 4-key control panel 4-key control panel
Operating and display unit
control unit
Amplifier Integrated into the operating and display
Radio Radio with diversity radio antenna,
CD drive Integrated into the operating and display
Navigation _ _
Optional
CD changer CD changer in the glove compartment CD changer in the glove compartment
Mobile phone preparation Bluetooth mobile phone preparation
BOSE amplifier _ BOSE 6000 amplifier with
Navigation _ _
In the glove compartment
– incl. radio module
– incl. audio single CD drive
– incl. 2x20W amplifier
for 4 loudspeakers, front
unit control unit
integrated into the operating and display
unit control unit
unit control unit
integrated into the centre armrest
incl. 8-key control panel
In the glove compartment
– incl. radio module
– incl. audio single CD drive
DSP sound system with 160 W total power
output in the luggage compartment, rear left,
for 10 loudspeakers
Radio with diversity radio antenna and TP
memory function, integrated into the
operating and display unit control unit.
On the 4-key control panel, the TP memory
function can be selected via the radio set-up.
Integrated into the operating and display
unit control unit
Bluetooth mobile phone preparation
integrated into the centre armrest
incl. 8-key control panel
– BOSE Audi-Pilot
– 8-channel amplifier with 270 W total
power output
– 13 loudspeakers
Perm anently installed
telephone
Voice control system _ _
TV reception _ _
30
_ _
MMI basic plus with CD navigation system MMI
Monochrome 6.5" screen 7" colour screen
8-key control panel 8-key control panel
In the glove compartment
– incl. radio module
– incl. navigation module
– incl. single CD drive for navigation or audio
CD
DSP sound system with 160 W total power
output in the luggage compartment rear left
for 10 loudspeakers
Radio with diversity radio antenna and TP
memory function, integrated into the
operating and display unit control unit
CD changer in the glove compartment CD changer in the glove compartment
CD navigation system integrated into the
operating and display unit control unit
_ 2. CD changer in the glove compartment
Bluetooth mobile phone preparation
integrated into the centre armrest
BOSE 6000 amplifier with
– BOSE Audi-Pilot
– 8-channel amplifier with 270 W total
power output
– 13 loudspeakers
_ DVD navigation system in the luggage
_ Perm anently installed telephone incl.
_ Voice control system in the K-box
_ Analog TV receiver
In the dash panel
DSP sound system with 160W total power
output in the luggage compartment rear left
for 10 loudspeakers
Radio with dual tuner, diversity radio
antenna and TP memory function,
in the luggage compartment, rear left
_
Bluetooth mobile phone preparation
integrated into the centre armrest
BOSE 6000 amplifier with
– BOSE Audi-Pilot
– 8-channel amplifier with 270 W total
power output
– 13 loudspeakers
compartment, rear left
cordless handset
Analog TV receiver and digital TV receiver
31
Convenience electronics
Tailgate drive control units J605 and J756
Introduction
For increased user convenience, an automatic
tailgate is optional in the new Audi A6 Avant ´05. The
automatic opening and closing function is
implemented by two electric motors mounted on
the tailgate hinges. Each electric motor has a stepup gear, a magnetic coupling, measuring sensors
and an electronic control unit. The tailgate drive on
the driver side (left-hand side) is the system master;
it is connected to the convenience CAN bus. The
tailgate drive on the front passenger side is the
slave.
Ta il ga t e control
unit
-masterJ605
Ta ilgate control unit
-slaveJ756
344_034
Automatic opening
Opening of the automatic tailgate can be initiated
by pressing the centre button on the remote control
key, or by pulling the release button on the driver's
door, or by pressing the handle on the tailgate. The
opening cycle can be interrupted by repeating the
initiating operation. Pressing again the centre
button on the remote control key or the tailgate
release button in the driver's door continues the
interrupted opening cycle.
Tail ga te r e lease button in the driver door
344_043
32
Saving the limit position of the tailgate
If the tailgate was stopped in an intermediate
position, this position can be saved as a future end
position. To do this, the "close" button on the
tailgate must be pressed for at least 5 s. Please note
that this function is only available as of a minimum
opening angle of 45 degrees.
"Close" button in the tailgate
344_045
Automatic closing
For safety reasons, automatic closing can only be initiated with the tailgate "close" button or with the tailgate
handle. Automatic closing can also be interrupted by repeating either operation.
Pressing the "close" button or the tailgate handle again would, however, not continue the closing cycle, but
would initiate an opening cycle.
The magnetic coupling
The torque generated by the electric motor to open
and close the tailgate is transmitted via a magnetic
coupling. The magnetic coupling consists of a
permanent magnet and a solenoid. When the
tailgate is opening, the magnetic effect of the
permanent magnet is intensified by the solenoid so
that a sufficiently high torque can be transmitted
from the electric motor.
The permanent magnet alone can hold the tailgate
in an open position against its weight and against
the pressure of the gas-filled spring. When the
tailgate is opened or closed manually, the solenoid
produces a magnetic field which neutralises the
magnetic effect of the permanent magnet.
The magnetic coupling is open and the tailgate can
move freely.
344_031
33
Convenience electronics
Manual tailgate operation
When the tailgate is moved manually from a
stopped intermediate position, the deenergised
holding torque is overcome and the "Manual" mode
is activated. This manual movement is detected by
means of Hall sensors, whereupon the control units
energise the couplings in the "freewheel" direction.
When movement stops, the couplings is
deenergised after approximately one second and
the tailgate holds its position automatically.
Magnetic coupling
Torq u e b ar
A second possible way to operate the tailgate
manually is to open the closed tailgate by means of
the tailgate handle button. The couplings will then
also be energised in the "freewheel" direction. This
state is maintained for approximately 0.5 seconds
after releasing the handle button. If no manual
operation is detected during this phase, the
couplings will again be energised in the "open"
direction and the tailgate will open automatically.
Control unit
Electric motor
Drive lever
Speed control
The torque needed to open and close the tailgate is
dependent upon several factors, such as the
momentary vehicle position, ambient temperature
and momentary tailgate position. For this reason, a
speed regulator was implemented in the control
unit; it adjusts the momentary motor speed to a
default speed characteristic. Motor speed is
controlled via a high-frequency PWM signal which
controls the motor current.
2nd gear
344_042
34
Sensors
Road speed is monitored by a Hall sensor on the left
tailgate drive. The right tailgate drive also has a Hall
sensor which detects when "manual" mode is
required. An additional three small Hall sensors on
the left-hand side monitor the direction of
movement of the tailgate and the current tailgate
position. The Hall sensors are also used for antipinch protection.
This is implemented by a speed/distance detection
system. If an obstruction detected, the drive will
stop. If an obstruction is detected during a closing
cycle, the tailgate is reopened approx. 4 degrees.
Hall sensor PCB for the detecting the direction of movement of
the tailgate and the tailgate position
Tra nsport mode and standby current management
When transport mode is activated, the tailgate
control unit is activated, too. In this condition, the
tailgate must be operated manually. The electric
motors are deactivated and only manual operation
is possible. The same applies to standby current
management from power-off stage 2.
344_053
Deactivating the electrical tailgate drive
The following system faults will cause the electric
tailgate drive to be deactivated:·
–No CAN communication with driver door control
unit J386
–No CAN communication with convenience
system central control unit J393
–No CAN communication with entry and start
authorisation control unit J518
–Components protection in convenience system
central control unit J393 active
–The tailgate power latching system does not
start up when the tailgate is open or the startedup power latching system provides no feedback
to the convenience system central control unit
J393
35
Convenience electronics
System overview - Tailgate control unit
Tail ga te r elease button
in driver door
Ta ilgate closing button
in tailgate
Driver door
control unit
J386
Data bus diagnostic
interface
J533
Ta il g at e control unit,
driver side
J605
Convenience CAN bus
Discrete communication
wire
Wake-up line
Convenience system
central control unit
J393
Entry and start
authorisation
control unit
J518
Ta il g at e control unit,
front passenger side
J756
Rear right power latching
motor
Softtouch
handle in
tailgate
CLS antenna
Powe rtra in
CAN bus
ABS with EDL
J104
Powe r ma nagement
system
J644
Tra i le r de tector
control unit
J345
344_037
● The tailgate control unit J605 receives the vehicle speed signal from the ABS with EDL control unit J104.
For safety reasons, automatic tailgate opening and closing are deactivated at a vehicle speed of 3 kph.
● If the tailgate control unit J605 receives from the trailer detector control unit the information "trailer
detected", the automatic tailgate operation will also be deactivated for safety reasons.
36
Softtouch
in the tailgate
Convenience system central control unit
Ta il g at e lock
Interior tailgate
relea se
J393
Powe r latching
system
Convenience CAN bus
Ta ilgate control unit
- master -
Sensors
Ter mi na l 30
J605
Tail ga te c ontrol unit
- slave -
Sensors
Term in al 3 0
J756
Magnetic coupling
Magnetic coupling
344_036
● The tailgate control unit master J605 communicates with the tailgate control unit slave J756 via a single-
wire bus specified by systems supplier Valeo (no LIN bus).
● Via the wake-up line, the tailgate control unit master J605 can wake up the tailgate control unit slave J756.
This is the case if the convenience CAN bus is reactivated in Sleep Mode, or if the interior tailgate release is
operated while the convenience CAN bus is in Sleep Mode. The slave tailgate control unit wakes up the
master control unit J605 if manual operation of the tailgate is detected .
● The function block of the rear right power latching motor shows two sensors. They have the task of
monitoring the two end positions of the power latching system and informing the convenience system
central control unit when they are reached.
37
Convenience electronics
Slave start connectors in the engine bay
To make the A 6 more service-friendly, slave start
connectors are installed in the engine bay of the
Audi A6 Avant '05 and the A6 saloon from model
year '06.
Here, the slave start connectors are much more
readily accessible than in the luggage
compartment. The slave start connectors are
located above the right-hand suspension strut
tower. The positive pole is concealed below a red
plastic cover. The slave start connector was deleted
from the luggage compartment.
344_023
The a dvantage of locating the slave start connector
in the engine bay is that the charger cannot be
directly terminated to the battery by mistake. In the
event that a charger is terminated directly to the
battery, the energy management control unit J644
not know if the battery is charged, and, in some
situations, may activate power-off stages even in
case of a charged battery. This will ultimately cause
loads to be shut down unnecessarily.
344_024
38
Self-study programmes on the Audi A6 Avant
SSP 323 Audi A6 ´05
–Introduction to the vehicle
–Body engineering
–Occupant protection
–Air conditioning
Order number: A04.5S00.06.20
323_057
SSP 324 Audi A6 ´05 Running Gear
–Front axle technology
–Rear axle technology
–Steering system
–ESP
–Electromechanical Parki ng Brake EPB
323_058
Order number: A04.5S00.07.20
SSP 325 Audi A6 ´05 Engines and
Tra ns missions
–3.0 V6 TDI Common Rail
–3.2 V6 FSI
–Manual transmissions 01X, 02X, 0A3
–6-step automatic transmission 09L
–Multitronic 01J
Order number: A04.5S00.08.20
323_059
SSP 326 Audi A6 ´05 Electrical Systems
323_056
–Networking
–Bus topologies
–Convenience electronics
–Infotainment
Order number: A04.5S00.09.20
Vorsprung durch Technik www.audi.de
344
All rights reserved.
Te chnical specifications
subject to change without
notice.
Copyright
AUDI AG
I/VK-35
Service.training@audi.de
Fax +49-8 41/89-36367
AUDI AG
D-85045 Ingolstadt
Te chnical status: 02/05
Prin ted in Germany
A05.5S00.13.20
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