Audi TT 1998 User Manual

Page 1
Service.
The Audi TT Coupé
Design and Function
For internal use only.
Self-Study Programme 207
Page 2
The plant – the plants
The model series Audi A4 and Audi A3 are produced in Ingolstadt. A separate production line has been set up for the body in white of the Audi TT Coupé. The head office of Technical Development is also located in Ingol­stadt.
Special trucks were developed for transferring the body­shells to Györ for final assembly.
High-tech from Györ
Qualified specialists and a good infrastructure are key factors for the Audi production shop in Györ. Audi has been manufacturing four-cylinder 5V, V6 and V8 engines here since 1997. Final assembly of the TT has also been taking place here since 1998.
Axle and steering geometry measurement
Watertightness test
100% reliability is ensured through a series of systema­tic checks integrated in the production process.
Functional tests are an integral part of the production process
Mounted parts are tested for accuracy of fit, build quality and functionality after each stage of assembly.
Quality that is measurable
Electrical function test
Exhaust emission test and optimal setup
2
After final assembly, extensive tests and adjustments are carried out on every single Audi.
Roller dynamometer
Acoustic test bench
Page 3
A brief introduction to the TT . . . . . . . . . . . . . . . . . . . . 4
Design needs no explanation Vehicle dimensions Vehicle identification Environmentally-friendly production
Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Special features
Vehicle safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Occupant protection Fuel cut-off
Drive units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Engine and gearbox combinations
1.8-ltr. 132 kW 5V turbocharged engine AJQ
1.8-ltr. 165 kW 5V turbocharged engine APX
Contents
Page
Subsystems of the Motronic . . . . . . . . . . . . . . . . . . . 37
Lambda control in the EUIII Torque-oriented engine management Accelerator position sender Electrically-activated throttle valve
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Power transmission . . . . . . . . . . . . . . . . . . . . . . . . . . 48
5-speed manual gearbox 6-speed manual gearbox Haldex viscous coupling
Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Steering Front axle Rear axle Brake system
Electrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Vehicle electrical system Interior monitoring Immobiliser Sound system
Heating/air conditioning system . . . . . . . . . . . . . . . . 76
Overview Expansion valve
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Flexible service interval indicator Oil level sensor Specifications Special tools
The Self-Study Programme provides you with information regarding design and function.
The Self-Study Programme is not a Workshop Manual.
Please refer to the Service Literature for all the relevant maintenance and repair instructions.
New. Important.
Note.
3
Page 4
A brief introduction to the TT
Design needs no explanation
The name alone suggests that this is an Audi with a difference. The Audi TT was named after the legendary Tourist Trophy race on the Isle of Man - the only one of its kind in the world. The Audi TT is equally as unique as its legen­dary namesake.
Engines
As befits a sports car, the Audi TT is powered by a four-cylinder 5-valve turbocharged engine developing 180 bhp with a sports gearbox in the front-wheel drive and quattro versions. A four-cylinder 5-valve turbocharged engine developing 225 bhp is available for the quattro version.
The interior styling matches the exterior per­fectly - a fact reflected in the features of the dash panel, the styling of the instruments, the air nozzles and controls. The styling of some parts has also been influ­enced by the use of aluminium.
Running gear
The running gear also underscores Audi’s total commitment to the sports car concept. The front axle kinematics were revised with regard to steering quality and response. This, in combination with the Audi TT’s sporty, stiff suspension tuning, ensures excellent handling and a high standard of driving safety.
4
The basic version is equipped with 16-inch wheels shod with size 205/55 R 16 tyres. A 17-inch suspension is standard with the quattro and available as optional equipment for all other engine variants.
Page 5
There is no doubt that the real highlight of the Audi TT is its emotive design, both on the exterior and in the interior. The engineers at Audi had an ambitious development goal: to meet all functional and quality standards as well as the latest statutory requirements and Audi’s high standards of safety without com­promising the design concept and while retai­ning the car’s full viability for everyday use.
SSP207/1
Safety
Safety is paramount: That’s why the TT is equipped with front air­bags for the driver and front passenger. The TT already complies with the new Euro­pean safety laws which will come into effect in the year 2003 as well as the tougher require­ments according to the US Head Impact Pro­tection Act.
Quattro power train
The TT will feature a new generation of Audi technology and the new Haldex viscous cou­pling, further emphasising the vehicle’s sporty character.
Design
We at Audi firmly believe that the most important thing about designing is that actions speak louder than words. Suffice to say, a good design speaks for itself. The TT has a “wheel-hugging” design, that is to say the entire body is styled around the wheels. That also goes for the front and rear bulges as well as the roof and window lines and the low-slung passenger cabin.
5
Page 6
A brief introduction to the TT
Vehicle dimensions
1354
1525 1764
The “+ and –“ dimensions are refe­rence values compared to the Audi A3
Length: –111 mm Width: +45 mm Height: –69 mm
876
4041
1507 (quattro 1503)
1856
Track width Front: +12 mm Rear: +12 mm
+ 8 mm quattro
Wheelbase: –93 mm
–85 mm quattro
9
5
9
8
2
8
762
7462419 (quattro 2427)
(quattro 738)
1209
950
1412
1221
900
6
Page 7
Vehicle identification
AUDI HUNGARIA MOTOR KFT
TRUZZZ8NZX1000301
1765 kg
kg 1 - 1015 kg 2 - 850 kg
Typ 8N
1
1000
2111008
TRUZZZ8NZX1000301
*
Key of manufacturing plants within the Group
World manu-
facturing code
*
Part describing vehicle Part identifying vehicle
in digit position 11:
A Ingolstadt N Neckarsulm 1 Györ X Poznan K Karmann/Rheine
Filler constant = Z
Digits 1 + 2 vehicle class. acc. to struc­ture table
Model year, alphanumeric as prescri-
bed by law
Manufacturing plant within
the Group (as at 04/94)
Serial No. beginning
with:
1234567891011121314151617
Audi Hungaria Motor Kft:
TT/TTS *TRUZZZ8NZX 1 000001
Audi AG:
A3 *WAUZZZ8LZXA 000001
A4 *WAUZZZ8DZX A 000001
A6 (incl. SKD Poland) * W A U Z Z Z 4 B Z X N/X 000001
A8 *WAUZZZ4DZX N 000001
Cabrio *WAUZZZ8GZX K 000001
Audi 100 (C3, CKD) * W A U Z Z Z 4 4 Z X A 000001
* Vehicles to US specification
(USA, Canada, Saudi Arabia, tourists) On the VIN (behind the windscreen), the certification label and on official documents, the fillers (Z) are repla­ced by a vehicle code (digits 4-8) or by a test mark (digit 9). This (18-digit) number is the official vehicle identi­fication No. (VIN) in the countries listed above.
7
Page 8
A brief introduction to the TT
Environmentally-friendly production
Produce locally - think global:
Environmental protection is firmly rooted in Audi’s corporate strategy. During the vehicle development process, all environmental crite­ria are incorporated into the product and pro­duction concept from the outset. Economic goals and ecological needs are balanced so that no conflicts of aims arise.
Audi lays great store by waste avoidance, reduction and recycling.
– Almost all production resources and
supplied parts are delivered in re-usable packaging.
– Most sheet-metal blanks are designed so
as to minimise cutting waste after pressing.
Waste avoidance and reduction
From 1998 onwards, Audi will use only water­soluble paints in a effort to make its produc­tion process more environmentally-friendly. This step will see a dramatic reduction in sol­vent emissions. Today’s fillers and base coats, for example, contain up to 45% solvent. By comparison, the solvent content in water-solu­ble systems is only about 6%.
8
Recycling
The recycling rate at Audi is now about 94% by weight. Metal cuttings from the press plant are used to manufacture small parts as far as possible. The resulting scrap is returned to the steelworks, where steel and zinc are separated from one another.
Other waste materials such as paper, card­board, timber, polystyrene, etc. are collected separately and fully recycled .
Page 9
Special features
Front bumper
Body
SSP207/74
The front bumper comprises two parts: the cover panel and a decorative grille. The bum­per carrier is made of aluminium and bolted to the side members by impact absorbing ele­ments.
Rear bumper
The guide profiles attached to the left and right wings ensure an even gap all round. A zero joint is created by attaching the bum­per to the wing by means of threaded bolts as well as nut and washer combinations.
The rear bumper comprises a total of 4 parts: the bumper panel, the rear cover, the alumi­nium cross-member and the central locating element.
SSP207/75
The rear cover is available in two versions depending on engine variant (TT has one tailpipe, the TTS two). A seamless transition to the body side section (zero joint) is produced by means of 2 bolts on each body side section.
9
Page 10
Body
Bonnet
The bonnet is made of aluminium to save weight.
SSP207/78
Tailgate
The tailgate can only be opened from the interior by means of the switch in the central console or by radio-wave remote control. The tailgate does not have a lock cylinder or a handle.
The tailgate has a single-joint hinge.
SSP207/77
If the electrical system fails, the tail­gate can be released in an emergency by means of the cable pull located below the rear central console cover.
10
SSP207/76
Page 11
Doors
The doors of the Audi TT Coupé are frameless and of two-piece construction. The door panel is made of steel with a bolted high-strength side reinforcement integrated in the door.
SSP207/47
The door component carrier is made of alumi­nium and can be adjusted for length, height and inclination.
Additional side protection pads protect the pelvis area.
Fuel filler flap
Taillights
The fuel filler flap is made of aluminium. It can only be opened electrically via a switch in the central console.
The fuel filler flap is attached from the exterior with three anti-theft-protected bolts plus four decorative bolts.
If the electrical system fails, the fuel filler flap can be opened via an emergency release mechanism in the luggage compartment. For this purpose, it is necessary to open the flap in the side trim panel on the right-hand side of the luggage compartment and pull the cable in the direction indicated on sticker.
SSP207/72
To replace the filament lamps, the complete taillight unit is removed without needing any tools. Flaps are attached to the luggage com­partment linings on the left and right. The light cluster is secured on the inside by means of 2 captive knurled bolts. On the outside, the taillight is engaged in a ball head.
SSP207/56
The light cluster can be adjusted along the vehicle’s longitudinal axis by means of the threaded sleeves.
11
Page 12
Body
Dash panel
SSP207/79
When removing the cross-tube, please note that one of the faste­ning bolts is located on the outside in the plenum chamber. To remove this bolt, it is necessary to remove the wiper linkage.
Structure
The vehicle front-end area deforms in a prede­fined manner, absorbing the impact energy without impairing the stability of the occupant cell. The side members are manufactured from 2-, 3- and 1.5-mm-thick mash-welded metal plates. In the case of a side impact, the strong cross members will also deform on the side of the body facing away from the impact to absorb some of the impact energy.
SSP207/15
The body structure of the vehicle rear-end area is designed in such a way that, firstly, the integrity of the fuel system remains largely intact and, secondly, the load on the occupants is kept to a minimum even in serious accidents. The Audi TT Coupé therefore complies with the statutory crash requirements as well as the laws relating to frontal and side impacts due to enter into effect in the EU and USA.
12
Page 13
B-pillar
To absorb the load resulting from a side impact, the body structure is extremely rigid even though the B-pillar is not continuous. An additional transverse support extending from base of the B-pillar to the rear seat cross­member minimises cell deformation and the rate of intrusion into the side structure. This leads to low occupant loads.
Side reinforcements in the doors
Door sill
SSP207/9
SSP207/5
Since the deformation path for energy absorp­tion is very limited during a side impact, various design measures are necessary to per­form this task effectively.
These include the side reinforcements made of high-strength extruded aluminium sections in the doors. The double-rectangular section can absorb large mounts of energy .
During a side impact, the forces acting on the vehicle are distributed via the side reinforce­ments in the doors to the sill and the A- and B­pillars.
The strong sill also absorbs energy and simul­taneously transmits this energy to the stable floorpan assembly.
SSP207/45
The sill trim is made of steel and is secured to the sill with 17 bolt + washer combinations.
Be careful when placing the car on a lift support, otherwise the door sill may become dented.
13
Page 14
Vehicle safety
Occupant protection
The Audi TT Coupé has head-thorax side air­bags for the driver and front passenger.
These side airbags are integrated in the seat backrests and extend from the rib cage area up to the head when inflated.
When the side airbag is tripped, the head and neck areas are thus provided with better pro­tection.
In the Audi TT Coupé, the belt tensioners can be fired independently of the airbags depen­ding on how the trigger criteria are defined.
SSP207/80
SSP207/81
The Audi TT Coupé has a disable function for deactivating the front passenger airbag.
When using Reboard child seats on the front passenger seat, the driver must disable the front passenger airbag with the vehicle key via the key switch located inside the glove box (see Operating Manual Audi TT Coupé).
A yellow indicator light in the central console indicates when the airbag is deactivated.
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Page 15
SSP207/6
During a side impact, the vehicle occupant is inevitably subjected to a relative movement towards the force application point and away from the deformation path.
Therefore, it is very important to ensure that the contact surface between the occupant and the vehicle is large and energy-absorbing.
The side protection paddings made of plastic foam protect the vehicle occupants in the pel­vis and rib cage areas.
Deformation element Roof padding
SSP207/7
For protection of the head, a padding is also integrated in the roof area.
An additional deformation element has been welded onto the A-pillar.
These measures have enabled Audi to comply with the new US head impact laws for the first time.
The rear seat has been approved as a Group 3 child seat (approx. 6 - 12 years) and is compli­ant with ECE-R44. Children of heights ranging from 1.30 m to 1.50 m without raised seat swab.
SSP207/73
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Page 16
Vehicle safety
To minimise the risk of foot injuries in serious head-on collisions, the brake pedal is swung away from the foot area by means of a collap­sing support if severe deformation of the vehicle occurs.
This function is determined by deformation of the engine bulkhead and is not dependent on operation of the brake pedal.
In the event of a frontal crash, the foot con­trols are displaced towards the central tube. This causes the collapsing support to deflect and the piston rod to buckle.
16
The pedal footplate is swung up to 170 mm away from the foot area.
The buckling of the piston rod and the defor­mation work resulting from this dampens the angular movement of the braking foot. This reduces the acceleration forces (braking foot) which normally arise considerably.
SSP207/126
Page 17
Fuel cut-off
The fuel tank is made of plastic and is housed in a protected position in front of the rear axle.
The Audi TT Coupé is the first Audi to be equipped with a fuel cut-off. In connection with an airbag trigger mechanism (crash signal output), the Motronic control unit switches the fuel pump off.
The central locking control unit receives this signal simultaneously and unlocks the vehicle doors. The hazard warning lights are activated automatically and the interior lighting is swit­ched on.
A restart function enables the engine to be restarted after an accident and it can be moved from the danger zone under its own power.
J234 J220 J17
Airbag control unit
Motronic control unit
J379
Central locking control unit and anti-theft warning system
F220...223E3 G6
Hazard warning switch
Door locking unit
Interior lighting
Fuel relay
Fuel pump
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Page 18
Drive units
Engine and gearbox combinations
Engine
1.8-ltr. 5V turbocharged 132 kW/180 bhp
Gearbox Code
MQ 250 5-speed front 02J.N
DZF
AJQ
SSP207/53
MQ 350 5-speed quattro 02M.3
DXW
SSP207/13
18
1.8-ltr. 5V turbocharged 165 kW/225 bhp
APX
SSP207/33
MQ 350 6-speed quattro 02M.1
DQB
SSP207/33
SSP207/14
Page 19
1.8-ltr. 5V turbocharged engine 132 kW AJQ
SSP207/13
Specifications
Engine code: AJQ Type: 4-cylinder 5-valve
four-stroke petrol engine with exhaust gas turbocharger
Valve timing: Double overhead
camshaft (DOHC)
Displacement: 1781 cm
3
Bore: 81 mm Stroke: 86.4 mm Compression ratio: 9.5 : 1
Torque: 235 Nm
at 1950 - 4700 rpm
Rated output: 132 kW/180 bhp
at 5500 rpm Engine management: ME 7.5 Fuel: Premium unleaded 98 RON
(RON 95 can be used, but
reduces power output)
200
180
160
140
120
100
Output [kW]
80
60
40
20
0
1000
2000 3000 4000 5000 6000 7000
Engine speed [rpm]
SSP207/62
400
360
320
280
240
Torque [Nm]
200
160
120
80
40
0
Technical modifications: Basic 110 kW (150 bhp)
– EU II + D3 – electronic throttle control – “Tumble“ duct
(For details of the tumble duct in the intake system, refer to SSP 198)
– Engine control unit (characteristic curves
adapted) – CAN-BUS with TCS/EDL/ESP – electr. activated air divert control valve
19
Page 20
Drive units
System overview – 1.8-ltr. 132 kW 5V turbocharged
Sensors
Hot-film air mass meter G70
Engine speed sender G28
Hall sender G40
Lambda probe G39
Throttle valve control unit J338 with angle sender G187 for throttle valve gear G186
Intake air temperature sender G42
Coolant temperature sender G2 and G62
Knock sensor 1 (cyl. 1 - 2) G61 Knock sensor 2 (cyl. 3 - 4) G66
Accelerator pedal module with accele­rator position sender G79 and G185
Brake light switch F and brake pedal switch F47
Clutch pedal switch F36
Auxiliary signals: Pressure switch for power steering F88 Cruise control Intake manifold pressure sender G71
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Page 21
Actuators
Fuel pump relay J17 and fuel pump G6
Injection valves N30, N31, N32, N33
Power output stage N122 and ignition coils N (1st cyl.),
N128 (2nd cyl.), N158 (3rd cyl.)
and N163 (4th cyl.) with integrated power output stage
SSP207/46
EPC
Solenoid valve for activated charcoal canister N80
Solenoid valve for charge pres­sure limitation N75
Throttle valve control unit J338 with throttle valve gear G186
Air recirculation valve for turbo­charger N249
Heater for lambda probe Z19
Fault lamp for electronic throttle control K132
Auxiliary signals
21
Page 22
Function chart
Turbocharged 1.8-ltr. 132 kW 5V engine
Motronic ME 7.5
Components
A Battery E45 Switch for cruise control system E227 Button for cruise control system F Brake light switch F36 Clutch pedal switch F88 Power steering (pressure switch) G6 Fuel pump G28 Engine speed sender G39 Lambda probe G40 Hall sender with quick-start sender
wheel G42 Intake air temperature sender G61 Knock sensor 1 G62 Coolant temperature sender G66 Knock sensor 2 G70 Air mass meter G71 Intake manifold pressure sender G79 Accelerator position sender G186 Throttle valve gear
(electronic throttle control) G187 Throttle valve drive angle sender 1 G888 Throttle valve drive angle sender 1 J17 Fuel pump relay J220 Motronic control unit K132 Fault lamp for electronic throttle
control M9/10 Stop lights N Ignition coil N30...33 Injection valves N75 Solenoid valve for charge pressure
limitation N80 Solenoid valve for activated charcoal
canister N128 Ignition coil 2 N158 Ignition coil 3 N163 Ignition coil 4 N249 Air recirculation valve for
turbocharger P Spark plug socket S Fuse Q Spark plugs Z19 Heater for lambda probe
Auxiliary signals
CAN-BUS H = CAN-BUS L =
A Engine speed signal (out) B Fuel consumption signal (out) C Road speed signal (in) D Air-conditioner compressor signal (in-out) E Air conditioning ready (in) F Crash signal (in) from airbag control
unit
G Alternator terminal DF/DFM (in)
W- line (in-out)
For the applicable Fuse No. and amperage, please refer to the current flow diagram.
Input signal
Output signal
Positive
Earth
Bidirectional
Databus drive
}
22
Page 23
23
Dieses Dokument wurde erstellt mit FrameMaker 4.0.4.
30
15
31
SSP207/25
DA
C
K132
G
B
Q
P
Q
P
N158 N163
Q
P
N128N
Q
P
SS SS
F36
F
N249
M9/10
E F
CAN - BUS L
CAN - BUS H
J220
J220
S
N75
E227E45
-
15 55 49 14 9
+
N80
G70G39
SSSS
λ
+
G40 G62 F88 G28 G61 G66 G42
-
G71
P
G79
Z19
N33
++
G188G187G186
N32N31N30
4
J17
3086
8785
+
30
15
A
--
+
-
A
M
G6
M
31
Page 24
Drive units
Charging
Direction of travel
5V Turbo
N249
The turbocharging system comprises the follo­wing components:
– Exhaust emission turbocharger – Charge air cooler – Charge pressure control – Air divert control in overrun
The flow energy of the exhaust emissions is transferred to the fresh air entering the exhaust gas turbocharger. In the process, the air required for combustion is compressed and the volume of air entering the cylinders per working cycle is thus increased.
The air temperature, increased by compression, is again reduced in the charge air cooler. Since the density of the cooled air is higher, the amount of fuel-air mixture entering the engine is greater, too.
energised
de-energised
SSP207/20
The result is an increase in power output for the same displacement and engine speed.
In the case of the 1.8-ltr. 5V turbocharged engine, turbocharging is also used to provide high torque from the bottom end to the top end of the rev band.
Charge pressure increases in proportion to the turbocharger speed. The charge pressure is limited to prolong the life of the engine. The charge pressure control performs this task.
The air divert control prevents the turbocharger slowing down unnecessarily if the throttle valve closes suddenly.
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Page 25
Charge pressure control
Waste gate valve
J220
N75
G70 G28 G69
5V Turbo
N249
The engine control unit calculates the charge pressure setpoint from the engine torque request.
The engine control unit regulates the charge pressure as a function of the opening time of the solenoid valves for charge pressure limitation N75. For this purpose, a control pressure is generated from the charge pressure in the com­pressor housing and the atmospheric pressure.
This control pressure counteracts the spring pressure in the charge pressure control valve (vacuum box) and opens or closes the waste gate valve in the turbocharger.
In the de-energised state, the solenoid valve N75 is closed and the charge pressure acts directly on the vacuum box. The charge pressure control valve opens at low charge pressure.
energised
de-energised
SSP207/22
If the control fails, the maximum charge pres­sure is limited to a basic charge pressure (mechanical charge pressure).
If the bypass is closed, the charge pressure rises. In the lower engine speed range, the turbochar­ger supplies the charge pressure required to develop high torque or the required volume of air.
As soon as the charge pressure has reached the calculated charge pressure, the bypass opens and a certain quantity of exhaust gas is ducted past the turbine. The turbocharger motor speed decreases, and so too does the charge pressure.
For more detailed information regarding charge pressure control, please refer to SSP 198.
25
Page 26
Drive units
Air divert control in overrun
Air recirculation valve (pneumatic)
5V Turbo
N249
When the throttle valve is closed, it produces a backpressure in the compressor circuit due to the charge pressure still present. This cau­ses the compressor wheel to decelerate rapidly. When the throttle valve is opened, the speed of the turbocharger must again be increased. The air divert control in overrun prevents turbo lag, which would otherwise occur.
The air recirculation valve is a mechanically activated and pneumatically controlled spring diaphragm valve. It is also activated via an electrically activated air recirculation valve for turbocharger N249. This, in connection with the vacuum reservoir, enables the air recircu­lation valve N249 to operate independently of the intake manifold pressure. If the air recircu­lation valve fails, control takes place as a result of the engine vacuum downstream of the throttle valve.
energised
de-energised
SSP207/23
As soon as the throttle valve is closed, the air recirculation valve briefly closes the compres­sor circuit.
The vacuum counteracts the spring in the valve. The valve opens, and the compressor and intake sides of the compressor circuit close for a short period of time. There is no deceleration of the compressor wheel.
When the throttle valve re-opens, the intake manifold vacuum drops. The air recirculation valve is closed by the spring force. The com­pressor circuit no longer closes briefly. Full charger speed is available immediately.
For more detailed information regarding the air divert control in overrun, please refer to SSP 198.
26
Page 27
1.8-ltr. 5V 165 kW APX turbocharged engine
SSP207/14
Specifications
Engine code: APX Type: 4-cylinder 5-valve
four-stroke-petrol engine with exhaust gas turbocharger
Valve timing: Double overhead
camshaft (DOHC)
Displacement: 1781 cm
3
Bore: 81 mm Stroke: 86.4 mm Compression ratio: 9 : 1 Rated output: 165 kW at 5900 rpm max. torque: 280 Nm at 2200 to
5500 rpm Engine management: ME 7.5 Fuel: Premium unleaded 98 RON Exhaust gas treatment: Twin-flow catalytic
converter, one heated
lambda probe upstream
and downstream of the
catalytic converter
200
180
160
140
120
100
Output [kW]
80
60
40
20
0
1000
2000 3000 4000 5000 6000 7000
Engine speed [rpm]
SSP207/63
400
360
320
280
240
200
Torque [Nm]
160
120
80
40
0
Technical modifications: Basic 132 kW (180 bhp)
– Cooling water afterrun pump (approx. 10 min) – Secondary air system – Piston (modified), thus changing the
compression ratio to 9.0 : 1 from 9.5 : 1 – Manifold (new exhaust and flange) – When EU III takes effect, there will be a 2nd
lambda probe downstream of catalytic
converter for catalyst monitoring – 2 in-line charge air coolers – Injection valves (higher flow) – Quick-start sender wheel – Piston cooling by oil injectors
(volumetric flow adaptation) – Hot-film air mass meter with reverse flow
detector HFM5 integrated in the intake air
filter upper section – Single-flow throttle valve unit integrated in
the electronic throttle control positioner
27
Page 28
Drive units
Extended system overview - 1.8-ltr. 165 kW 5V engine
Lambda probe down­stream of catalytic con­verter G130 when EU III takes effect
Motronic control unit J220
SSP207/103
The secondary air system in the 1.8-ltr. 5V engine developing 165 kW ensures that the exhaust emissions comply with the EU III+D3 standard.
Secondary air pump motor V101
Secondary air pump relay J299
Secondary air injection valve N112
Heater for lambda probe down-stream of catalytic converter Z29 when EU III takes effect
A probe will be installed downstream of the catalytic converter to meet the requirements stipulated in EU III.
28
Page 29
Extended function diagram - 1.8-ltr. 165 kW 5V engine
30
Z29
J17
S
G130 N112
λ
S
J299 V101
M
J220
KH
As of series production launch, the 1.8-ltr. 165 kW engine will be equipped with extended system components to ensure it complies with European exhaust emission standard EU II + D3.
The basic version is equivalent to the engine management system used in the 1.8-ltr. engine developing 132 kW (refer to function diagram).
31
SSP207/27
Legend
G130 Lambda probe downstream of
catalytic converter when EU III comes
into effect J17 Fuel pump relay J299 Secondary air pump relay N112 Secondary air injection valve V101 Secondary air pump motor Z29 Heater for lambda probe downstream
of catalytic converter when EU III
comes into effect
H Air conditioning PWM signal K Fault lamp
29
Page 30
Drive units
Quick-start sender wheel
The quick-start sender wheel is attached to the camshaft. It supplies a signal which enables the engine control unit to determine the posi­tion of the camshaft relative to the crankshaft more quickly and, in combination with the signal which the engine speed sender supp­lies, to start the engine more quickly.
Twin-track sender wheel
On previous systems, it was not possible to initiate the first combustion cycle until a crank angle of approx. 600˚ - 900 quick-start sender wheel enables the engine control unit to recognise the position of the crankshaft relative to the camshaft after a crank angle of 400˚ - 480 This allows the first combustion cycle to be initiated sooner and the engine to start more quickly.
Track 1
Track 2
o
Tooth
o
was reached. The
.
Hall device Track 1
Hall device Track 2
The quick-start sender wheel comprises a twin-track sender wheel and a Hall sensor. The sender wheel is designed so that two tracks are located side by side. In the position where there is a gap in one track, there is a tooth in the other track.
Gap
SSP207/84
Hall sensor
30
Page 31
SSP207/85
The control unit compares the phase sensor signal with the reference mark signal and thus ascertains the working cycle currently taking place in the cylinder.
Low phase signal = Compression cycle High phase signal = Exhaust cycle
The signal which the engine speed sender G28 supplies enables the injection cycle to be initiated after a crank angle of approx. 440
o
.
G40
J220
2
SSP207/86
Electrical circuit
The Hall sender G40 is connected to the sen­sor earth terminal of the engine control unit.
1
G71
Even if the Hall sender fails, it is still possible to start the engine.
3
SSP207/87
31
Page 32
Drive units
Cooling circuit
Coolant afterrun pump
Expansion tank
Coolant pump
Coolant regulator
Coolant temperature sender G2/G62
Heating heat exchanger
Exh. gas turbocharger
Cylinder head
Coolant afterrun pump V51
Cooler
The exhaust gas turbocharger is water-cooled and integrated in the cooling circuit.
When the coolant regulator is open, the coo­lant flows back to the cooler or coolant pump via cylinder head, exhaust gas turbocharger and coolant afterrun pump, among others.
Oil cooler
Thermoswitch for radiator fan F18/F54
SSP207/37
The coolant afterrun pump protects the coo­lant against overheating, e.g. after turning off a hot engine.
32
Page 33
Coolant afterrun pump V51
The coolant afterrun pump V51 is atta­ched to the radiator fan housing.
To counteract the thermal loads, and in parti­cular at the exhaust gas turbocharger, the pump V51 starts up when the ignition is tur­ned “On“.
SSP207/38
Function in vehicle with air conditioning
The pump starts via radiator fan control unit J293 when the ignition is turned “On“. A timer module integrated in the control unit J293 ensures that the pump V51 runs on for approx. 10 min after the ignition has been switched off.
In vehicles without air conditioning, these functions are implemented by means of a timer relay.
33
Page 34
Drive units
Charging
5V Turbo
To increase the power output and torque of the 1.8-ltr. 5V engine to 165 kW, it was neces­sary to make various design modifications to the basic engine of the Audi TT Coupé developing 132 kW.
A characteristic feature of the engine is its higher air demand, making it necessary to enlarge the diameter of the intake port and exhaust gas turbocharger.
SSP207/24
Since the previous charge air cooler was no longer capable of effectively cooling down the increased air flow through the exhaust gas turbocharger, it was necessary to accommo­date a second, parallel charge air cooler on the left-hand side of the vehicle.
34
Page 35
Secondary air system
Vacuum box for charge pressure control valve
Combi-valve
5V Turbo
energised
G39 G62
J299
N122
V101
J220
In the cold start phase, the exhaust gases contain a high proportion of uncombusted hydrocarbons.
To improve the exhaust gas composition, these constituents must be reduced. The secondary air system is responsible for this task.
The system injects air upstream of the outlet valves during this phase, thus enriching the exhaust gases with oxygen. This causes post­combustion of the uncombusted hydrocar­bons contained in the exhaust gases.
de-energised
SSP207/21
The vacuum box for the charge pressure con­trol valve is controlled in the cold start phase by the electro-pneumatic secondary air con­trol valve N112 while the secondary air system is in operation.
The control pressure acts on the turbocharger waste gate, and the exhaust gas flow is routed past the turbine wheel up to the upper load range.
The hot exhaust gases help the secondary air system to quickly heat the catalytic converter up to operating temperature during the cold start phase.
The catalytic converter reaches operating tem­perature more quickly due to the heat released during postcombustion.
35
Page 36
Drive units
SSP207/16
SSP207/17
Secondary air injection valve N112
The secondary air injection valve is an electro­pneumatic valve. It is switched by the Motro­nic control unit and controls the combi-valve. To open the combi-valve, the secondary air injection valve releases the intake manifold vacuum. To close the combi-valve, the secondary air injection valve releases atmospheric pressure.
Secondary air pump V101
The secondary air pump relay J299 which the Motronic control unit drives switches the elec­tric current for the secondary air pump motor V101. The fresh air which is mixed with the exhaust gases is drawn out of the air filter housing by the secondary air pump and released by the combi-valve.
The combi-valve
The combi-valve is bolted to the secondary air duct of the cylinder head. The air path from the secondary air pump to the secondary duct of the cylinder head is opened by the vacuum from the secondary air injection valve.
Fresh air from secondary air pump
Valve opened
Vacuum in control line from secondary air injection valve
This valve also prevents hot exhaust gases entering and damaging the secondary air pump.
Valve closed
Atmospheric pressure in control line from secondary air injection valve
36
To secondary air port
SSP207/19
Exhaust gas
SSP207/18
Page 37
Subsystems of the Motronic
Lambda control in EU III 165 kW
Lambda control in the EU III
An additional lambda probe (G130), which is located downstream of the catalytic converter, was integrated in the system to comply with EU III. Its purpose is to test the function of the catalytic converter.
Depending on vehicle type, the connectors, plug colours and fitting locations are different to help identify the connectors correctly.
SSP207/100
What is the purpose of the EU III test?
An aged or defective catalytic converter has a lower oxygen storage capacity, which also means that its conversion efficiency is poorer. If the applicable limit values for hydrocarbon content in the exhaust gases are exceeded by a factor of 1.5 in the course of a statutory exhaust emission test, this must be identified via the fault memory.
Electrical circuit
J220
+
1
3
2
4
Catalytic conversion diagnosis
During the diagnosis, the engine control unit compares the probe stresses upstream and downstream of the catalytic converter probe and calculates an upstream-to-downstream ratio. If this ratio deviates from the nominal range of values, the engine management recognises that the catalytic converter has malfunctioned. After the fault conditions have been fulfilled, the appropriate fault code is saved to the fault memory.
Effects of signal failure
The engine lambda control also operates if the probe downstream of the catalytic converter fails. The only function which is unavailable if the probe fails is the catalytic converter function test. In this case, the Motronic cannot execute a functional test on the probe upstream of the catalytic converter either.
See SSP 175 – On-Board Diagnosis II.
G130
SSP207/101
37
Page 38
Subsystems of the Motronic
Torque-oriented engine management
The Motronic ME 7.5 has a torque-ori­ented functional structure. The new electronic throttle control function makes this possible.
External torque requests
Driver input
External and internal torque requests are co­ordinated by the engine control unit, making allowance for efficiency and implemented with the available manipulated variables.
Internal torque requests
art
•St
Idling control
Catalytic converter heating
Power output limitation
Driving comfort
Component protection
Engine speed limitation
Torque-influencing manipula­ted variables
38
Driving dynamics
Driving
comfort
Cruise control
system
Co-ordination of tor-
que and efficiency
requests in the engine
control unit
Throttle valve
angle
Charge pressure
Ignition angle
Cylinder suppres-
sion
Injection time
SSP207/96
Page 39
Torque-oriented functional structure
In contrast to previously known systems, the ME 7.5 is not limited to the output of torque variables to the networked control units (ABS, automatic gearbox). Instead it refers back to the basis of this physical variable when it cal­culates the manipulated variables.
Charge path prio-
ritisation
All - internal and external - torque requests are combined to form a nominal torque.
To implement the nominal torque, the manipu­lated variables are co-ordinated, making allo­wance for consumption and emission data so as to ensure optimal torque control.
Charge torque
setpoint
Conversion of
torque into
charge
Throttle position
calculation
Setpoint charge
Throttle valve
angle
External and
internal tor-
que requests
Prioritisation of crankshaft-syn-
chronous path
Actual charge
Calculation of
efficiency and tor-
que reference
variables
Calculation
of crankshaft-
synchronous
Inner torque
setpoint
Charge pressure
control
initiations
Intake manifold
pressure setpoint
Charge pressure
(waste gate)
Ignition angle
Cylinder sup-
pression
Injection time
SSP207/97
39
Page 40
Subsystems of the Motronic
Accelerator position senders G79 and G185
The accelerator position sender transmits the driver inputs to the Motronic.
SSP207/102
G79
G185
Resistance in
LHD
Accelerator pedal travel
Module housing
Housing cover with sensors
The accelerator position sender transmits to the Motronic an analogue signal correspon­ding to the accelerator pedal position. To ensure the functional reliability of the electro­nic throttle control, the accelerator position sender has two independent potentiometers G79 and G185. The characteristics are different (refer to dia­gram). The control unit monitors the function and plausibility of the two senders G79 and G185. If a sender fails, the other sender acts as a back-up.
Torque reduction Torque increase
Traction control
Engine speed limitation
Speed limitation
Power output limitation
Cruise control system
Driving dynamics control systems
40
The electronic throttle control function is used to reduce and increase torque without adver­sely affecting the exhaust emission values.
SSP207/98
Speed control
Engine braking control
Dash pot function
Idling control
Driving dynamics control systems
Page 41
Electrically actuated throttle valve (electronic throttle control function)
With Motronic ME 7.5, there is no longer a mechanical throttle control cable between the accelerator pedal and throttle valve. This has been replaced by an electronic control unit (drive-by-wire).
The driver input at the accelerator pedal is registered by the accelerator position sender and transmitted to the engine control unit.
The system comprises the following compon­ents:
– Accelerator position sender – Engine control unit – Throttle valve control unit
Input signals Output signals
The engine control unit positions the throttle valve via an electric motor. The engine control unit is provided with continuous feedback on the throttle valve position.
Extensive safety measures have been imple­mented in the hardware and software. For example, dual senders, a safety module and a self-monitoring processor structure are inte­grated in the electronic throttle control function.
Throttle valve control
unit J338
Engine control unit
Throttle valve
drive G186
Accelerator position sender
SSP207/99
Accelerator pedal posi-
tion senders G79 and
G185
CPU*
* Control Processing Unit
Safety module
Angle senders for
throttle valve drive
G187 and G188
41
Page 42
Fuel system
Fuel tanks for vehicles with front-wheel drive and quattro power train
Different fuel tanks are used in the front-wheel drive and quattro versions of the Audi TT. Both fuel tanks are made of plastic and have a capacity of 55 ltr. and 62 ltr. in the front-wheel drive and quattro versions respectively.
Air vent valve for vehicles with front-wheel drive and quattro power train
Housing for gra­vity float valve
The filler neck cannot be separa­ted from the fuel tank.
Bypass duct
Activated by unleaded fuel valve
Filler neck
Main expansion chamber
When refuelling the vehicle, the unleaded fuel valve activates the air vent valve. The valve seals the main expansion chamber so that no fuel vapour can escape from this tank when the vehicle is being refuelled. The filler expansion chamber is vented by the filler neck.
Air vent valve
Filler expansion tank
SSP207/116
In the US version and after EU III takes effect, fuel vapours will be routed to the ACF system by an additional vent line connected to the air vent valve while the vehicle is being refuelled.
42
Page 43
Gravity float valves for vehicles with front­wheel drive and quattro power train
Filler expansion cham­ber
Main expansion chamber
to ACF system
The gravity float valve prevents fuel from entering into the ACF system when cornering at high speed or if the vehicle rolls over.
SSP207/117
The filler expansion chamber as well as the main expansion chamber are combined at the filler neck upper section and purged via the gravity float valve by the ACF system.
43
Page 44
Fuel system
Fuel tank for front-wheel drive version
Gravity float valve
Filler neck
to activated charcoal filter
Air vent valve
Filler expansion chamber
Main expan­sion chamber
Filler breather
Main breather
When refuelling the fuel tank, the gas mixture is conveyed via the filler breather directly into the filler expansion chamber and from here via the filler neck into the atmosphere.
SSP207/118
The vapours are conveyed to the activated charcoal filter via the closed filler neck, the bypass at the air breather valve and the gra­vity float valve.
Heat-induced fuel vapours are channelled through the operating vent and collected in the main expansion chamber at the filler neck upper section.
44
Page 45
SSP207/119
The fuel is transferred to the engine by a high­performance fuel pump with a pressure increase from 3 to 4 bar.
In the event of a crash, the fuel pump is swit­ched off by the fuel pump relay.
A single-stage fuel pump is used in vehicles with front-wheel drive.
30 15 X 31
J220
G6
Electrical circuit
M
G
Components
30
G Fuel gauge sender
15
G1 Fuel gauge
X 31
G6 Fuel pump
J17
J17 Fuel pump relay J218 Combi processor in dash panel insert J220 Motronic control unit S Fuse
S
G1
J218
31 31
SSP207/55
45
Page 46
Fuel system
Fuel tank for quattro vehicles
The breather system is designed in the same way as for front-wheel drive vehicles.
Air vent valve
Filler expansion chamber
Gravity float valve
Filler neck
Filler breather
Main expansion chamber
Main breather
Located in the quattro fuel tank on the left­hand side is a suction jet pump which pumps the fuel from the left-hand fuel tank part upst­ream of the baffle housing of the fuel delivery unit.
46
SSP207/120
Page 47
SSP207/121
The suction jet pump is driven by the two­stage fuel pump.
The suction jet pump can only be removed after de-taching the fuel lines and tank sender from the baffle housing.
Electrical circuit
30 15 X 31
J17
J220
S
G1
30 15 X 31
The fuel lines and left-hand tank sender are connected to the baffle housing in the tank.
Components
G Fuel gauge sender G1 Fuel gauge G6 Fuel pump G169 Fuel gauge sender 2 J17 Fuel pump relay J218 Combi processor in dash panel insert J220 Motronic control unit 2 S Fuse
G169
M
G6
31 31
G
J218
SSP207/82
The tank senders are connected in series. R
+ R2 = R
1
total
Signals are evaluated in the dash panel insert microprocessor.
The senders can be accessed via two openings below the rear seat. For removing and installing the senders, please follow the instructions given in the Work­shop Manual.
47
Page 48
Power transmission
Three gearbox variants are used for power transmission:
132 kW AJQ 5-speed front-wheel drive 2-shaft gearbox 02J.N
5-speed quattro drive
3-shaft gearbox
165 kW APX 6-speed quattro drive 02M.1
Technical features of the gearboxes
The 5-speed and 6-speed quattro gearboxes are identical as regards their design, whereby the change gear for 6th gear in the 5-speed gearbox has been replaced with a spacer sleeve.
4 manual shift gates are used for the 5- and 6­speed variants (an optimal layout is possible for both versions).
}
5-speed manual gearbox
Compared to the standard version (A3), the 5­speed front-wheel drive version has a modi­fied ratio, a re-inforced differential with flange shaft adaptation and triple roller joint shaft. The gearbox was modified in the selector shaft area (standardised gear change linkages used), and the gear lever of the sporty version of the TT has been adapted.
02M.3
48
SSP207/124
Page 49
6-speed manual gearbox 3 shafts
The triple-shaft design permits a space-saving and highly compact design.
A distinction is made between two gearbox variants, the variant for vehicles with front­wheel drive and the variant for vehicles with four-wheel drive (quattro). Both variants differ from one another as regards their attachment points and oil penetration points.
The use of magnesium as a housing material results in a weight reduction of 30% due to its lower density (aluminium has a density of
2.695 g/cm
1.738 g/cm
3
and magnesium has a density of
3
).
SSP207/54
49
Page 50
Power transmission
3-shaft gearbox MQ 350 in 6-speed version
Reverse gear
2nd drive shaft Gears 5-6
1st drive shaft Gears 1-4
Engine drive
Spur gear
SSP207/122
50
The spur gear is riveted to the differen­tial. If repair work is necessary, the spur gear must be bolts.
For more detailed information on the manual gear-boxes, see SSP 205.
Page 51
Notes
51
Page 52
Power transmission
Haldex viscous coupling
The four-wheel power train used in the Audi TT Coupé quattro is a logical progression on the proven four-wheel drive concept.
A new feature of the power train is the slip­dependent force distribution control on both axles by means of a Haldex viscous coupling.
The manual gearbox transmits the engine out-
SSP207/28
put directly to the front axle and simultane­ously via an angle gear and the propshaft to the Haldex viscous coupling flanged to the rear axle drive.
The rear axle drive is composed of the Haldex viscous coupling, the axle drive and the diffe­rential.
SSP207/29
Advantages of the Haldex viscous coupling:
– Permanent four-wheel drive is fully
automatic for the driver
– Permanent four-wheel drive at engine
speeds higher than 400 rpm
– Controllable four-wheel drive system, the
characteristic curve is not constant
– High rear axle drive torque of up to
3200 Nm
The transmitted torque is dependent on the speed difference between the front and rear axles.
Also, the torque transmission parameters are defined in the software (variable torque trans­mission control adapted to the driving situa­tion).
– Acceleration with high directional stability
– Handling is neutral with a slight tendency
to understeer
– No restrictions on towing when the axle is
raised off the ground
– Communication via CAN-BUS
52
Page 53
The system configuration
Plate coupling
Coupling output end (rear axle differential input)
Input end (propshaft)
Working piston
The Haldex viscous coupling is accommoda­ted in a closed housing and mounted in front of the rear axle drive.
The input shaft and the output shaft are sepa­rate.
These shafts are connected via a plate cou­pling running in oil.
The coupling package comprises inner and outer plates, which are connected to the input shaft and output shaft respectively.
Arranged around the shaft at the coupling input end are a working piston and two paral­lel annular piston pumps with a single annular piston each.
Piston of annular piston pump
SSP207/11
The housing is filled with oil and hermetically sealed against the atmosphere.
The plate coupling which runs immersed in oil represents a closed system.
It has its own oil circuit, hydraulic compon­ents, an electrohydraulic control valve and an electrical control unit.
The system is electrically linked to the on­board CAN databus.
The rear axle is a rear differential.
53
Page 54
Power transmission
The hydraulics
Working piston
Two parallel annular piston pumps
Pre-pressurising pump
M
Input Output
Plate set
Cam disc
Safety valve
Control valve
Torque is transmitted to the rear axle drive by means of the plate coupling .
The necessary coupling pressure is generated via the two annular piston pumps. The annu­lar piston (also known as axial piston) is driven by an axial piston pump.
The speed at which this pump rotates is the difference between coupling input and output speeds.
An even pressure curve is ensured by three phase-shifted pump strokes.
The annular pistons runs in floating bearings. They are driven by the pressure generated by the pre-pressurising pump (an electrically driven gear pump).
Oil filling
SSP207/12
In the event of a breakdown, this means that the vehicle can be towed without the engine running and with the axle raised off the ground.
Torque is developed at the coupling depen­ding on the driving situation.
Pressure modulation is induced by means of the control valve (hydraulic proportional valve), whose opening cross-section is altered by a slide valve.
The slide valve is activated by a rack and a stepping motor.
The control unit together with its software are located in the immediate vicinity of the step­ping motor.
The pre-pressurising pump only operates if the ignition has been turned on and engine speed is greater than 460 rpm.
54
A safety valve opens at very higher inner pres­sure to prevent the coupling from being damaged.
Page 55
The control system
Wheel speed front right > front left Wheel speed rear right > rear left
Low coefficient of friction
Engine control unit
M
B
M
A
M
d
ABS/EDL hydraulic unit
Motive force, front
ABS/EDL control unit
M
A
The Haldex viscous coupling does not have any sensors of its own apart from a tempera­ture sensor (necessary for compensating for temperature-dependent oil viscosity).
The system conditions the signals which the CAN-BUS supplies (ABS/EDL control unit, engine control unit).
These are – speed of each individual wheel – engine torque – engine speed – driving condition (straight-ahead driving,
thrust, braking, ABS)
– accelerator pedal position/throttle valve
The control system can recognise corners, manoeuvring mode, acceleration phase and different wheel circumferences. The stiffness of the Haldex viscous coupling is adjusted according to the recognised driving conditi­ons.
Motive force, rear
High coefficient of friction
Legend
ABS/EDL sensor line ABS/EDL control line Brake line, pressurised
Brake line, depressurised M M M
A
B
d
Drive torque per wheel
Brake torque per wheel
Engine torque
Accelerator pedal position,
Engine torque,
Engine speed
Wheel speeds
If faulty signals are generated or if CAN mes­sages cannot be received, the vehicle switches to emergency mode. If speed signals are missing, the coupling is opened fully for safety reasons.
The Haldex viscous coupling is inte­grated in the vehicle self-diagnosis. Address word: 22 – 4wd electronics.
M
M
Haldex control
A
A
unit
Haldex viscous coupling
SSP207/10
55
Page 56
Running gear
Steering
The safety steering column is adjustable for rake and reach as standard.
The maintenance-free rack and pinion steering gear is power-assisted. The steering gear stroke is transmitted directly to the swivel bea­ring due to the fact that the track rods are opti­mally attached to the steering arm. Consequently, the steering is direct.
A steering damper reduces the influence of impacts and vibrations which are transmitted from the wheels to the steering gear.
56
SSP207/2
The vibration-optimised attachment of the steering column to the dash panel cross-mem­ber keeps the steering wheel free of undesira­ble vibrations.
Page 57
Pressure switch for power steering
This is how it works:
The pressure switch for power steering is located on the vane pump. It informs the engine control unit when the vane pump is subjected to a load.
The vane pump is driven by the engine by means of a the ribbed V-belt. At full steering lock, the vane pump generates a pressure. This also places a higher load on the engine, and idling speed can drop sharply. The signal which the pressure switch generates enables the engine control unit to recognise engine loading in time and to regulate engine torque at idling speed.
SSP207/113
As steering forces increase, the pressure switch closes and sends a signal to the engine control unit.
Without steering wheel movement, the pull­up integrated in the engine control unit is at +5 V. When the pressure switch is closed, the engine is connected to earth.
Electrical circuit
F88
12
The ME 7.5 determines itself how engine tor­que is to be increased at idling speed, in order to counteract the load (e.g. ignition angle cor­rection towards “retard“).
Components
J220 Engine control unit F88 Pressure switch for power steering
J220
SSP207/83
57
Page 58
Running gear
Front axle
Incorporating double wishbones, subframe and transverse anti-roll bar, the McPherson strut axle is designed as a sports suspension.
Coupling link bet­ween suspension strut/anti-roll bar
Track rod joint
To enhance track stability, newly developed cast steel-swivel bearing with modified track rod attachments as well as a new forged cross-member are used.
Subframe
Ball joint
Steering gear
The features of the front axle are:
– Track rod joints (larger diffraction
angle)
– Ball joint is reinforced by thicker
journals
– The subframe is rigidly bolted to the
aluminium bush
– The suspension strut attachment to
the anti-roll bar ensures better response
SSP207/3
58
Page 59
Rear axle
Front-wheel drive
Torsion beam axle with anti-roll bar
Wheel housing support
Wheel bearing Double ball bearing requiring no adjustment
Positioning inclined 25
o
25°
25°
– Track width: 1507 mm
– Modified axle plates for increased camber
and modified toe-in
– Track-correcting axle bearing
The self-steering effect of the rear axle is more favourable thanks to the bearing inclination
o
of 25
.
Due to the rear axle inclination, the side forces which occur when cornering are transmitted favourably to the bearing and from the bea­ring to the body.
SSP207/115
The shock absorbers are supported in the wheel housing and the coil springs are sup­ported below the side member.
The axle is stabilised by a tubular anti-roll bar.
Due to the separate layout of the springs and shock absorbers, the ve­hicle has a large luggage compartment and driving noise inside the passenger cabin is reduced (sound insulation).
59
Page 60
Running gear
Rear axle
Quattro drive
Dual link trailing arm axle (DLTA) with Haldex viscous coupling
Damper
Anti-roll bar
Subframe
Rubber bea­ring
– The dual link trailing arm axle is fixed via
the subframe (4-point attachment) and each of the track-correcting wishbones attached to the trailing link.
– For stabilisation purposes, a transverse
anti-roll bar is located on the axle subframe.
– Fitting position of damper (approx. 45
Haldex viscous coupling
Trailing arm
o
)
Trailing link
New tool for mounting rear wheel bea­rings.
SSP207/4
60
Page 61
Brake system
132 kW
Diagonal-split dual circuit brake system
Anti-lock Braking System (ABS) with elec-
tronic brake force distribution (EBFD)
Traction Control System
(TCS)
Disc brakes at front and rear
Ventilated at front Ventilated at front and rear
Brake servo
10“ 10“
165 kW
– The electronic brake force distribution
(EBFD) regulates the brake pressure acting on the rear wheels via the ABS control unit so that they cannot be overbraked. The EBFD control is suppressed when the ABS control takes effect.
– The electronic differential lock (EDL)
provides assistance with driving away on slippery surfaces.
SSP207/42
Spinning wheels are braked automatically and the drive torque is diverted to the wheel which has traction.
– The Traction Control System (TCS)
prevents the driven wheels from spinning by reducing engine torque (by adjusting the ignition angle and intermittently switching off the injection valves).
61
Page 62
Running gear
Anti-lock Braking System ABS ITT/Mark 20 IE
G45
V64
N55
G47
For a brief description of the components, please refer to function diagram
J104
Brake circuit
Brake circuit
K14/33K47
F
Output signals
Input signals
G44
G46
SSP207/31
The basis of the ABS system is a dual-circuit brake system. The brake circuits are laid out diagonally and supply the front left, rear right, front right and rear left wheels.
A separate brake line running from the 4-chan­nel system of the hydraulic unit is assigned to each wheel.
62
The EBPD is entirely software-supported and does not require any hardware.
Fault recognition in the ABS system is via warning lamps (visual contact) and by means of the self-diagnosis (diagnostic unit).
Page 63
Electronic stability brake system - ESBS
The electronic stability brake system improves the track stability and steerability of braked vehicles by applying each brake as required.
SSP207/94
It utilises the sensors and actuators of the ABS system. ESBS is a software development in the ITT Mark 20 IE control unit.
Understeer
If a vehicle understeers during a braking ope­ration, this means that the maximum corne­ring grip of the wheels has been exceeded. The vehicle will slide towards the outside of the corner over the front axle.
The ABS control unit recognises this situation from the circumferential speed of the wheel. The brake pressure acting on the front axle is thus reduced in order to increase cornering grip. The vehicle stabilises itself and follows the direction in which the vehicle is steered.
Brake application
Vehicle movement when understeer occurs
SSP207/95
Brakes application
Vehicle movement when oversteer occurs
Vehicle vertical axis
Yaw moment
Counteracting yaw moment
Oversteer
If the vehicle oversteers during a braking ope­ration, this means that the maximum corne­ring grip of the rear wheel has been exceeded. The vehicle breaks away towards the outside of the corner over the rear axle.
The ABS control unit recognises this situation from the reduced circumferential speed of the rear wheels and reduces the braking force acting on the wheels on the inside of the cor­ner. The guide forces acting on the inner wheels are increased and thus stabilised.
A functional fault of the ESBS can neit­her be diagnosed nor rectified, since the driving dynamics cannot be reconstr ucted with workshop equipment.
63
Page 64
Electrics
The vehicle electrical system
The electrical/electronic connector stations as well as the necessary control units are decen­tralised to meet the requirements.
This ensures an optimum wiring configura­tion.
Socket (power windows, radio, CLS-ATA light, mirror adjustment)
Lateral acceleration sen­sor, passenger’s side
Navigation operating elec­tronics control unit J402
Immobiliser control unit J362 Combi processor in the dash panel insert J218
Airbag control unit J234
Connector point, A-pillar
Engine control unit J220
Radiator fan control unit J293
64
Fuse box, battery
ABS-EDL control unit J104
Page 65
Telephone operating electronics control unit J412
Control unit for headlight range control J431
Central locking control unit J429
Control unit for navigation system and CD J401
M
i
c
r
o
-
Z
E
Coupling point, A-pillar
Mini-electrics
Lateral acceleration sen­sor, driver’s side
Socket (power windows, loudspeaker, radio, central locking, anti-theft alarm)
Fuse carrier
SSP207/112
65
Page 66
Electrics
Interior monitoring
The vehicle interior is monitored by an ultra­sonic monitoring system.
It gives the alarm audibly via the horn of the anti-theft warning system and visually via the hazard warning lights.
The following requirements must be fulfilled to ensure that the interior monitoring functions properly:
– The vehicle must be closed on all sides
– There must be no additional air movement
in the vehicle interior
The system is safeguarded against false alarms, e.g.:
– knocking on the roof of the vehicle or
against the window
– air movement caused by wind or passing
vehicles
– temperature changes, e.g. due to the
interior of the vehicle heating up as a result of exposure to strong sunlight
– any kind of noise (horns, sirens, bells).
The system communicates with the anti-theft warning system regarding activation/deactiva­tion as well as tripping of the alarm.
Located on the central console is the interior monitoring switch. It switches off the interior monitoring for a single locking operation.
Alarm horn
Sensor module
Central locking control unit
SSP207/68
Interior monitoring switch
66
Page 67
Functional description
SSP207/69
The sensor unit comprises a sender, a receiver and the evaluation electronics. The sensor unit is located behind the interior lighting in the vehicle headliner.
In its activated state, the transmitter module sends out sound waves at a frequency of 40 kHz (imperceptible to the human ear) and receives the echo a short time later via the receiver module. The evaluation electronics detects irregularities in the ultrasonic field and sends an “alarm“ signal to the central locking control unit.
The anti-theft warning system LED indicates that the system is on standby.
Electrical circuit
+
30
J429
24
G209
13
K
SSP207/67
G209 Ultrasonic sensor for ATWS J429 Central locking control unit PIN1 K-diagnosis line PIN2 Positive supply 12 V PIN3 Earth PIN4 Sensor signal “Activate alarm/signal“
Self-diagnosis
Address word for self-diagnosis: 45 The interior monitoring sensor unit only has diagnostic capability when deactivated.
Only one bi-directional communica­tion line is used to activate and trigger the alarm.
For more detailed information regarding the anti-theft warning system/interior monitoring, please refer to SSP 185.
67
Page 68
Electrics
The immobiliser
is an electronic anti-theft protection device of the 3rd generation and will be gradually pha­sed into the Audi TT. It prevents the vehicle from being operated by unauthorised persons by intervening in the engine control unit.
The aim of the 3rd generation immobiliser is to incorporate the engine control unit actively into evaluation and monitoring processes.
W
SSP207/88
The 3rd generation immobiliser differs from the previous immobiliser in the following respects:
– Variable code evaluation in the engine
control unit and immobiliser control unit. The engine control unit has an equation which calculates the generated variable code in the same way as in the immobiliser control unit.
After teaching in the electronic module of the key transponder once, the immobiliser key is paired up with the immobiliser and cannot be used for any other immobiliser.
The components of the immobiliser are as fol­lows:
90
50
30
40
20
10
50
60
70
1/2
0
130
°C
1/1
80
100
120
70
60
50
40
!
30
20
10
0
140
ABS
P
AIR BAG
160
180
200
220
240
260
– The immobiliser control unit is integrated
in the dash panel insert.
– The warning lamp in the dash panel insert
– The reading coil on the ignition lock
SSP207/90
– The adapted ignition key
– The engine control unit
Always use the corresponding Work­shop Manual when carrying out repairs.
68
SSP207/89
Page 69
Functional description
After turning on the ignition, the key transpon­der sends the fixed code to the immobiliser control unit. If this is identified as correct, a variable code is generated in the immobiliser control unit. This code is sent to the transpon­der.
A secret arithmetic process is started in the transponder and in the control unit according to a set of equations. The result of the compu­ting process is evaluated in the control unit. If the results tally, the vehicle key is acknow­ledged as correct. The engine control unit then sends a variable code to the immobiliser con­trol unit.
The engine control unit has a set of equations. It is also stored in the immobiliser control unit, according to which the variable code is con­verted into a secret code. The “Adapt immobi­liser” function also saves in the control units the result of key interrogation, the immobiliser PIN, the immobiliser control unit ID as well as the VIN . If all these data match up with one another, vehicle start-up is enabled.
Due to the fact that a new variable code is generated every time in this secret computing processes, this code is not decipherable. It is not possible to copy the vehicle key.
V.A.G - EIGENDIAGNOSE 17 - Schalttafeleinsatz
V.A.G 1551
HELP
1
2
3
HELP
4
5
6
PRINT
7
8
9
C
0
Q
SSP207/93
Self-diagnosis
The immobiliser has extensive self-diagnosis capability. Address word: 17
You can find further information on the self­diagnosis in the Workshop Manual “Electrical System”.
Emergency start function
The emergency start function makes it possi­ble to re-enable a vehicle which is stranded because the immobiliser has been disabled. The prerequisite for this is a knowledge of the secret number. You can find further informa­tion on the emergency start function in the Workshop Manual “Electrical System”.
69
Page 70
Electrics
Immobiliser III
Communication
90
1/2
0
130
1/1
50
30
20
10
°C
40
50
60
70
If fixed code is OK
!
80
100
120
70
60
140
ABS
P
160
50
AIR
40
180
BAG
30
20
10
200
220
240
260
0
Communication
via single lines
Same fixed code storage
locations as in immobiliser II
Generate variable code Variable code
Calculate according to
equation set A
Result for control unit Result for transponder
Compare results for control unit/transponder
STOP
=
T
ransponder (key )Immobiliser control unit
W
Power supplyIgnition On
Fixed code
Calculate according to
equation set A
Engine control unit
70
Calculate according to
equation set B
Variable code
Communication via CAN
Result for immobiliser control unit and result for transponder key
START
STOP
For adaptation only
Personal
ID (immobiliser)
Control unit
ID (immobiliser)
VIN
Generate variable code
Calculate according to
equation set B
Compare results for immobiliser control unit/ engine control unit
=
Page 71
Notes
71
Page 72
Electrics
Sound system
Fitting locations for radio, Bose amplifier, 6­disc CD changer, loudspeaker, aerial and car phone system:
Telephone operating electronics control unit J412 (on the rear floorpan assembly)
Bose subwoofer 9
Car phone aerial
Rear window radio aerial
Tweeter
Subwoofer
in right-hand door
}
Rear loudspea­ker (Bose)
Aerial amplifier in tailgate
Loudspeaker rear (Bose)
6-disc CD changer
Car phone or provision
72
Navigation system receiver
Radio
Central loudspeaker (left-hand defrost outlet)
Tweeter
Subwoofer
SSP207/105
in left-hand door
}
Tweeters and subwoofer are fitted in the Chorus and Concert Audio systems.
Page 73
The Audi TT Coupé has been prepared for the Chorus and Concert radio series which are already featured in the A6.
The door loudspeakers of the audio system are also used by the navigation system and the hands-free car phone.
In addition, the Audi/Bose sound system is available with 7 high-performance loudspea­kers as well as a 250 W power amplifier.
The reception of the rear window aerial is boosted by an aerial accommodated in the tailgate.
Audi systems
Audi Chorus - Basic equipment
(version prepared for radio is possible)
When the car phone is used (prepared for Nokia 3110 mobile phone), the audio system cuts out (mute function).
When the navigation system is used (without magnetic field probe), output volume is redu­ced by about 6 dB so that the directions which the navigation system gives are easier to fol­low. Directions are displayed visually on the screen in the dash panel insert.
When the Bose sound system is in use, the “FADER“ function is deactivated (volume dis­tribution between front/rear left/right loud­speakers) in order to safeguard sound quality in the vehicle interior.
Audi Concert - Version with auxiliary
functions as well as Bose sound system
In this case, the separate amplifier module located in the rear end of the vehicle distribu­tes volume to the individual loudspeaker pairs.
Sound quality is also stabilised and enhanced via a loudspeaker integrated in the left-hand defrost nozzle. The rear loudspeakers are driven directly (active) on the left-hand side and passively (from the left-hand side) on the right-hand side.
73
Page 74
Electrics
Chorus/Concert and Concert audio systems with optional equipment
Window aerial amplifier
Door, front left tweeter/subwoofer
Door, front right tweeter/subwoofer
Radio
Optional equipment
Rear left tweeter/subwoofer
Rear right Tweeter/subwoofer
CD player
Car phone
Navigation
Active
Passive
Legend
Navigation
Car phone
Car phone announcements are played back via the front-left door loudspeaker.
74
In connection with the navigation system, the door loudspeakers on the front left and right are used.
Page 75
Concert with Bose amplifier audio system and optional equipment
Window aerial amplifier
Door, front left tweeter/subwoofer
Door, front right tweeter/subwoofer
Radio
Optional equipment
Bose amplifier
Optional equipment
Rear right subwoofer
Rear left subwoofer
Central loudspeaker
Car phone
Navigation
6-disc CD changer
Audi concert
1
4
2
5
3
6
AS
Scan
BAL
FAD
TRE
BASS
TPFM
CPSRDSAM
RD
MODE
75
Page 76
Heating/air conditioning system
Overview
Operating and indicator unit
Button defroster for windscreen and side window
Air conditioning system ON/OFF switch pull/press and temperature control (rotary switch warmer/colder)
OFF
Economy mode The compressor is switched off
Display panel for operating conditions, blower settings, desired interior temperature
Temperature sensor G56 Dash panel with blower V42 for temperature sensor
ECON
Button Air recirculation mode switched on
AUTO
Automatic mode
Rotary switch Blower motor speed control (air flow rate control)
SSP207/43
Air distribution
The fully automatic air conditioning system operates according to Audi’s tried and tested principle. The sensors and actuators provide automatic temperature and air flow rate con­trol.
The air conditioning control unit has the same functional capability as the unit used in the A3 and its styling has been adapted the design of the TT.
76
Press the “Defroster“ button, and the air recir­culation mode will be disabled automatically.
Air recirculation mode is inactive in “Defrost“ mode.
If the temperature sensor G56 or blo­wer V42 is faulty, the operating and display unit must be replaced.
Page 77
Air conditioner
G192
V85
V68
V70
G89
Air flow flap
V71
Fresh air/air recirculation flap
V2
J126
SSP207/34
This overview shows the component parts of the heater:
G89 Fresh air intake duct temp. sensor G192 Footwell vent temp. sender J126 Fresh air blower control unit V2 Fresh air blower V68 Temperature flap actuating motor V70 Central flap control motor V71 Air flow flap control motor V85 Footwell/defrost flap positioning motor
The air conditioner may only be remo­ved after evacuating the coolant cir­cuit properly.
77
Page 78
Heating/air conditioning system
Sensors
Photosensor for sun G107
Dash panel temperature sensor G56 with blower for temperature sensor V42 not replaceable
Ambient temperature sen­sor G17
Fresh air intake duct tempe­rature sensor G89
Footwell vent temp. sender G192
Pressure sensor for air conditioning system G65
Operating unit for air conditioning system E87
E
C
O
N
A
U
T
O
F
F
O
E
C
O
N
A
OTU
FF
O
Diagnosis plug connection T16
Auxiliary signals:
- Stationary period signal
- Road speed signal
- Engine speed signal
- Engine temperature/engine hot LED
Thermoswitch for air conditioning system switch-off F14
Thermoswitch for radiator fan F18/F54
78
Page 79
Actuators
Actuating motor for defroster flap in footwell V85 with potentiometer G114
Control motor for central flap V70 with potentiometer G112
Control motor for temperature flap V68 with potentiometer G92
Positioning motor for air flow flap V71 with potentiometer G113
Radiator fan control unit J293
SSP207/35
Fresh air blower V2 with blower control unit J126
Auxiliary signals:
- Engine control unit
- Ambient temperature display
Solenoid coupling N25
Radiator fan V7
79
Page 80
Heating/air conditioning system
Air distribution
Fresh air
Dash panel outlets left - right - centre
80
Air recirculation
Defrost
SSP207/39
Footwell
Page 81
SSP207/40
Ventilation control
In fresh air mode, the air flow flap is closed depending on the selected fresh air blower motor speed and vehicle road speed.
Fresh air ventilation produced at high engine speeds is kept at an almost constant value by controlling the closing of the air flow flap. The fresh air supply is not interrupted entirely.
In “Off mode“, the air flow flap is closed and the air recirculation flap is opened. There is no fresh air supply to the vehicle interior.
SSP207/41
Air recirculation mode
Press the air recirculation button and the air recirculation flap is closed by the positioning motor.
When the air recirculation flap is closed, the air in the vehicle interior is recirculated. Ambi­ent air does not enter the vehicle interior.
81
Page 82
Heating/air conditioning system
Expansion valve
The expansion valve is located directly in front of the evaporator between the high pres­sure and low pressure sides of the refrigerant circuit.
Gas-filled thermostatic valve element
to compressor
Pressure equalisation bores
from condenser
Lack of thermal insulation will lead to a change in the control characteristic setting. The cooling output of the air condi­tioning system is reduced.
Control unit
from evaporator
Diaphragm
Push rod
to evaporator
SSP207/44
Ball valve
The expansion valve is thermostatically regu­lated. It has a control unit with a thermostatic valve element and a ball valve. The thermostatic valve element on one side of the diaphragm has a special gas filling. The other side is connected to the evaporator outlet (low pressure) via pressure equalisation drillings. The ball valve is activated by a push rod.
82
Page 83
The temperature at the evaporator
outlet is higher due to the cooling
load increase.
Pressure rise (P
) of the gas filling
a
in the thermostatic valve element.
The cross-section of the ball valve
is enlarged via the diaphragms and
push rod.
Refrigerant flows to the evaporator
and absorbs heat at the transition
from high pressure to low pres-
sure.
P
a
SSP207/49
The air flowing through the evapo-
rator is cooled.
The temperature at the evaporator
outlet drops, causing a pressure
drop in the thermostatic valve ele-
ment.
The cross-section of the ball valve
is reduced.
SSP207/50
P
a
SSP207/51
SSP207/52
The pulse duty factor of the valve openings is dependent on the temperature at the evapora­tor outlet (low pressure). Pressure equalisa­tion is regulated.
83
Page 84
Service
Flexible service interval indicator
The service interval indicator informs the driver when a service is due.
If the remaining distance until the next service is less than 2,000 km or if a year has elapsed, a message appears on the combi-display every time the ignition is turned on. The driver can call up the remaining distance until the next service on the display at any time by pressing the check key.
Oil level sensor
Level sensor
The fixed interval indicator, i.e. limitation of service interval to 15,000 km or 1 year, will be gradually replaced by a flexible service inter­val indicator in the Audi TT Coupé. By compa­rison with fixed maintenance intervals, the flexible service interval indicator will enable the performance margins of the engine oil to be utilised to full capacity. A new type of sen­sor for oil level and oil temperature recogni­tion has been developed for this purpose.
Temperature sensor
1/2
90
0
130
1/1
50
°C
80
30
40
20
50
10
60
70
100
120
70
60
140
ABS
160
50
AIR
40
180
BAG
200
30
!
220
20
240
10
260
0
Temperature
level
Sensor electronics
Oil level sensor
The oil level sensor is installed in the oil sump from below.
The level and temperature data are determi­ned continuously and transferred to the dash panel insert in the form of a pulse width modulated output signal.
84
+
-
SSP207/91
The “Adaptation” function in the dash panel insert, the flexible service inter­val indicator can be converted to a fixed interval indicator.
Page 85
Signal waveform and evaluation
Oil level
The electronically controlled measuring ele­ment is heated up slightly for a short period of time as a function of the momentary oil tem­perature ( output = high) and subsequently cools down again ( output = low). This process is repeated continuously. In this case, the high times are dependent on the oil temperature and the low times are pro­portional to oil level.
Heating phase
Oil temperature evaluation 25 - 85 ms
The oil level in mm can be calculated from the cooling-down period during the cooling-down phase by means of a sensor equation. Accu­racy is approx. ± 3 mm.
Long cooling-down period = oil level too low (1,000 ms)
Short cooling-down period = oil level too high (100 ms)
High
Low
Cooling-down phase 200 - 1.000 ms
Oil temperature
The signal for oil temperature is transmitted during the sensor cooling-down phase.
The influencing criteria for the flexible service interval indicator are: oil level, oil tempera­ture, fuel consumption in l/h per cylinder and distance covered.
Oil level sensor
Bonnet contact
Dash panel
Engine control unit
insert
In the combi-instrument, the condition of the oil in the vehicle determined by evaluating these influencing variables, and the upper limit values in km (max. 30,000 km) and time (max. 2 years) until the next service are adap­ted variably.
The upper limit values can be set in units of kilometres and time as fixed values via the “Adaptation“ function in the combi-instrument.
Warning indicator
1. Priority “min“ oil level
2. Priority “min“ oil level as a function of distance covered
Odometer
The oil level only influences the FSIA indirectly. The factor of fuel consumption is increased when the fuel level is too low.
85
Page 86
Service
Specifications of the Audi TT
1.8 T
(132 kW)
Engine/electrics
Engine code AJQ (EU II + 3D standard) APX (EU 3D standard)
Engine type
Displacement
Bore x stroke mm 81 x 88.4
Compression ratio : 1 9.5 9.0
Max. output kW (bhp) @ 132 (180)/5500 165 (225)/5900
Max. torque Nm @ 235/1950-4700 280/2200-5500
Mixture preparation Motronic with electronic throttle control
cm
cm
3
3
In-line 4-cylinder, four-stroke petrol engine, exhaust gas turbocharger
Five valves per cylinder; double overhead camshafts (DOHC)
1781
1.8 T quattro (165 kW)
Engine control unit System self-diagnosis, emergency running programme; mapped,
Ignition system Distributorless ignition system with static high-voltage distributor,
Exhaust gas treatment system
Battery A/Ah Manual: 220 A/44 Ah
Alternator A max. 90 A 90 A
Power transmission
Drive Front-wheel drive,
Clutch Hydraulically activated single dry plate clutch with asbestos-free linings, two-mass flywheel
Gearbox type 5-speed manual gearbox fully synchronised 6-speed man. gearb. quattro
Gearbox code fwd: 02J.N/DZF quattro: 02M.3/DXW 02M.1/DQB
Gear ratios 1st gear 3.300 3.417
2nd gear 1.944 2.105
3rd gear 1.308 1.429
4th gear 1.034 1.088
Closed-loop catalytic converter, heated lambda probe, activated charcoal filter
Automatic: 280 A/60 Ah
Traction Control System (TCS), EDL
long-life-spark plugs with 60,000 km replacement interval
cylinder-selective knock control
120 A incl. air conditioning
Manual: 220 A/44 Ah
Automatic: 280 A/60 Ah
Four-wheel drive
Electronic differential lock (EDL)
5th gear 0.838 1.097
6th gear 0.912
Reverse 3.060 4.107
Final drive ratio 3.938 4.200/3.316
Running gear/steering/brakes
Front axle McPherson strut suspension with bottom wishbones, subframe, transverse anti-roll bar
Rear axle Front:
Torsion beam axle with separate spring damper layout, track-correc­ting axle bearing, tubular anti-roll bar
quattro:
LDQ axle (dual link trailing arm sus­pension), track-correcting axle bea­ring, anti-roll bar
86
Page 87
Steering
1.8 T
(132 kW)
Power-assisted, maintenance-free rack and pinion steering system, track-stabilising kingpin offset
1.8 T quattro (165 kW)
No. of steering wheel
2.79
revolutions lock to lock
Steering ratio 15.67
Turning circle m 10.45
Brake system, front/ rear
Diagonal-split dual circuit hydraulic
brake system, anti-lock braking
system (ABS) with electronic brake
force distribution (EBFD), TCS (Trac-
tion Control System), disc brakes at
front and rear, ventilated at the
Diagonal-split dual circuit hydraulic
brake system, anti-lock braking
system (ABS) with electronic brake
force distribution (EBFD), disc bra-
kes at front and rear, ventilated at
the front and rear
front
Brake disc diameter, front/rear
mm front:
312 x 25
fwd rear:
232 x 9
front: 312 x 25 rear: 256 x 22
quattro rear:
239 x 9
Wheels 7J x 16 7 1/2J x 17
Offset depth of rims mm 31 32
Tire size 205/55 R16 225/45 R17
Body/dimensions
Body type self-supporting, fully galvanised, steel, aluminium bonnet
front/rear crumple zones, side protection
Number of doors/seats 2 + 2
Frontal area A m
2
1.99
Drag coefficient c
d
0.34
Total length mm 4041
Width without mirror mm 1764
Width incl. mirror mm 1856
Vehicle height mm 1354 1351
Wheelbase mm 2419 2427
Track width front/rear mm 1525/1507 1525/1503
Overhang front/rear mm 876/746 876/738
Ground clearance,
mm 120 120
unladen
Load sill height mm 762 764
Tailgate width, bottom mm 834
Tailgate width, top mm 885
Load opening mm 1180
Load sill height mm 364
Through-loading width, luggage compartment
Luggage compartment length
mm 950
mm 900
87
Page 88
Service
1.8 T
(132 kW)
Length of luggage com­partment with rear seat folded down
Height of luggage comp.
Luggage compartment vol.
Vert. headroom, front/rear
Max. seating height, front/rear
Elbow room, front/rear mm 1412/1221
Weights
Kerb weight (w/o driver)
Max. perm. gross weight
Payload kg 370
Max. permissible axle load, front/rear
Max. permissible roof load
Capacities
Cooling system capacity
mm 1397 1360
mm 764 660
l 272/547 218/493
mm 49/-87
mm 959/828
kg 1205 1395
kg 1575 1765
kg 940/735 1015/850
kg 75
l7
1.8 T quattro (165 kW)
Engine oil capacity l 4 ltr. and 4.5 ltr. without and with filter change respectively
Gearbox oil capacity l fwd: 2.3 quattro: 2.6
Tank capacity l 55 62
Windscreen washer fluid tank
Performance/consumption/acoustics
Max. speed kph 228 243
at engine speed rpm 6430 6281
Acceleration
0-80 kph s 5.5 4.3
0-100 kph s 7.4 6.4
Elasticity in 4th/5th gear (5th/6th gear for 165 kW engine)
60-120 kph s 9.9/13.1 11.2/14.8
Fuel type Premium unleaded 98 RON
Consumption acc. to 93/116/EC
Urban cycle ltr./100 km 10.9 /
Out-of-town cycle ltr./100 km 6.3 /
l 4 l (3.74 ltr. usable water volume)
Overall ltr./100 km 8.0 9.2
CO2 emission g/km 192 221
Theoret. range (MVEG) km 687 674
88
Page 89
Special tools
Pin
Order No. T10027
SSP207/127
Wheel bearing puller for quattro rear axle
4
comprises:
1
2
5
3
6
SSP207/128
Order No. Sleeve T10030/1 Tube T10030/2 Spindle T10030/3 Thrust piece T10030/4 Cross piece T10030/5 Tube T10030/6
Adapter
Order No. T10031
SSP207/134
89
Page 90
Service
Socket
Order No. T10035
SSP207/130
Attachment for SW 3300A
(front-wheel drive vehicles only)
Order No. T10036
SSP207/131
SSP207/132
Additinal tool for set V.A.G 1459B Thrust piece VAS 5146
90
Spring retainer
(in preparation)
+ Gear wneel
Page 91
Dear readers,
By reading this Self-Study Programme, you will have now familiarised yourself with the technical innovations of the new Audi TT.
The appearance of this SSP is in accordance with the CI for Audi’s own Self­Study Programmes.
The section on Service provided you with information regarding new special tools and service highlights, among other things.
We would be pleased to receive any suggestions for improvement of the Self­Study Programmes. If you have any queries, please do not hesitate to contact us under Fax No. ++49/841 89 637.
With kind regards, Technical Service Training Team
91
Page 92
207
All rights reserved. AUDI AG Department I/VK-5 D-85045 Ingolstadt Fax +49 841/89-6367
840.2810.26.20 Technical Status 06/98
Printed in Germany
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