SSP325 A6 Assemblies - Volkspage

Service TrainingAUDI A6 ‘05 AssembliesSelf-Study Programme 325

Engine/gearbox combinations0A309L3,0 l-V6-TDI01J01X/02X3,2 l-V6-FSI09L4,2 l-V501J01X/02X2,4 l

Contents3,0 l-V6-TDI-Motor mit Common-Rail-Einspritzung3.0 l V6Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Mechanics – Crankcase/Crank drive/Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Chain drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Air intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13VTG turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15Exhaust gas recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16Oxygen sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17Pre-heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17Fuel supply – 3rd generation common rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18Piezo injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21Particle filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Engine management/System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Function diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283.2 l V6 FSI engineIntroduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31Mechanics – Crankcase and crankshaft assembly . . . . . . . . . . . . . . . . . . . . . . . .32Engine ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34Oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35Engine control – Chain drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37Camshaft adjusters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38Intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41Fuel supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42FSI operating methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45Engine management/System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46Function diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50The Self-Study Programme provides information on the fundamentals of design and function of new vehiclemodels, new vehicle components or new technologies.The Self-Study Programme is not a Workshop Manual!Specified values serve only to make the information easier to understand and relate to the software versionthat was valid at the time the Self-Study Programme (SSP) was created.For maintenance and repair work, please make sure to use the current technical documentation.ReferenceNote

Gearbox – manual transmissionIntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53Brief description of 0A3 gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54Brief description of the 01X/02X gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5601X/02X bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580A3 bearings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5901X/02X lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600A3 lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62Inner gearshift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640A3 synchronisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6601X and 02X synchronisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67Gear selector (outer gearshift) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68Gearbox – automatic transmissionIntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70Gear selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71Selector lever locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72Emergency release. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73Selector lever positioning/Display unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74Ignition key anti-removal lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75Steering wheel Tiptronic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766-gear automatic transmission 09L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 776-gear automatic gearbox 09L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80Converter clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81Oil management and lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82Function diagram for 09L gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83Transmission ratio/Hydraulics (lubrication) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84Dynamic switching programme – DSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85Electro-hydraulic control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85Multitronic 01J . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86Combination with the 3.2 l V6 FSI engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86New features – measures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86Vane-type pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88Tiptronic /Dynamic Regulating Programme DRP . . . . . . . . . . . . . . . . . . . . . . . . . 89Hill starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89Function diagram for 01J multitronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

3.0 l V6 TDI engine with common-rail injectionIntroductionWith the 3.0 l V6 TDI engine with common rail,Audi has introduced the fourth engine in the newgeneration of V engines.Its dimensions and its total weight of approx. 220 kgmake it one of the lightest and most compactV6 diesel engines around.325_0016

The engine code and the engine number are locatedat the front right of the cylinder block, next to thevibration damper.BMK3 3 8325_013Torque performance curve500200Torque in NmPower in kWNm300kW120200801004001000 2000 3000 4000 5000Engine speed in rpmTechnical dataCodeBMKType V engine with an angle of 90°Displacement in cm 3 2967Power in kW (hp)Torque in Nm165 (224) at 4,000 rpm450 at 1,400 to 3,250 rpmBore in mm 83.0Stroke in mm 91.4Compression 17.0 : 1Weight in kg Approx. 221Firing order 1-4-3-6-2-5Emission controlEngine managementExhaust standardWith catalytic converter, oxygen sensor, cooledexhaust gas recirculation (particle filter optional)EDC 16 CP, (common rail)EU IV7

3.0 l V6 TDI engine with common-rail injectionMechanicsCrankcaseThe engine block is made of GGV-40 (vermiculargraphite cast iron) with a cylinder gap of 90 mm(previously 88 mm).The cylinder bores undergo UV-photon honing forfriction optimisation and in order to minimise initialoil consumption. (Note on page 7)325_005Crank driveThe crankshaft, which is forged from temper-hardenedsteel, is mounted in four places in a mainbearing frame.Industrially cracked trapezoid con-rods are screwedto the crankshaft using a sputtered bearing at thetop and a 3-material bearing at the bottom.325_030PistonA cast piston without valve pockets and with acentrally arranged piston trough is cooled withinjection oil via a ring channel (as for 3.3 l V8 CR).325_0328

Oil pumpUV photon honingThis involves using a laser beam to smooth thecylinder bores following honing.The laser beam, which is applied at high force,melts down the remaining metal nibs in theone-billionth range. A smooth cylinder bore isachieved immediately in this way rather thanthrough the working of the piston.The tried-and-trusted Duocentric oil pump is usedfor the new generation of V6 engines.It is driven by the chain drive via a hexagon shaft.325_027Retaining frameA sturdy retaining frame made of GGG 60 forms themain bearing assembly and serves to reinforce thecrankcase.Bolts/main bearingassembly325_010Top section of oil panThe division between the crankcase and the oil panis at the middle of the crankshaft.The two-section oil pan is made up of an aluminiumpressure-cast top section and a bottom sectionmade of steel plate.325_0119

3.0 l V6 TDI engine with common-rail injectionCylinder headFour valves per cylinder ensure optimum chargingof the combustion chamber. In the new V6 TDI,the valves are actuated by roller-type cam followerswith hydraulic valve clearance compensation.The acoustics of the unit benefits from the use ofthe roller-type cam followers. These, together withthe tensioned and practically play-free camshaftdrive pinions, reduce the mechanical noise of thevalve gear.Cylinder head coverCylinder head cover sealRetaining frameCamshaftThe two sturdy camshafts are manufactured from aprecision steel tube, cam rings and the two steelplugs using the IHU procedure*. The exhaustcamshafts are driven by the inlet camshafts via spurgears.The spur gears are straight-toothed (previously thespur gears had bevelled teeth).CamshaftValve gear* IHU – internal high-pressure recastingCylinder head325_03410

Tooth profile clearance compensationThe spur gear of the exhaust camshaft (driven spurgear) comes in two parts. The wide spur gear is heldon the camshaft through spring actuation and hasthree ramps at the front.The narrow spur gear has the correspondinggrooves and is capable of both radial and axialmovement.Spur gearsBelleville springwasher325_039325_038Note:Please see assembly instructions in WorkshopManual.A defined axial force is produced via a Bellevillespring washer, where the axial movement isconverted at the same time into a rotary movementwith the help of the ramps. This offsets the teeth ofthe two driven spur gears, which in turn affectstooth clearance compensation.Installation positionClearance compensation325_065325_06611

3.0 l V6 TDI engine with common-rail injectionChain driveThe new drive generation of V engines isimplemented via chain drives and thus replaces thetoothed belt. This has made it possible to use ashorter engine type for a wider range of possibleapplications in various models.The chain drive is designed as a simplex bush chain(single chain) and is fitted at the gearbox side.It is made up of a central chain (drive A) runningfrom the crankshaft to the intermediate sprocketsand a chain to the inlet-side camshaft of both theleft and right cylinder heads (drive B + C).And on a second level, from the crankshaft to the oilpump drive and the balancer shaft (drive D).A separate hydraulic, spring-supported chaintensioner with the required chain guides is fitted foreach chain drive.Advantage: Maintenance-free and designed for theservice life of the engine.Balancer shaftThe new feature here is that the balancer shaft isaccommodated in the inner V of the engine block,where the shaft goes through the engine and thebalancing weights are secured at the ends.Driven by chain drive D, the balancer shaft turns atcrankshaft speed against the direction of rotation ofthe engine.Balancer shaft driveBalance weights325_076Camshaft drive – drive BBank 1Camshaft drive – drive CBank 2Central chain drive – drive ABalancer shaft drive325_033Oil pump driveCrankshaft driveSecond chain drive – drive D12

Air intakeIntake manifold with butterfly valvesButterfly valves that can be regulated smoothly areintegrated into the intake tract. These can be usedto adapt the air movement according to the currentengine speed and load with regard to emissions,consumption and torque/power.The butterfly valve adjuster with potentiometerreports the current position of the butterfly valveback to the engine control unit.Exhaust gas recirculation flowExhaust gas recirculation unitIntake pipeThrottle position adjusterIntake airButterfly valvesElectric butterfly valve adjuster325_031Exhaust gas recirculation:Throttle position adjuster:This involves high-pressure exhaust gasrecirculation.The entry of exhaust gasses into the intake tractcounters the intake air flow. This results ina constant mixture of fresh air and exhaust gas.The throttle is closed in order to stop the engine.This reduces the compression effect and achievessofter engine coasting.In addition, the exhaust gas recirculation rate canbe increased through targeted, map-controlledclosure.Note:The throttle and butterfly valves are opened incoasting mode in order to check the air flowsensor and balance the oxygen sensor.13

3.0 l V6 TDI engine with common-rail injectionIntake manifold with electric adjusterfor controlling the butterfly valvesButterfly valve closedButterfly valve openTangential pipeSwirl duct325_047325_048To optimise the torque and combustion, a closedswirl duct increases the swirl at low loads.When the engine is started, the butterfly valves areopen and are only closed again at idle speed(duty cycle: approx. 80 %).Continuous opening is performed from idle speedto approx. 2,750 rpm (duty cycle: approx. 20 %).To optimise performance and combustion, an openswirl duct allows a high level of cylinder charging athigh loads.The butterfly valves are always completely open ata speed of approx. 2,750 rpm or higher.The butterfly valve is also open both at idle speedand during coasting.Note:When the adjuster is replaced, it must beadapted to suit the butterfly valves.The valve body must also be replaced whenthe adjuster is replaced from another engine.14

VTG turbocharger, electrically adjustableTo guarantee a fast response from the turbochargerat low speeds, air guide vane adjustment has beenimplemented using an electric adjuster.This allows the exact positioning of the air guidevane to achieve optimum boost pressure.In addition, a temperature sensor is integrated infront of the turbine in the turbine housing.This measures the boost air temperature andprevents the turbocharger from overheatingby activating engine management.This is also used to initiate the regenerationof the particle filter if the measured temperatureis 450 °C or higher.The connection for exhaust gas recirculationis located in the downpipe, which joins the twocylinder banks on the exhaust side.This involves high-pressure exhaust gas recirculation.This means that the exhaust gas recirculationpressure is always higher than the intake pipepressure.Note:Turbocharger adjustment is performed in a controlledway at:– a low load and low speed in order to buildup the boost pressure quickly.Regulated at:– a high load and high speedin order to maintain the boost pressure atthe optimum range.Temperature sensorElectric adjusterAir guide vane adjustment325_026Exhaust gas recirculationTo achieve a high exhaust gas recirculation flow, avacuum-controlled exhaust gas recirculation valveis installed. This controls the quantity of exhaustgas recirculated in the intake tract.To effectively reduce the particle and nitric oxide(NO x ) emissions, the exhaust gasses arecooled by a switchable, water-filled exhaust gasrecirculation cooler when the engine is warm.325_03515

3.0 l V6 TDI engine with common-rail injectionCold engine: By-pass flap openExhaust gas recirculation is performed immediatelyso as to heat up the catalytic converter as quickly aspossible.325_037Warm engine: By-pass flap closedExhaust gas recirculation must be performed usingthe water-cooled exhaust gas recirculation cooler.Exhaust systemThe exhaust manifolds are designed as an airgap-insulated sheet metal manifold.They are installed in the inner V of the engine on theexhaust turbocharger.325_036Exhaust gas recirculationOxygen sensorCatalytic converterTemperature sensorTemperature sensorDifferential pressure sensorManifold,air gap-insulated325_025Particle filter16

Oxygen sensingAn oxygen sensor is used for the first time in an Audidiesel engine.This is the broadband oxygen sensor, which you mayalready know from the petrol engine. An importantfeature of this oxygen sensor is that it can record theoxygen signal over the entire engine speed range.The oxygen sensor regulates the exhaust gasrecirculation quantity and corrects smoke emissions.Oxygen sensing (approx. 1.3 or less) can help toadjust the exhaust gas recirculation rate to thesmoke limit, thereby producing higher exhaust gasrecirculation rates.The engine works with excess air.Oxygen sensing is also used for mass air flowsensor plausibility (HFM). The mass air flow is calculatedfrom the oxygen value using a calculationmodel and compared to the value from the mass airflow sensor.Adjustments can thus be made over the wholesystem (exhaust gas recirculation, injection, fueldelivery).Note:If the oxygen signal fails, a fault is entered andthe malfunction indicator light (MIL) comes on.Sensor element325_103Pre-heating systemHere, the pre-heating system known as the dieselquick-start system is used with new ceramic glowplugs. They reach a temperature of 1,000 °C in twoseconds and thus guarantee a petrol-enginequick-start without the "minute’s silence" for diesel.The voltage is reduced step-by-step in the followingactivating intervals and is significantly less thanthe available vehicle voltage.To relieve the vehicle voltage, the glow plugs areactivated with pulse width modulation (PWM) andphase offset.Glow pinContactGraphite bushingSpark plug housingGraphitetabletTensioningsleeve,bottomSealing ringTensioningsleeve,topInsulating washerMetal ringConnector325_100ConnectionpinVoltage profilePhase 1:Phase 2:Phase 3:approx. 9.8 V – fast heating6.8 V5 VTemperature curvePower curveVoltage curveTemperature °C1050950850302010-1--2--3-75000 5 10 15 20 25 30 35 40Time SCurrent A, Voltage VNote:Please observe the precautionary measuresdescribed in the Workshop Manual whenworking with ceramic glow plugs.Caution, very easily damaged!17

3.0 l V6 TDI engine with common-rail injectionFuel supply – 3rd generation common railA 3rd generation common-rail system from Boschcontrols the fuel/air mixture.It has a high-pressure pump, driven by a toothedbelt and one distributor plate (rail) for each cylinderbank.300 - 1,600 barMax. 1.8 bar permittedMax. 1.6 bar permittedMechanicalfuel pumpValve for fuel metering N290(fuel trim unit)High-pressure pumpCP3.2+10-bar pressure-holding valve G410Permeability in opposite directionat 0.3 - 0.5 bar for chargingthe injectors following repairs.Temperature sensorG81Bi-metallicpre-heating valveHigh pressure of 300 - 1,600 barReturn pressure from injector: 10 barFlow-side pressure: max. 1.6 barReturn-side pressure: max. 1.8 barFuel filter withwater separator18

The injection pressure has been increased to1,600 bar, which is 250 bar more than in earlier 2ndgeneration common-rail systems.Pressure sensorG247Rail element in cylinder bank II4 5 6RestrictorRail element in cylinder bank I1 2 3Pressure control valveN7510 barPiezo injector 1 … 3N30/31/32Mechanical crash valveFuel cooler (air)on vehicle underbodyBaffle housingFuel pump(pre-feed pump) G6Tank325_00319

3.0 l V6 TDI engine with common-rail injectionHigh-pressure fuel circuitThe Piezo injectors are the most important newfeature of the new common-rail system.Fuel injection involves the Piezo effect.Rail element in cylinder bank I N33 - 84Pressure-regulating valve N276Distributor between the railsRail element in cylinder bank IIRail pressure sensorG247High-pressure pump325_002Note:The design and function of the high-pressurepump are described in the SSP 227.Piezo injectorsN30-32Gear pumpThe gear pump, which is driven via the continuouseccentric shaft of the high-pressure pump by atoothed belt, feeds the fuel from the tank to thehigh-pressure pump using the inner tank pump.325_04920

High-pressure pumpA dual-regulator system is used to regulate the fuelpressure. The fuel pressure is regulated in thenear-idle speed range, when the engine is cold andto reduce the engine torque using the fuel pressureregulator N276 on the rail.At full-power and when the engine is hot, the fuelis routed to the pressure-regulating system via thefuel pressure regulator (fuel trim unit) N290 toprevent the fuel from heating up unnecessarily.The engine control unit initiates injection releasewhen the fuel pressure is 200 bar or higher in therail.The engine control unit disables fuel injection assoon as the fuel pressure in the rail falls below130 bar.Eccentric shaftInlet valveFuel feed from tankHigh-pressurepistonPiezo injectorGearwheel fuelpumpHigh-pressureconnectionFuel trim unitN290325_078Note:Whenever an injector is replaced, it must beadapted to suit the injection system and aninjector quantity comparison (IQC) must beperformed.Please follow the relevant troubleshooting stepsto do this.O ringMoulded connectorElectric connection(flat connector)Bar filterBodyReturnconnectionO ringActuator footActuatormoduleActuatorActuator sleeveActuator headDiaphragmAdjusting shimCoupler bodyAdjusting pieceLow-pressure sealing ringCoupler pistonValve pistonCouplermoduleValve plateTube springPilot valveValve pinValve springValve piston springNozzle bodyRestrictor plateSpring retainerNozzle tension nutSealing washerNozzle springAdjusting shimNozzlemoduleNozzle needle325_01521

3.0 l V6 TDI engine with common-rail injectionInjector functionThe Piezo effect is used for controlling the injector.The use of the Piezo element means that:– more electrical activation periods per stroke– very short switching times for severalinjections– huge force against the current rail pressure– high lift accuracy for fast drop-offof the fuel pressure– activation voltage of 110 - 148 volts, dependingon the rail pressurecan be achieved.264 Piezo layers are installed in the actuator.Actuator modulePiezo layersPiezo effectIf you deform a crystal made up of ions(turmalin, quartz, Seignette salt), an electricpotential is produced.The Piezo-electric effect can be reversed byapplying a certain voltage. This makesthe crystal longer.Caution, high voltage!Please read safety notes in Workshop Manual.Coupler piston325_016A hydraulic converter (coupler module) converts theincrease in length of the actuator module intohydraulic pressure and motion, which affect thepilot valve.Coupler moduleCoupler piston "A"The coupler module works like a hydraulic cylinder.It is continuously thrown into reverse movementwith a fuel pressure of 10 bar by a pressure-regulatingvalve.The fuel serves as the pressure pad betweencoupler piston "A" and valve piston "B" in thecoupler module.When an injector is closed (air in the system), theinjector is bled by starting at starter speed.In addition, the injector is filled against the fuel flowdirection with the help of the inner tank pump viathe pressure-holding valve.PressurepadNote:If this pressure is not present in the reversestroke, the injector function is disabled.Valve piston "B"325_01722

The pilot valve consists of a valve plate,valve pin, valve spring and a restrictor plate.Pilot valveCoupler elementValve pinThe fuel flows at current rail pressure through thefeed restrictor (Z) in the restrictor plate to the nozzleneedle and into the space above the nozzle needle.This produces pressure compensation above andbelow the nozzle needle. The nozzle needle is keptclosed mainly by the spring force of the nozzlespring.Drainrestrictor (A)Feedrestrictor (Z)When the valve pin is pressed, the return opens andthe rail pressure flows off first through a largerdrain restrictor (A) above the nozzle needle. The railpressure lifts the nozzle needle from its seat,thereby causing injection. The fast switching pulsesof the Piezo element result in several injections perstroke one after the other.AZRestrictor plateNozzle needleNozzle spring325_018Pre- and post-injectionsTwo pre-injections are performed when the engineis cold and in the near-idle speed range. As the loadincreases, the pre-injections aregradually retarded until only the main injection isused at full power.The two post-injections are needed in order to regeneratethe particle filter.Restrictorbore for returnCoupler elementInflow with rail pressureValve pinRestrictor plateNozzle springNozzle closedNozzle open325_028 325_029Note:The pre-injections depend on the load, thespeed and the engaged gear (acoustics).High pressureLow pressure23

3.0 l V6 TDI engine with common-rail injectionParticle filterA particle filter without a catalytic-effect additive isused in the 3.0 l V6 CR diesel engine. The so-called"Catalysed Soot Filter" (CSF) has a filter coatingcontaining precious metal.Several sensors are needed in order to initiate theregeneration of the filter and system monitoring.Three temperature sensors are installed – one infront of the turbocharger, one behind the catalyticconverter and one in front of the particle filter.A differential pressure sensor monitors the pressuredifference before and after the filter.The accumulation of soot on the filter is detectedhere.During passive regeneration without engine managementintervention, the soot stored in the particlefilter is converted slowly and carefully into CO 2 .This happens at temperatures of between 350 °Cand 500 °C, primarily when travelling on motorways,due to the low exhaust gas temperature duringshort journeys or city travel.For frequent city travel, an active regeneration mustbe performed via engine management every1,000 - 1,200 km.Exhaust gas recirculationOxygen sensorCatalytic converterTemperature sensorG235Differential pressure sensorG450Temperature sensorG448CO –Carbon monoxideCoated particle filter 325_020HC – HydrocarbonC – SootCO 2 –Carbon dioxideNO x –Nitric oxideH 2 O –WaterO 2 – Oxygen24

The filter element is like a conventional catalyticconverter, the only difference being that the pipesare closed off alternately in inlet and outletdirection. This means that the soot-laden exhaustgasses must penetrate the gas-permeable siliconcarbide walls. The gas therefore flows to theexhaust system outlet, while the soot stays on theceramic wall. This is coated with a mixture ofplatinum and ceroxide.The platinum coating of the filter elementproduces nitrogen dioxide NO 2 , which causes sootoxidation above a temperature of 350 °C (passiveregeneration).The ceroxide component of the coating acceleratesthe fast thermal regeneration with oxygen (O 2 )above 580 °C (active regeneration).Differential pressure sensorPurified exhaust gaswithout sootPre-purified exhaustgas with soot325_021Temperature sensorPurified exhaust gaswithout sootCOCH 2 OHCCO 2O 2NO x325_022Particle separationPre-purified exhaust gaswith sootRegeneration is performed, as required, using apre-programmed simulation model in the enginecontrol unit, which determines the filter loadingfrom the user’s driving profile and the valueindicated by the differential pressure sensor.For this purpose, the temperature on theturbocharger is regulated to approx 450 °C byperforming a post-injection close to the maininjection, by increasing the injection quantity,delaying the injection time, disabling exhaust gasrecirculation and by choking on the throttle.When a temperature of approx. 350 °C is exceededbehind the catalytic converter, a second post-injectionis performed away from the main injection.This post-injection is so late that the fuel onlyevaporates and no more combustion takes place.However, this fuel vapour is converted on thecatalytic converter and increases the gastemperature to up to 750 °C. The soot particles canthus be burned. A temperature sensor on the filteradapts the quantity of the remote post-injection insuch a way that a temperature of 620 °C is reachedin the underbody position, before the filter. The sootparticles can thus be burned in a matter of minutes.With an increasingly high mileage(150,000 - 200,000 km), the filter becomes blocked,depending on oil consumption, and must bereplaced. The remains of burned oil (oil ashes),which do not burn and accumulate in the filter, areresponsible for this.25

3.0 l V6 TDI engine with common-rail injectionEngine managementSystem overviewFault prompting replacementSensorsControl unit for diesel injection systemdetects additional mass air flow from boostpressure and speedAir flow sensor G70Engine will not startEngine speed sensor G28Engine will not startHall sender G40Control unit for diesel injection systemdetects a fixed valueCoolant temperature sensor G62Control unit takes a fixed value of 90 °C - 5 %Fuel temperature sensor G81Engine control unit switches to nominal valueand controlled operationFuel pressure sensor G247Engine runs at increased idle speedAccelerator pedal sensor with sensor foraccelerator pedal position G79 and G185Reduction in fuel quantity – less powerBrake light switch F andbrake pedal switch F47No effect, an entry is recordedin the fault memoryOxygen sensor G39No effectTemperature sensor for particle filterG235, G450Replacement value– boost pressure control reduced by 5 %Temperature sensor for turbocharger G20Fault memory entryDifferential pressure sensorAdditional signals:Speed control systemCoolant temperature sensorSpeed signalTerminal 50Crash signal from airbag control unitStart request toengine control unit (Kessy 1 + 2)26

ActuatorsFault prompting replacementControl unit for automatic transmissionJ217Piezo element for injector, cylinder 1 - 3 N30 - N32Misfire detection via engine speed sensor,cylinder in question is disabled after severalcyclesPiezo element for injector, cylinder 4 - 6N33 - N83 - N84Combination processor in dashboardinsert J85Glow plugcontrol unit J179Relay for glow plugs J52Glow plugs 1 - 4 Q6Fault entry in control unitRelay 2 for glow plugs J495Glow plugs 5 - 8 Q6AUTO ON/OFF SETUP AUTOOperating and display unit forair-conditioning system J255Throttle control unit N239/J338Remains openFuel pressure control valve N276The fuel pressure is regulated by the fuel levelregulator in the high-pressure pump. Control unitfunction changes from regulating to control.ESP control unitJ104Solenoid valve for exhaust gas recirculation N18No exhaust gas recirculation possibleButterfly valve adjuster V157 + V275By-pass flap is closed,exhaust gas recirculation is always cooledSwitch-over valve for exhaust gas recirculationcooler N345Butterfly valves remain openLeft/right solenoid valve for electro-hydraulicengine mount N144/N145Heat control comes on when the engine temperatureis exceeded.Control unit fordiesel direct-injection systemJ248Additional signals:Electric fanFault memory entry onlyAir-conditioning compressorCoolant preheaterFan stage 1 + 2Relay for auxiliary heater J359 + J360Auxiliary heater Z35No auxiliary heatingData link connectorOxygen sensor heater Z19No oxygen signal, oxygen sensor is switched offand the system is not adjustedFuel pump relay J17Fuel pump (pre-feed pump) G6Engine starts with filled lines, driving behaviourproblems with high fuel throughputs.325_01927

3.0 l V6 TDI engine with common-rail injectionFunction diagramColour coding= Input signal= Output signal= Positive= Ground= Bi-directional= CAN BUSComponentsAE45E408E415FF47F60F194BatterySwitch for speed control systemEngine start/stop buttonSwitch for access and start authorisationBrake light switchBrake pedal switchIdle speed switchClutch pedal switch(US model only)G20 Temperature sensor 1 for catalytic converterG23 Fuel pumpG28 Engine speed sensorG31 Boost pressure sensorG39 Oxygen sensorG40 Hall senderG42 Intake air temperature sensorG62 Coolant temperature sensorG70 Air flow sensorG79 Sensor for accelerator pedal positionG81 Fuel temperature sensorG169 Fuel level sensor -2-G185 Sensor -2- for accelerator pedal positionG235 Exhaust gas temperature sensor -1-G247 Fuel pressure sensorG448 Exhaust gas temperature sensor in front ofparticle filterG450 Pressure sensor 1 for exhaust gasJ17 Fuel pump relayJ49 Relay for electric fuel pump 2J53 Starter relayJ179 Control unit for glow time mechanismJ248 Control unit for diesel direct-injection systemJ317 Voltage supply relay, terminal 30J329 Power supply relay, terminal 15J338 Throttle control unitJ359 Relay for low heating powerJ360 Relay for high heating powerJ518 Control unit for access and startauthorisationJ694 Power supply relay, terminal 75J695 Starter relayJ724 Control unit for exhaust gas turbochargerM9M10Lamp for left brake lightLamp for right brake lightN18 Exhaust gas recirculation valveN30 Injection valve for cylinder 1N31 Injection valve for cylinder 2N32 Injection valve for cylinder 3N33 Injection valve for cylinder 4N83 Injection valve for cylinder 5N84 Injection valve for cylinder 6N144 Left solenoid valve for electro-hydraulicengine mountN145 Right solenoid valve for electro-hydraulicengine mountN276 Fuel pressure control valveN290 Fuel metering valveN335 Intake air switch-over valveN345 Switch-over valve for exhaust gasrecirculation coolerQ10-15 Glow plugs 1 - 6S FuseS204 Fuse -1-, terminal 30V157 Motor for intake pipe flapV275 Motor for intake pipe flap 2Z35Z19Heater element for auxiliary air heatingOxygen sensor heater1 Fan stage 12 Fan stage 23 Engine speed4 To starter5 Terminal 506 Selector lever (P/N)7 Terminal 50, stage 18 Terminal 50, stage 29 CAN BUS L10 CAN BUS H11 CAN BUS Convenience12 CAN BUS Drive13 To lightsData link connector28

3015X3015XJ3174J17SSSSSSSSJ695J53J694J3291112J338V275V157J724SJ179MMMM+13J518MN18N345 N276 N144 N145 N335N290J359J360MG70F/F47AG6M9-E408()0 10 1 2 3E415Q10 Q11 Q12 Q13 Q14 Q15Z35M10-+J248U PU PP++G39λZ19G81 G235 G20 G448G31G42G450G62G247G40G28N83N84F194N30 N32 N33 N31 G79/G1851 2 3 5 6 7 89103131325_04029

3.2 l V6 FSI engineIntroductionA V6 engine with FSI technology has beendeveloped for the first time for the new Audi A6.This engine is also used in the A8 and A4.The following development goals have beenachieved here:– Compliance with the EU IV exhaust gas standard– Reduced fuel consumption– High performance– High and ample torque– Sporty and agile behaviour with a high level ofcomfort– Powerful, sportingly dynamic V6 soundTechnical features are as follows:– Light-weight crankcase made of an aluminium/silicon/copper alloy– Light plastic, two-position intake pipe– Balancer shaft for the elimination of first-orderfree inertia forces– Low-friction cylinder head with 4-valve roller-typecam followers– Engine control via rear chain drive– Front ancillary units are driven by Poly-V belts– Continuous camshaft adjustment on inlet andexhaust side– Siemens engine management with electronicthrottle actuator control (E gas)– Emission control through continuous oxygensensing, 2 catalytic converters close to theengine– P/N system for air mass metering325_05530

The engine code and the engine number are locatedat the front right of the cylinder block.AUKO6EAM150325_012Torque performance curve440220Torque in NmPower in kWNm360kW140320100280602402002000 4000Engine speed in rpm6000 8000Technical dataCodeAUKType V engine with an angle of 90°Displacement in cm 3 3123Power in kW (hp)Torque in NmEngine speed188 (255) at 6,500 rpm330 at 3,250 rpm7,200 rpmBore in mm 84.5Stroke in mm 92.8Compression 12.5 : 1Weight in kg Approx. 169.5Fuel ROZ 95/91Firing order 1-4-3-6-2-5Ignition gap 120°Engine managementSiemens with E gasEngine oil SAE 0W 30Exhaust standardEU IV31

3.2 l V6 FSI engineMechanicsCrankcase and crankshaft assemblyThe crankcase is made of an aluminium alloy.This over-eutectoid monoblock is manufacturedusing the chill-casting procedure.No bushings are cast in.Hard primary silicon particles, which are depositedin the liquefied material, are exposed in a specialprocedure.The bottom of the crankcase (bedplate) reinforcesthe crankcase and contains the four main crankshaftbearings.ReferenceFurther information on this can be found in theSelf-Study Programme 267.325_056The flood wall (oil plane) and the oil pump areintegrated in the top of the oil pan.The bottom of the oil pan contains the oil levelsensor.325_12932

The crankshaft is a four-position steel crankshaftwith a vibration damper. The con-rods are designedas trapezoid industrially-cracked con-rods.The faces are 1 mm wider compared with the3.0 l V5 engine. The lift pin diameters wereincreased from 54 mm to 56 mm. This alsoincreased the rigidity as well as the strength of thecrankshaft.The con-rod measurements were reduced (from C70to 33 Mn VS4) by changing the material used.The higher strength of the new material means thatthe higher gas forces can be transferred safely.325_063The forged piston has an FSI-specific combustionchamber well.The piston shaft is coated with a wear-resistantferrous coating.Piston cooling is performed using oil spray jets.325_04533

3.2 l V6 FSI engineEngine ventilationEngine ventilation involves pure head ventilation.This means that the blow-by gasses are removedonly through the cylinder head covers.A rough separation of the oil is performed in thecylinder head covers using a labyrinth.The blow-by gasses are routed out of the cylinderhead covers and into the internal engine Vcompartment. This contains the dual-cyclone oilseparator, which diverts the separated oil directlyinto the crankcase and also heats the purifiedblow-by gasses to 20 - 25 °C. The application of heatprevents the pipes and the pressure-regulatingvalve from freezing.Advantages:– Good package– Protection against freezingThe use of active crankcase ventilation alsoprevents freezing.Here, the blow-by volume flow is raised in thenear-idle speed range. To do this, fresh air isremoved from the intake pipe and routed directlyinto the crankcase.This has a positive effect on the oil quality sincemore water and fuel residues are removed from theengine oil due to the higher throughput of blow-bygasses.The connection is set up in front of the throttle andon the V compartment lid. To prevent the blow-bygasses from being sucked in (e.g. as a result of thepressure difference between the crankcase and theintake pipe at full speed and when the throttle isopen), a return valve is integrated in the pipe.The blow-by gasses, which have a low oil content,are passed on to the intake pipe via the pressureregulatingvalve and supplied to the combustionsystem.Ventilation pipePressure-regulatingvalveIntake pipeVentilation pipeCylinder head coverVentilation pipesCylinder head coverFine separator325_074Dual-cycloneReturn valveOil reservoir34

Pressure-regulating valveThe pressure-regulating valve regulates the gasthroughput and pressure compensation of thecrankcase ventilation system. It is a spring-loadeddiaphragm valve.The control connection is linked to the intakemanifold. The intake manifold pressure works onthe diaphragms. This actuates the valve. There is astrong vacuum in the intake manifold when thethrottle is closed. This vacuum closes thepressure-regulating valve against the spring force.DiaphragmsAtmospherePressurefromcylindercrankcaseThe shaft seals may be damaged if the pressureregulatingvalve is faulty (defective diaphragms).If the pressure-regulating valve does not close, anexcessively high vacuum builds up via the intakemanifold in the crankcase. The shaft seals are pulledinward and can then start to leak.If the valve does not open, too much pressure buildsup in the crankcase. This can also damage the shaftseals.Intake manifoldpressure325_114Oil supply– Forced-feed lubrication designed for oil specificationSAE 0W 30– Oil pressure control on pure oil-side– Duocentric oil pump with cold-start valve as overloadprotection for oil cooler and oil filter– The oil supply for the camshaft adjusting motorsand the head-side chain modules has been separatedfrom the cylinder head oil supply. As aresult, the oil pressure in the cylinder head couldbe throttled back.– New oil filter module means thatfilters can be changed faster and in a more service-friendlyway.Oil filter moduleBalancer shaftOil pump driveDuocentric oil pumpPlate oil coolerForced oil circuitReturn on pure-oil sideReturn pipe325_07335

3.2 l V6 FSI engineEngine controlChain drive CBank 2Chain drive BBank 1Chain drive ABalancer shaftChain drive D325_057The chain drive is located at the power-output sideof the engine. It is arranged over two levels.Four chains are installed in total.3/8-inch sleeve chains are used for chain drive A, Band C. A single roller chain is used for chain drive D.The chains are designed for the service life of theengine.– Chain drive A: Crankshaft intermediatesprockets– Chain drive B/C: Camshaft drive– Chain drive D: Oil pump via plug-in shaft andbalancer shaftThe chains are lubricated using oil spray, which iscontrolled by the camshaft adjusters.The chain drives A, B and C are tensioned usingmechanical chain tensioners with a hydraulicdamping function. Chain drive D is tensioned usinga simple mechanical tensioner.Low-friction guide elements guarantee the smoothrunning of the entire engine control system.Balancer shaftThe masses rotating and oscillating in the engineproduce vibrations, which cause noise and roughoperation.Free inertia forces of the first order reduce the levelof comfort and can be balanced by the balancershaft.The shaft is made of GGG 70. It is fitted in the internalengine V compartment and supported on twobearings.Oil is supplied via two rising bores on the mainbearing assembly.It is driven at engine speed by the chain drive.The direction of rotation of the balancer shaft isreversed in th36

Cylinder head– Aluminium cylinder head– FSI inlet pipes with variable loading movement;the horizontal pipe division produces a tumbleeffect– Valve actuation via roller-type cam followers withsmooth hydraulic clearance compensation– Valve guide made of sintered material(chromium-plated valves are thus required)– Spring retainer made of (hardened) aluminiumwith additional wear-resistant washer– Simple valve spring– Smooth inlet camshaft adjusters(adjustment range up to a crank angle of 42°)– Smooth exhaust camshaft adjusters(adjustment range up to a crank angle of 42°)– 4 hall senders for camshaft position detection– Camshaft bearing lid designed as a retainingframe (attached via fixing pins)– Cylinder head gasket as a multi-layer metal sealwith silicon pads on the chain housing– Detached plastic cylinder head cover with integratedoil separator (as a labyrinth)– 2 camshafts installed for each cylinder headCoverBondal lidRetaining frameFittedcamshafts325_058Cylinder head37

3.2 l V6 FSI engineCamshaft adjustersThe camshaft adjusters work according to thewell-known hydraulic rocker engine principle.They are manufactured by Denso.Both the inlet camshaft adjuster and the exhaustcamshaft adjuster have an adjusting range of up toa crank angle of 42°. The rotor and stator areweight-optimised and are made of aluminium.Spring-loaded sealing elements are used for theradial sealing of each of the four pressure chambers.The adjusters must be locked in a defined positionuntil the required engine oil pressure is built upafter starting the engine. Locking takes place inthe "Late" position.Inlet camshaft adjusterLocking is free from play here.Exhaust camshaft adjusterA return spring supports the movement of theadjuster into the Early position.When the engine is stopped, the adjuster is locked inthe Late position and the return spring is tensioned.A limited amount of play has been allowed here atthe locking pin so that the adjuster can be unlockedsafely.325_12838

Intake systemThe intake system, from the intake opening at thefront of the vehicle to the pure air outlet at the filterelement, is the same for all engines except for the2.4 l V6 engine.A cylindrical air filter cartridge is used to increasethe useful life of the air filter.An outlet valve in the filter housing has been usedto optimise the discharge of water from the filterhousing.If the engine requires a large amount of air, theengine control unit (active opening) activates thesolenoid valve N335 and a vacuum modulator opensthe wheel housing inlet.The passive opening of the wheel housing inlet isactivated if an excessively high vacuum is created inthe air filter housing (e.g. obstruction of the intakeopening at the front of the vehicle). The increasedvacuum forces the flap of the wheel housing inletopen.The raw-air intake system is fitted with an additionalintake pipe from the wheel housing with flow-optimisedcross-sections.A snow strainer and hot-air intake system are alsoavailable for cold countries. The hot-air intakesystem is controlled by a wax extension element.The throttle body is a single-flow system andincludes water-heating as an option.Note:Engine management is performed without anair flow sensor, i.e. the mass air flow iscalculated from the engine speed and intakemanifold pressure.Flexible intake pipeFlexible intake pipeAir inlet at front of vehicle325_05939

3.2 l V6 FSI engineThe switch-over intake pipe is disconnectedacoustically in order to reduce noise. It has twosettings – short and long intake method – for powerand torque.The switching is controlled by a solenoid valve.The pipe is returned to its original setting by springforce.The vacuum accumulator is integrated and has adesign function.The duo-sensor (pressure/temperature) as well asthe mounting point for the pressure-regulatingvalve of the ventilation system are located in theintake pipe.Two selector shafts are used for the longitudinalswitching of the switch-over intake pipe. These areconnected together via a gear set.The plastic flaps have an airfoil section,which improves the flow.They have an elastomer extrusion-coating to protectagainst leakage losses.Note:The engine control unit continuously monitorsthe position of the intake pipe flaps using hallsensors.Duo-sensorPressure-regulatingvalvePosition feedbackof intake pipe flapVacuum modulator forswitch-over intake pipeVacuum modulator forloading switch-over flapsElectric switch-over valve325_13140

The intake pipe in the cylinder head is dividedhorizontally into two halves by an insertedrefined-steel plate.It is possible to close off the lower intake pipe usingthe pre-positioned intake pipe flaps. This increasesthe flow intensity and causes a rolling movement(tumble) of the air columns in the combustionchamber. The best possible swirling of the fuel-airmixture is achieved in this way.The intake pipe flaps are fitted eccentrically in orderto reduce any flow losses. As a result, they arecompletely integrated into the pipe wall in openposition.325_127The 2-stage adjustment of the intake pipe flaps isachieved via vacuum, while spring force isresponsible for readjustment.In normal position, the flaps are closed as a result ofspring force (small cross-section).The position is reported back via hall sensors.Exhaust systemThe exhaust manifold is a cast-iron part.Connections to the cylinder head are divided intoindividual flanges in order to prevent thermal stress.The exhaust gasses are combined from cylinder 3 tocylinder 2 to cylinder 1, i.e. not a cloverleaf model.325_061The oxygen sensor is fitted at the best possible flowpoint for all three cylinders, thereby allowingcylinder-selective oxygen sensing.Engine management can thus have a greater influenceon the fuel/air mix formation of each cylinder.325_06241

3.2 l V6 FSI engineFuel supplySystem overviewHigh-pressure sensorG247Injection nozzles 4 - 6Low-pressuresensorG410Quantitycontrol valveN290PressurereliefvalveInjection nozzles 1 - 3Fuel filterHigh pressureNo pressureTo engine control unitBattery Ground Powerelectronics325_041The fuel supply system is divided into two systems,namely the low-pressure and the high-pressuresystem.The low-pressure system is a requirement-regulatedfuel system. Here, the power of the electric fuelpump (EFP) is regulated by performance electronicsvia PWM signal (pulse width-modulated).Signal transfer from the engine control unit to theperformance electronics also takes place via thePWM signal. There is no fuel return line.The low-pressure sensor N410 ensures that thevariable pressure is maintained.Advantages– Energy saving due to the lower powerconsumption of the electric fuel pump– Lower heat absorption in the fuel – only the fuelquantity that is currently required is compressed– The service life of the electric fuel pump is extended– Reduced noise, particularly at idle speed– On-board diagnosis of the low-pressure systemand the shock absorber of the high-pressuresystem is possible (via the low-pressure sensor)The pre-feed pressure must be increased by 2 barfor the following operating states:– When stopping the engine (electric fuel pumpafter-run)– Before starting the engine (fuel pump fore-run)when the ignition is on or when the driver’s doorcontact is up– While starting the engine and up to around5 seconds after engine start– When warm-starting and when the engine iswarm – the time depends on the temperature(t < 5 seconds) in order to prevent the formationof vapour bubblesNote:When the pump control unit or the enginecontrol unit is replaced, the pump control unitmust always be adapted accordingly using thespecified troubleshooting steps.42

High-pressure systemThe high-pressure system is made up of thefollowing components:– High-pressure fuel distributor panel, integratedin the intake manifold flange, with pressure sensorand pressure-control valve– High-pressure fuel injection pump– High-pressure fuel lines– High-pressure injection valves325_060Single-piston high-pressure pumpThis is manufactured by Hitachi.It is driven at the end of the inlet camshaft of bank 2via a triple cam.It produces a fuel pressure of between 30 and120 bar. The pressure is set by the quantity controlvalve N290, depending on the nominal value.The fuel pressure sensor G247 monitors thepressure here.Quantity control valveN290The pump does not have a leakage line, but feedsthe controlled fuel back into the flow-side internally.The low-pressure fuel sensor G410 is integrated inthe pump.This system is a requirement-regulated high-pressurepump.This means that only the quantity of fuel stored inthe engine control unit map is fed into thehigh-pressure rail.The advantage of this system compared with acontinuous-feed high-pressure pump is the reduceddrive power. Only the fuel that is actually needed isfed into the system.325_124Low-pressure sensorG41043

3.2 l V6 FSI engineIntake strokeThe shape of the cam and the force of the pistonsprings move the pump piston downwards.The increased space in the inside of the pumpcauses the fuel to flow in. The quantity control valveensures that the low-pressure valve remains open.The quantity control valve is de-energised.High-pressureconnectionto railHigh-pressure valveFuel feed from tankLow-pressureinlet valveQuantity controlvalve N290325_120Useful strokeThe cam moves the pump piston upwards. Pressurestill cannot be built up because the quantity controlvalve is de-energised.This prevents the low-pressure inlet valve fromclosing.325_119Pressure strokeThe engine control unit now supplies current tothe quantity control valve. The magneto armatureis drawn up.The pressure inside the pump presses thelow-pressure inlet valve into its seat.If the pressure inside the pump exceeds the railpressure, the return valve is pushed open and fuelis delivered to the rail.325_11844

Like the high-pressure pump, the high-pressureinjection valves are also manufactured by Hitachi.Their job is to inject fuel directly into the combustionchamber at the right time and in the rightquantity.Fine strainerThe engine control unit activates the injectionvalves by applying approx. 65 volts of power.The quantity of fuel is determined by the openingtime and the fuel pressure.The combustion chamber is sealed with a Teflonseal, which must always be replaced followingdisassembly.Magnetic coilArmature clearanceof 4/100 mmNote:Replace the Teflon seal using the specialtool T10133.Magneto armatureNozzle needleTeflon seal325_042FSI operating methodsThe FSI combustion procedure is essentially restrictedto homogeneous operation.The "layer loading operation" method is not implementedfor the following reason.In the lower engine speed range and with a lowengine load, a high-volume 6-cylinder engine has alower thermal load than a 4-cylinder engine with lowpiston displacement. Due to the low exhaust gastemperature, the NO x storage catalytic converterdoes not reach its operating temperature of up to600 °C.2. Homogeneous operation with open intakemanifold flapThe intake manifold flap opens at an engine speedof approx. 3,750 rpm or with an engine load of morethan 40 %. This ensures high air throughput at ahigh engine speed and engine load.This is supported by a high volume-dimensionedtwo-stage intake pipe, which has switched to suitthe performance range (short intake pipe).Injection also takes place in the intake tract here.The "homogeneous operation" method is dividedinto two operating states.1. Homogeneous operation with closed intakemanifold flapThe intake manifold flap is closed in the enginespeed range up to approx. 3,750 rpm or with anengine load of up to 40 %, depending on the map.The lower intake pipe is closed off.The mass air flow, which is sucked in, is acceleratedvia the top intake pipe and flows in rolls (tumbles)into the combustion chamber.Injection takes place in the intake tract.45

3.2 l V6 FSI engineEngine managementSystem overviewFault prompting replacementSensorsFault memory entry / replacement model / MILonManifold pressure sensor G71Intake air temperature sensor G42Fault memory entry / compensating engine speedfrom camshaft speed / MIL onEngine speed sensor G28Fault memory entry / no camshaft adjustment /loss of power / MIL onHall sender G40Hall sender G163 + G300Hall sender G301Fault memory entry / MIL on / EPC onThrottle control unit J338Angle sensor G188/G187Fault memory entry / MIL on / EPC onFault memory entry in transmission control unitSensor for accelerator pedalposition G79Sensor 2 for accelerator pedalposition G185Hand switch F36 + F194 onlyBrake light switch FBrake pedal switch for GRA F47Fault memory entry / no high pressure possible /loss of power / MIL onFault memory entry / no low-pressure regulationFuel pressure sensor G247Low-pressurefuel sensor G410Fault memory entry / intake manifold flaps screweddown / loss of power / MIL onPotentiometer for intake manifold flap 1G336Potentiometer for intake manifold flap 2G512Fault memory entry / replacement model / loss ofpowerKnock sensor G61, G66Fault memory entry / replacement model / loss ofpowerCoolant temperature sensor G62Fault memory entry / intake manifold flaps set /loss of power / MIL onValve for intake manifold flap N316Fault memory entry / loss of powerSensor for switch-over intake pipe positionG513Fault memory entry / no oxygen sensing / MIL onOxygen sensor ahead of catalyticconverter G108 + G39Oxygen sensor behind catalyticconverter G130 + G131Additional signals:J393 (door contact signal),J518 (start request),J695 (output from start relay, terminal 50 stage 2),J53 (output from start relay, terminal 50 stage 1),J518 (terminal 50 on starter),J364 (auxiliary heating),E45 (speed control system)46

ActuatorsFault prompting replacementFuel pump control unit J538Fuel pump V276Fault memory entryControl unit for Simos J361Injection valves for cylinders 1 - 6N30 - 33 and N83, N84Fault memory entry / misfiring / cylinderdeactivation / MIL onIgnition coil 1 with final output stage N70Ignition coil 2 with final output stage N127Ignition coils N70, N127, N291, N292, N323, N324Fault memory entry / misfiring / cylinderdeactivation / MIL onThrottle control unit J338Throttle drive G186Fault memory entry / MIL on / EPC onControl unitfor ABSJ104Power supply relay for engine components J757Fault memory entry / no high pressure possible /loss of power / MIL onSender forsteering-anglesensor G85Solenoid valve for carbon canister system N80Valve for fuel metering N290Fault memory entry / no tank ventilationpossible / MIL onFault memory entry / no high pressure possible /loss of power / MIL onData link connectorControl unit for airbagJ234Valve for register manifold switching N156Fault memory entry / loss of powerValve 1 + 2 for camshaft adjustment N205/N208Valve 1 + 2 for exhaust camshaft adjustment N118/N119Fault memory entry / loss of power / MIL onControl unit forautomatictransmission J217Control unitwith display indashboard insertJ285Valve for intake manifold flapsN316Solenoid valves for electro-hydraulic enginemount N144/N145Control unit for oxygen sensors J754Oxygen sensor heating Z19, Z28, Z29, Z30Pre-catalytic converter 1 G39 and pre-catalyticconverter 2 B108Post-catalytic converter G130/G131Relay for additional coolant pump J469 andpump for coolant after-run V51Fault memory entry / butterfly valves set / loss ofpower / MIL onFault memory entryFault memory entry / no oxygen sensing / MIL onA/C operating anddisplay unitE87Intake air switch-over valve N335Additional signals:Fan stage 1 / PWM cooler fan 1 J293Fault memory entry325_18847

3.2 l V6 FSI engineFunction diagramColour coding= Input signal= Output signal= Positive= Ground= Bi-directional= CAN BUSComponentsAE45E408E415BatterySwitch for speed control systemEngine start/stop buttonSwitch for access and start authorisationF194 Clutch pedal switch(manual transmission only)G Sender for fuel level indicatorG28 Engine speed sensorG39 Oxygen sensorG40 Hall senderG42 Intake air temperature sensorG61 Knock sensor 1G62 Coolant temperature sensorG66 Knock sensor 2G71 Manifold pressure sensorG79 Sensor for accelerator pedal positionG108 Oxygen sensor 2G130 Oxygen sensor behind catalytic converterG131 Oxygen sensor 2 behind catalytic converterG163 Hall sender 2G169 Fuel level sensor -2-G185 Sensor -2- for accelerator pedal positionG186 Throttle drive for electricgas actuationG187 Angle sensor -1- for throttle driveG188 Angle sensor -2- for throttle driveG247 Fuel pressure sensorG300 Hall sender 3G301 Hall sender 4G336 Potentiometer for intake manifold flap 1G410 Fuel pressure sensor for low pressureG501 Sender -1- for input shaft speedG513 Sender for switch-over pipe positionG512 Potentiometer for intake manifold flap 2J53 Starter relayJ271 Power supply relay for MotronicJ317 Voltage supply relay, terminal 30J329 Power supply relay, terminal 15J338 Throttle control unitJ361 Control unit for SimosJ496 Relay for auxiliary coolant pumpJ518 Control unit for access and startauthorisationJ538 Fuel pump control unitJ694 Power supply relay, terminal 75J695 Starter relayJ757 Power supply relay for enginecomponentsN70 Ignition coil 1 with final output stageN80 Solenoid valve 1 for carbon canisterN83 Injection valve for cylinder 5N84 Injection valve for cylinder 6N127 Ignition coil 2 with final output stageN144 Left solenoid valve forelectro-hydraulic engine mountN145 Right solenoid valve forelectro-hydraulic engine mountN156 Valve for register manifold switchingN205 Valve -1- for camshaft adjustmentN208 Valve -2- for camshaft adjustmentN290 Fuel metering valveN291 Ignition coil 3 with final output stageN292 Ignition coil 4 with final output stageN316 Valve for intake manifold flapN318 Valve -1- for exhaust camshaft adjustmentN319 Valve -2- for exhaust camshaft adjustmentN323 Ignition coil -5- with final output stageN324 Ignition coil -6- with final output stageN335 Intake air switch-over valveS FuseS204 Fuse 1, terminal 30V51 Pump for coolant after-runV276 Fuel pump 11 Fuel level for dashboard insert2 Fuel level for dashboard insert(for quattro only)3 Terminal 87, from control unitfor auxiliary heating4 Door contact signal5 Terminal 50, stage 16 Terminal 50, stage 27 Terminal 508 Selector lever position (P/N)9 Engine speed10 Fan stage 111 Redundant brake light signal12 Brake light signal13 CAN Drive data bus, High14 CAN Drive data bus, Low15 CAN Convenience data bus16 CAN Drive data bus17 To lightsN30 ... Injection valves for cylinders 1 - 4... N33x + yconnections within the function diagram48

3015X3015XJ3174SSJ757SSSSJ695J53J694J3291112XYSSS+13J518G39N2P2G130λM++++PPPAG108G131N80N144N145N239N290N316N335N205N208N318N319J496V51G40G163G300G301G62G247G410G42 G71-E408()0 10 1 2 3E41531J2483 4 5 6 7 8 9 10 11 12XYN30N31N32 N33 N83 N84G187G188J338MG186G79G185F194N70N127N291N292N323J538V276 G G169MG28G61G66G513G336G512N3241 213 14PQ3131325_07549

3.2 l V6 FSI engineServiceSpecial toolsHere you see the new special toolsfor the 3.0 l V6 TDI and the 3.2 l V6 FSI engine.Engine and gearbox holderVAS 6095Universal mountingpointEngine-specificmounting pointT40048Assembly device forcrankshaft sealing ring325_206T40049AdapterCrankshaft turns on flywheel side325_207325_208T40053Countererfor high-pressure pump wheelT40055Socket wrench forhigh-pressure line325_209325_210T40058AdapterCrankshaft turns belt pulleyT400602 alignment pinsfor chain sprocket325_21150

325_212325_213T40061Adapterfor camshaftT40062Adapterfor chain sprocket325_214325_139T40064Pullersfor high-pressure pump wheelT40069Fixing pin325_140325_141T40070Camshaft fixing deviceT40071Lock pinfor chain tensionerVAS 5161Valve keys a + eVAS 5161/xx51

Gearbox – manual transmissionIntroductionIn addition to the successful multitronics, newlydeveloped 6-gear transmissions will be usedexclusively in the Audi A6 ´05.Manual transmissionTwo new generations of 6-gear manual gearboxes,front and quattro versions respectively, now replacethe previously used 5-gear and 6-gear transmissions.In addition to increasing torque capacity, the mainemphasis here has been placed on reworking theinner and outer gearshift. Gearshift force, comfortand precision have been significantly improved.The gearboxes are already used in some Audi A4and Audi S4 models.Synchronising power at the selector sleeveComparison of synchronising power at the selector sleeve100 %908001201X7060504030201002->1 3->2 4->3 5->4 6->5Gearshift325_202The versions 01X (front) and 02X (quattro) are usedfor torques of up to 330 Nm.01XThe 01X is designed for thefollowing engines:– 2.0 l R4 TDI PD– 2.4 l V6 MPI– 3.2 l V6 FSI325_13702XThe 02X is designed for thefollowing engines:– 2.4 l V6 MPI3.2 l V6 FSI325_19552

A maximum possible gear spread in the 7.5 rangetogether with the 6th gear opens up a wide range ofpossible uses. For example, for a sporty model withshort gearshifts for maximum acceleration or forthe very economic model, with a "long" 6th gear forfuel economy without loosing out too much ondriving dynamics.The 0A3 (quattro) is used for a torque of 350 Nmor higher.0A3The 0A3 is designed for the3.0 l V6 TDI CR.325_138Technical dataService code 0A3 01X 02XManufacturer code ML450 - 6Q ML310 - 6F ML310 - 6QDevelopment/manufacturer Getrag, Audi Getrag Audi/VW Kassel Audi/VW KasselWeight with oil (without clutch)in kgMax. torquein NmAxle basein mmOil quantityin l72.7 58.6 69.7450 330 33082 753.2 3.0 3.5Housing 3-part 3-part 4-partSynchronisationGear spreadAluminium withscrewed-onsteel-platebearing carrier1st and 2nd gear withtriple cones3rd to 6th gear andReverse with twinconesUp to max. 7.5 possibleAluminium with central bearing housing1st gear with triple cones2nd gear with twin cones3rd to 6th gear and Reverse witha single outer coneUp to max. 7.68 possibleCentral differentialTorque distributionTorsen50/50___Torsen50/5053

Gearbox – manual transmissionBrief description of 0A3 gearbox0A3The new 6-gear manual gearbox 0A3 is a furtherdevelopment of the tried-and-trusted 01E gearbox,which rang in the 6-gear era at Audi at thebeginning of the ‘90s.Like the predecessor gearbox, it was developedjointly by Getrag and Audi and is manufactured byGetrag.The transmission housing of the 0A3 gearbox isdivided into 3 parts and is made completely frompressure-cast aluminium.The axle base, which was increased from 75 mm(01E) to 82 mm, increases the lever arm, therebyallowing a higher torque transmission.Transmission housingHousing lidTorsen housingAxle base82 mm4.3. 6. 5.2. 1. R.325_145Hollow shaftTorsen differentialNote:The clutch with SAC pressure plate, which youmay already know from the predecessor, is usedfor power transmission in the 0A3 gearbox(see Self-Study Programme 198).The gear set is operated in the previously tried-andtrustedway for longitudinal quattro gearboxesusing the original quattro hollow shaft.Four-wheel distribution is achieved using the Torsendifferential, which has been used successfullysince 1986.54

325_15225 mm0A3Final drive coverThe transmission housing has been widened by25 mm in the final drive area. It was possible in thisway to make it significantly more sturdy and it cannow transfer higher torques.This can be recognised by the shell-shaped cover ofthe final drive.Position and assembly of reverse idler gearfor reverse gearSectional view A - ASupport forreverse idler gear shaftScrew for reverse idlergear shaftScrew for reverse idler gear shaftReverse idler gearSupport forreverse idler gear shaftA0A3Reverse idler gearshaft325_193A325_15555

Gearbox – manual transmissionBrief description of the 01X/02X gearboxThe new 6-gear manual gearboxes 01X and 02Xreplace the previous generation of 5-gear manualgearboxes 012 (01W - 0A9) and 01A.The reverse idler gear for reverse gear is locatedin the bearing housing.Like the predecessor gearbox, they were developedby Audi and are manufactured in the VW plant inKassel.Reverse idlergear shaftThe transmission housing of the 01X gearbox isdivided into 3 parts and is made completely frompressure-cast aluminium.The axle base, which was increased from 71 mm(012) to 75 mm, increases the lever arm, therebyallowing a higher torque transmission.Reverse idler gearBearing housingSupport for reverse idlergear shaft01X325_154TransmissionhousingBearing housingHousing lidAxle base75 mm1st 2nd Reverse 3rd 4th 5th6th325_14356

The gear set is operated in the previously tried-andtrustedway for longitudinal Front gearboxes as atwin-shaft gearbox and for longitudinal quattrogearboxes using the original quattro hollow shaft.Four-wheel distribution is achieved using the Torsendifferential, which has been used successfullysince 1986.325_195Torsen housing25 mmTransmission case coverBearing housingTransmission housing02XTransmission housingFinal drive coverThe transmission housing of the 02X gearboxcomprises four aluminium pressure-cast housingsections.Bearing housingThe transmission housing has been widened in thefinal drive area, as in the 0A3 gearbox, in orderto make it more rigid (01X and 02X).Transmission case coverTorsen housingHollow shaftTorsen differential325_18757

Gearbox – manual transmission01X/02X bearings325_143Bearing housingTransmission housingBearing housing325_154Transmission case coverAn aluminium bearing housing, which isscrewed in between the transmissionhousing and the transmission case cover,was developed for the 01X and 02Xgearboxes.In addition to the radial support function forthe input and output shafts, the bearinghousing also bears the high axial strengthsof the output shaft.It was possible to keep the distance betweenthe two tapered roller bearings verysmall. As a result, there is no need fortemperature compensation, which isachieved via the gasket in the 012 gearbox.Reverse idler gear shaft325_157Reverse idler gearIn addition to the input and output shaft, thebearing housing also includes the reverse idler gearand most of the inner gearshift mechanism.This unit is installed and removed pre-assembled inthis way.Support for reverse idlergear shaft58

0A3 bearingsThe new feature here is the output shaft bearingapplication using a double angular contact ballbearing as the fixed bearing.Double angular contact ball bearingThis has important advantages over the conventionalpre-tensioned tapered roller bearing:– The reduced bearing preload reduces friction,which in turn improves efficiency.– The fixed/loose bearings (see full section) are notaffected by the thermal expansion of the transmissionhousing.– The double roller bearing, which is used, is a– sealed bearing ("clear bearing"). No dirt (e.g. grit)can get into the bearing, which extends theservice life significantly.Output shaft325_155The central shaft is mounted using a screwedbearing carrier made of steel plate. As a result, thehousing setup and assembly is simpler.Bearing carrier59

Gearbox – manual transmission01X/02X lubricationRoller sleeveA low oil usage level can be achieved by performingtargeted lubrication using an oil collection tray(01X/02X) or oil feed pan (0A3). This reduces splashlosses and increases transmission efficiency.Input shaftMagnet325_185Output shaftOil collection trayOil collection trayThe bearings for the input shaft ratchet wheels arelubricated through the hollow-bored input shaft onthe 01X/02X gearbox.Two oil collection trays collect the oil that slides offthe gearwheels. The oil is guided into the inputshaft bore via ducts in the housing and in the rollersleeve. The cross bores on the bearings guide theoil to the respective bearings.MagnetThe openings at the bottom of the rear oil collectiontray guide the oil on to the output shaft gearwheels.60

02X lubricationThe Torsen differential in the 02X gearbox isencapsulated using a so-called sealing cylinder.Lubrication of the Torsen differential is designedin such a way that the grit remains in the Torsendifferential and is not passed into the wholegearbox.The advantage is a longer service life for allbearings.Sealing cylinder325_194Transmission case coverSectional view of Torsen (fitted)Oil feed ribSealing cylinderOil collection trayOil scraper ribsOil supply for the Torsen differential325_192When the Torsen differential rotates, oil is alsopassed to the outer wall of the sealing cylinder.Most of this oil is scraped off by the oil scraper ribin the Torsen housing and is passed on to theslightly lower oil scraper rib of the transmissioncase cover. The oil then flows over the oil feed ribinto the sealing cylinder and thus into the Torsendifferential.Torsen housingThe bores at the back of the Torsen differential allowthe oil to flow back into the Torsen housing , therebylimiting the oil level.61

Gearbox – manual transmission0A3 lubricationOil feed pan325_155In the 0A3 gearbox, an oil feed pan is used fortargeted lubrication and also helps to improveefficiency here.The success of all the measures aimed at improvingefficiency is already apparent in that unlike thepredecessor gearbox, no oil cooling (with oil pump)is necessary on the Audi S4 with 0A3 gearbox, forexample.325_156 Oil pump installation position(not necessary at present)The new 6-gear transmissions are filled with thetransmission oil G 052 911 A (SAE 75W 90 syntheticoil), which was used previously.The transmission oil does not need to be changedas part of normal maintenance work – "lifetime fill".The 0A3 can be fitted with anoil pump for oil cooling, ifrequired.62

Notes63

Gearbox – manual transmissionInner gearshiftParticular attention was paid to gearshift comfort inthe new gearboxes.Gearshift force and gearshift times are reduced byreworked, highly-efficient synchronisations.Reverse gear has also been completely synchronised.The gearshift feel has been optimised thanks tonumerous individual measures applied to theinternalgearshift operation (locks, shift cylinders,shift rods and selector sleeves, bearings and stops).To improve the shift operation, the shift rods andlocks are fitted with ball bearings.The gates and locking contours of the shift rods andshift cylinder are designed in such a way that theyguarantee freedom from play in neutral positionand in the selected end position.The shift forks of the forward gears are mounted inan oscillating position on the shift rods.This balances out wobbling movements in theselector sleeves and prevents them from reachingthe outer gearshift mechanism. As a result, notroublesome vibrations are felt in the gearshiftlever.0A3Shift rods fittedwith ball bearings01XShift forks in oscillatingpositionBearing housingLocking sleevefitted with ballbearingsShift rods fittedwith ball bearingsSelector gateShift gates325_159Shift rodThe shift cylinder has separate gate/lockingelements for the shift and selector direction, whichproduce the selector and return power to neutralposition.Defined contours in the gates support theshiftoperation in a positive way.Stop pin325_16064

Locking sleeve fittedwith ball bearingsSwitch for reversinglights F4Shift cylinderShift forks in oscillating positionSelector shaftShift rodStop pin325_158Disengaging the inner gearshiftmechanismThe shift cylinder has a stop at its endposition (gear engaged).The kinematics of the locks is designedin such a way that the shift finger of theshift cylinder does not touch the shiftjaws of the shift rails in this position.Vibrations in the shift rods are thusremoved from the selector shaft and aretherefore not transferred to the manualshift lever.In neutral, the locks control the disengagingaction from the shift finger to theshift jaws.Selector gateShift cylinderShift gatesStopStopPlayPlay325_196Shift fingerStop pinShift jaws65

Gearbox – manual transmission0A3 synchronisation1st and 2nd gear are switched using triple-conesynchronisation, i.e. the Borg Warner system.Carbon friction linings are used to achieve a highservice life and synchronisation performance.3rd to 6th gear and reverse gear are switched usingtwin-cone synchronisation, also based on the BorgWarner system.Synchronising rings with sintered linings are used.Triple-cone synchronisation1st/2nd gearInner ringIntermediate ringShift fork for 1st/2nd gearSynchronising ringPressure pieceSynchronising ringIntermediate ringInner ringRatchet wheel for 1st gearSynchronising body for 1st/2nd gearSelector sleeve for 1st/2nd gearRatchet wheel for 2nd gear325_105Twin-cone synchronisation3rd/4th/5th/6th and reverse gearInner ringShift fork for 3rd/4th gearIntermediate ringSynchronising ringPressure pieceSynchronising ringIntermediate ringRatchet wheel for 3rdgearInner ringLock(3rd/4th gear only)Synchronising body for 3rd/4th gearSelector sleeve for 3rd/4th gearRatchet wheel for 4th gear325_10666

01X and 02X synchronisation1st gear uses triple-cone synchronisation and 2ndgear uses twin-cone synchronisation, i.e. the BorgWarner system with carbon linings, while 3rd to6th gear and reverse gear use single outer conesynchronisation, i.e. the Audi system made ofmolybdenum-sprayed brass.TripleTwinTripleconesynchronisationShift fork for 1st/2nd gearPressure pieceInner ringTwinconesynchronisationRatchet wheel for 1st gearIntermediate ringSynchronising ringSynchronising body for 1st/2nd gearSynchronising ringSelector sleeve for 1st/2nd gearIntermediate ringInner ring325_190Ratchet wheel for 2nd gearSingle outer cone synchronisation3rd/4th/5th/6th and reverse gearShift fork for 3rd/4th gearRatchet wheel for 3rd gearSynchronising ring for 3rd gearSynchronising body for 3rd/4th gearSelector sleeve for 3rd/4th gearSynchronising ring for 4th gearRatchet wheel for 4th gear325_18967

Gearbox – manual transmission01X/02X/0A3 gear selector(outer gearshift)Transmission shift leverConnecting rod01XShift rodThe fundamental design of the gear selector (outergearshift) for the 01X/02X and 0A3 gearboxes is thesame.The shift direction (view Z in illustration) betweenthe gearbox types 01X (02X) and 0A3 is going theopposite way. While the selector shaft is turned to theright to shift into 1st gear in the 01X, for example,it must be turned to the left in the 0A3.Since the gear selector is the same, the transmissionshift lever and thus also the linkage is adaptedaccording to the relevant gearbox type.01XView Z(Example: shifting into 1st gear)Shift rodTransmission shift lever68

Smooth gearshiftTo keep the load-shift movements of the gearbox asfar as possible away from the gearshift lever, thegearshift lever mount is movable.Function:The shift rod transfers the load-shift movementsof the gearbox to the gearshift lever.The push bar connects the gearbox to the gearshiftlever mount and also transfers the gearboxmovements to the gearshift lever mount.The gearshift lever mount is supported on two railsthat can be moved along the longitudinal axis ofthe vehicle and can follow the movements of thegearbox.The points at which the push bars are secured tothe gearbox and ball housing are selected in sucha way that the movements caused by the shift rodare balanced out.The gearshift lever thus remains very muchundisturbed in its position during load shifts.When adjusting the gearshift, the position of thegearshift lever mount must first be adjusted.No special tools are needed (see WorkshopManual).Push barGearshift lever mountadjustmentGearshift leverGearshift lever mount325_142Noise coverGearshift adjustmentRailsShift rod0A369

Gearbox – automatic transmissionIntroductionAutomatic transmissionThe tried-and-trusted multitronic 01J is used for allautomatic transmission versions with front-wheeldrive (CVT – Continuously Variable Transmission).Multitronic is characterised by its stepless transmissionadjustment. It combines high driving comfortwith convincing driving dynamics and guaranteeseconomic driving performance.The torque capacity was increased to 330 Nm forthe 3.2 l FSI engine, which is unique worldwide fora CVT gearbox.01J325_071The new 6-gear multi-step automatictransmission 09L is used for all automatic transmissionversions with quattro drive.The 01J is designed for thefollowing engines:– 2.0 l R4 TDI PD– 2.4 l V6 MPI– 3.0 l V6 MPI– 3.2 l V6 FSIIt is based on the 6-gear automatic transmissiongeneration 09E, which was introduced in the Audi A8´03. A torque capacity of up to 450 Nm means thatit can be combined with the new 3.0 l V6 TDI.This gearbox was first used in the Audi S4 sportsmodel.09LThe 09L is designed for thefollowing engines:– 3.0 l V6 TDI CR– 3.2 l V6 FSI– 4.2 l V8 MPI325_05170

Gear selectorThe new design:– Independent display unit– Gear selector with shift sackDisplay unit for selectorlever positioningY26325_108The assembly has also changed due to the newdesign.1. Unclip shift sackX =Do not touch or block the button for disassembly.3.The button must be removed in order to install thegearshift handle.X2. Open clamp325_175Display unit for selectorlever positioningY26325_168Once the shift sack has been unclipped, the displayunit can also be unclipped.71

Gearbox – automatic transmissionSelector lever locks (P lock and P/N lock)These pictures show the structure of the gear selectionmechanism.Basically, we can differentiate here between the P/Nlock while driving or when the ignition is switchedon and locking the selector lever in position "P"when the ignition key is removed (P lock).The P lock was previously operated by the steeringcolumn lock via a cable for gear selection. Thiscable is no longer used because of the electric steeringcolumn lock and the new ignition switch E415.The kinematics of the locking mechanism was designedin such a way as to enable locking both in thede-energised state of the N110 (P) and when currentis applied (N).Control unit for selectorlever sensorsJ587Magnets325_197*The left and right locking lever is linked to an axle(one component).325_176Locking lever, right*Selector leverSwitch for gearboxposition "P"F305Magnet for selectorlever lock N110Control unit for selectorlever sensorsJ587Selector leverLocking lever, left*Sectional view from rightSectional view from left 325_17872

P/N signal fromJ217Selector lever in position "N"Terminal 15Selector lever in position "P"N positionLocking leverN110P positionN110325_170Tappet travelLock in position "P"325_171The magnet N110 is deactivated and the lockinglever is locked by gravity and the springs in theN110 magnet.To release the lock, the magnet N110 is activatedand the magnet then presses the locking lever outof the P position.Lock in position "N"The magnet N110 is activated and presses thelokking lever up, where its hooks engage in theN position and it is locked.To release the lock, the magnet N110 is deactivatedand the locking lever drops down.The magnet N110 is controlled directly by thecontrol unit J217 (see function diagram).Note:The N110 is controlled by negative force in the09L gearbox.The N110 is controlled by positive force in the01J gearbox (see the relevant function diagram).Emergency release for P lockBecause the P lock is only released when themagnet N110 is activated, the selector leverremains locked in position "P" in the event ofmalfunctions (e.g. battery flat, magnet N110 doesnot function, ...).The emergency release lever on the left lockinglever can be used to move the vehicle in such aninstance..The emergency release can be accessed by removingthe ashtray slot and the cover clip beneath.The locking lever is released by pressing theemergency release lever (e.g. with a pin). The buttonmust be pressed and the selector lever pulled backat the same time.Cover clipAshtray slotEmergency release lever325_17473

Gearbox – automatic transmissionControl unit for selector lever sensors J587The selector lever sensors include the hall sensorsfor controlling the display element and the hallsensors for the switch for Tiptronic F189.ReferenceThe function and design are described frompage 18 onwards in the SSP 283 and frompage 18 onwards in the SSP 284.CoverSlide withmagnetsMagnet 1Magnet 2Plug connection tovehicle wiring harnessPlug connectionto display unit Y26Control unit for selectorlever sensors J587Switch forTiptronic F189 (platewith hall sensors)325_088Display unit for selector lever positioning Y26The display unit is supplied with voltage by theselector lever sensors and is activated by J587 inaccordance with the selector lever position.325_08974

Ignition key anti-removal lockThe function of the ignition key anti-removal lock isfundamentally changed.Because of the "electronic ignition switch" E415(switch for access and start authorisation) andthe electromagnetic steering column lock, themechanical connection (cable) from the gearselector to the steering column lock is no longerused.ReferenceThe basic function of the ignition key anti-removallock is described from page 28 onwards inthe Self-Study Programme 283The release for the ignition key anti-removal lockis controlled by the switch for access and startauthorisation E415 and is operated by the magnetfor the ignition key anti-removal lock N376, whichis integrated into the E415.325_183Micro switch 2Micro switch 1with resistorEmergency releaseThe information from selector lever position "P"supplies the two mechanical micro switches F305.They are connected in series and form one unit.Switch for gearbox position "P"F305Both switches are closed in selector leverposition "P" and supply a ground signal to the E415.If the ignition is switched off, the magnet N376 issupplied with current for a short time and a levermechanism lifts up the ignition key anti-removallock.Two micro switches are installed for safety reasons:Micro switch 1 is only actuated (hit) when the selectorlever button is released in selector lever position"P" (button not pressed). The series-connected resistorallows the diagnosis of the signal lead.Micro switch 2 is only actuated when the lockinglever for the P/N lock is in the initial position(see function description for P/N lock).It signals the actual locking in selector leverposition "P".Micro switch 1 Micro switch 2325_17775

Gearbox – automatic transmissionSteering wheel TiptronicWith regard to operation, we differentiate two typesof steering wheel Tiptronic:– with multi-function steering wheel– without multi-function steering wheelTiptronic with multi-function steering wheelF350325_164Signal flow for steering wheel Tiptronic withmulti-function steering wheel:– from E438 or E439 directly (discretely) to J453– from J453 via LIN data bus to J527– from J527 via CAN Convenience to thegateway J533– from J533 via CAN Drive to the transmission controlunit J217Tiptronic without multi-function steering wheelF350325_165Signal flow for steering wheel Tiptronic withoutmulti-function steering wheel:– from E438 or E439 directly (discretely) to J527– from J527 via CAN Convenience to thegateway J533– from J533 via CAN Drive to the transmission controlunit J217E438 Switch for Tiptronic in steering wheel, upE439 Switch for Tiptronic in steering wheel, downE440 Multi-function button in steering wheel, leftE441 Multi-function button in steering wheel, r.F350 Spiral springG428 Sender for heated steering wheelJ453 Control unit for multi-function st. wheelJ527 Control unit for steering column electronicsZ36 Heated steering wheel76

6-gear automatic transmission 09LThe new 6-gear automatic transmission 09L is usedas a "quattro automatic gearbox".A torque capacity of up to 450 Nm covers the completeengine programme available today.It replaces the two 5-gear automatictransmissions 01V and 01L.The 09L gearbox is a derivative of the 09E gearboxfrom the system supplier ZF, with which we are allfamiliar from the Audi A8 ‘03.The design and function of the gear mechanism andtransmission control is for the most part identical tothat of the 09E gearbox.325_051The Lepelletier gear set concept allows 6 gear stepswith only 5 switching elements. The main feature ofthis gear set is its simple and light-weight design.The main difference between the 09L gearbox andthe 09E gearbox is that the 09L has a lower torquecapacity and the individual components are thereforelaid out differently. The positioning of the frontaxledifferential was retained from the predecessormodels (after the torque converter).325_050ReferenceFor further information, please refer to theSelf-Study Programmes 283 and 284.77

Gearbox – automatic transmission6-gear automatic gearbox 09LTwin-shaft sealing ringFlanged shaftATF pumpPrimary planetary gear set(simple planetary gear set)Front-axle spur gearSecondary planetary gear set(Ravigneaux gear set)Primary gearTorsen differential325_179Flanged shaftFront axlespur gear2 twin-shaft sealing ringsATF filterPermanent magnetMechatronicATF filler andcontrol screw78

Gearbox cross-section 09LFront-axle drive differentialFlanged shaftHydraulic parts/controlComponents of the planetary gear setsShafts/gearwheelsElectronic components, control unitMulti-disc clutches, bearings, plates, snap ringsPlastic, seals, rubber, washersComponents of the switching elements for cylinders, pistons and baffle platesHousing, screws, bolts79

Gearbox – automatic transmissionTechnical dataService codeZF codeAudi codeGearbox typeControlTorque converterPower transmissionATFDifferential, FA/RAWeight including oil in kgMax. torque in Nm09L6HP-19AAL 420 6Q6-gear planetary transmission (multi-step automatic transmission),electronically controlledwith hydro-dynamic torque converter withslip-controlled torque converter lockup clutchMechatronic (integration of the hydraulic control unit andelectric control to form one unit)Dynamic switching programme with a separatesport programme "S" and the Tiptronic switching programmefor manual gear changeW255 RH-4 GWKPermanent four-wheel drive "quattro" withTorsen central differential9.0 litre G 055 005 (Shell ATF M-1375.4)Lifetime fill1.1 litre/0.5 litreG 052 145 (Burmah SAF-AG4 1016)Lifetime fillApprox. 115 kgUp to 450 Nm, depending on engine versionKingpin inclination 6.04Apart from the additional gear ratios and the hightorque capacity, the following improvements havebeen made to the 09L gearbox:– It weighs 14 kg less(compared to the 01V)– Improved efficiency– Increased kingpin inclination– Further developed DSP– Higher shift speeds– Improved shift quality80

Converter clutchThe permitted friction conduction of the converterclutch has been increased in the 09L gearboxthrough the use of 4 friction linings.Converter clutch with 4 liningsThis allows a considerable expansion of the controloperation of the converter clutch, which improvesthe overall efficiency of the drive line.ATF G 055 005 is required to ensure the long-termload-bearing capacity of the converter clutch. It hasbeen developed to meet thehighest demands.ReferenceFurther information on this can be found onpage 34 onwards in the Self-StudyProgramme 283325_18081

Gearbox – automatic transmissionOil management and lubricationThe 09L gearbox has three separate oil chambers.Twin-shaft sealing rings are used to separate theadjacent, yet different oil chambers.In the event of leaks at the twin-shaft sealing rings,the oil escapes out of the corresponding oil leakagebore.ReferenceFurther information on this can be found onpage 34 onwards in the Self-StudyProgramme 283.Twin-shaft sealing rings (2x)Oil leakage bore(at the bottom ofthe gearbox)Twin-shaftsealing ringOil leakage bore325_147Transmission oilATF82

Function diagram for 09L gearboxCAN DiagnosisCAN-DriveSubstratetemperature sensor325_198LegendF125E189F305G93G182G195J217J587Transmission range sensorSwitch for TiptronicSwitch for gearbox position "P"Transmission oil temperature sensorSender for transmission input speedSender for transmission output speedControl unit for automatic transmissionControl unit for selector lever sensorsPP-NKP signal to switch for access and startauthorisation E415(for the ignition key anti-removal lockfunction)P/N signal to control unit for access andstart authorisation J518(for the start control function)Bi-directional diagnosis lead (K lead)N88 Solenoid valve 1N110 Magnet for selector lever lockN215 Electric pressure control valve -1-N216 Electric pressure control valve -2-N217 Electric pressure control valve -3-N218 Electric pressure control valve -4-N233 Electric pressure control valve -5-(system pressure)N371 Electric pressure control valve -6-(converter clutch)Y26 Display unit for selector lever positioning83

Gearbox – automatic transmissionTransmission ratioThe gear spread has been increased by 22 %compared to the 01V gearbox.Most of that was used to achieve a lower take-offratio in order to improve take-off dynamics.On the one hand, the higher kingpin inclination hasprovided more wheel torque for vehicle accelerationin low gears, while on the other hand, it ensureslower engine speeds for motorway driving, and asa result, a lower noise level and improved fuelconsumption.The basic transmission ratio design for top speedis different for diesel engines and petrol engines.Top speed is reached in 6th gear withdiesel engines.Top speed is reached in 5th gear withpetrol engines.Top speed can be reached both in 5th and 6th gearwith corresponding engine power.09LTransmissionratio01VTransmissionratio1st gear 4.171 3.6652nd gear 2.340 1.9993rd gear 1.521 1.4074th gear 1.143 1.0005th gear 0.867 0.7426th gear 0.691Reverse 3.403 4.096Kingpin inclination6.04 4.94Hydraulics (lubrication)A significant reduction in leaks in the hydraulicsystem, particularly due to the use of new pressureregulators, means that a smaller oil pump can beused. The oil pump in the 09L gearbox still only has50 % of the torque absorption of the 01V gearbox.Furthermore, a lower-viscosity ATF is used for the09L gearbox (as for the 09E gearbox). This results insignificantly lower torque losses at low temperatures.Both measures ensure not only a reduction in fuelconsumption, but also a higher top speed.84

Dynamic switching programme – DSPThe driving strategy has been further developed inorder to highlight the sporty character of the newAudi A6.For example, different switching programmes areused in the D and S mode, depending on acceleratorpedal gradient, vehicle acceleration and lateralacceleration. This eliminates annoying up-shifts,e.g. when driving into corners, during sporty driving.Furthermore, the first take-off procedure is alreadyunder evaluation in order to change over to differentswitching characteristics both in the D andS programme in the very near future, so that thegearbox can be adapted even more quickly to thedriver type.To meet the requirements of the new Audi A6 withregard to comfort and convenience, various tuningparameters for clutch control have been implementedfor the D, S and Tiptronic settings.A spontaneous map set is activated during the switchingoperation in sport and Tiptronic mode, therebyreducing the switching time.The main emphasis is on comfort in the D mode,which extends the switching time slightly.Electro-hydraulic control325_050To increase the shift speed, especially for changingdown, more far-reaching functions in relation toengine control have been developed in addition tooptimisations in gearshift operation.Multiple change-downs are interstaged, which contributesto a significant increase in spontaneity. Thismeasure means that during the first change-down,the next change-down is already electrically andhydraulically prepared so that the change can thenbe performed without delay.Coasting change-downs are reduced by around 50 %through active intermediate acceleration, whichsignificantly increases agility. The spontaneity ofchange-downs, which are only performed for a lightpull, is also increased significantly as a result of thismeasure.85

Gearbox – automatic transmissionMultitronic 01JThe Multitronic has been developed further withregard to efficiency and sportiness.When use in combination with the 3.2 l V6 FSIengine, the transmission ratio capacity wasincreased to 330 Nm and 188 kW.This was achieved by implementing the followingmeasures:– The spring packs and the flywheel mass wereadapted for the flywheel damper unit.– The required oil pressure and the oil quantity forclutch cooling was increased for the drive-offclutch.– The toothing of the spur gears and the bevel gearwas strengthened and their cooling system wasoptimised.– The material and heat processing was optimisedon the variator. The diameter of the disc setshafts was increased. The strength of the shaftswas increased by optimising the oil bore guide.– The contact point geometry of the chain pin andbevel slide valve was improved to support thehigher pressures resulting from the increasedtorque.– The hydraulic control system was adapted for theclutch and variator due to the higher pressures.325_151The gear spread was increased from 6.05 to 6.20 inorder to achieve more agility and sportiness whilemaintaining good fuel consumption values.ReferenceThe design and function of the Multitronic aredescribed in the Self-Study Programme 228.Further information on this can be found in theService Net Update, SSP 228.86

The transmission efficiency was improved in order toreduce consumption and increase driving power.This was mainly achieved by reducing the pumpabsorption power.Two measures must be mentioned here:– A reduction in leaks on the entire hydraulicssystem reduces the required oil feed quantity.Newly developed piston rings in the twist inlets ofthe disc sets have contributed significantly tothis.– A new vane-type pump with a lower power consumptionalso helps to improve efficiency.Power consumption at the pumpComparison between crescent-type pump(predecessor) and vane-type pumpVehicle speed 325_204Piston rings in the disc set twist inletsHydraulic control(hydraulic control unit)Twist inletswith piston ringsTwist inlets325_205Previously used piston ringsAAA-AT lock – piston ringSquare-cutpiston ringBBB-BDiagonal-cutpiston ringThe new piston rings with a so-called "T lock" have fewer leaks thanthe previously used square- or diagonal-cut piston rings.The required oil feed quantity is lower, which in turn improvesefficiency.87

Gearbox – automatic transmissionThe new oil pump is an up-and-down strokevane-type pump. The pump housing is shaped insuch a way that two suction cones and pressurecones exist. The feed capacity per rotation is thustwice as high as with the conventional shape.Up-and-down stroke vane-type pumpThe symmetric shape means that there is not muchpressure on the pump shaft.The vane-type pump is very compact and has a lowerpower consumption compared with the predecessorpump.As on the predecessor pump, special measures wereimplemented to improve the so-called "inner seal".To compress the pump impeller, the pump pressureis guided into the guide grooves of the rotor, whichpresses the vanes to the pump housing. The pumpchambers are also sealed axially.The pump pressure is applied to the side housingcovers of the pump. As the pressure increases, thehousing covers are pressed with more force on to therotor and its vanes.Pump cover325_199Intake tractfrom ATF filterTo hydraulic control unit325_200Pump cover88

FunctionsThe following functions have been furtherdeveloped in order to highlight the sporty characterof the new Audi A6:– Tiptronic– Dynamic Regulating Programme DRP– Hill startsTiptronicA7-gear version is used in tiptronic operation.We can differentiate two different gearing variants:Variant 1: In the tip gate selector lever positionor in selector lever position "D" for steeringwheel tiptronic, the design is implementedeconomically as so-called 6+E gearing.Variant 2: In selector lever position "S" for steeringwheel tiptronic, gearing is implemented in theform of a 7-gear "sports-style gearbox" with shorttransmission ratios.325_215Dynamic Regulating Programme DRPSwitching in 7 gears is now possible in a "stepped"way during acceleration in the S programme.This provides increased engine speed dynamics.Hill startsTake-off comfort on hills has been improved.Here, the vehicle is held for a short time by theservice brake until the driver accelerates to take off.This prevents the vehicle from rolling back onslopes.Function:If the driver takes his/her foot off the brake pedalafter stopping on a slope, the braking pressure thatwas previously applied by the driver is maintainedby closing the ABS outlet valves. If the driver putshis/her foot on to the accelerator pedal within onesecond and accelerates, the brake is opened if theengine torque is sufficient for taking off. If the driverdoes not press the accelerator pedal immediatelyafter letting off the service brake, the brake isopened again after one second. If the creep torqueis not sufficient to hold the vehicle, it will roll backunless the driver intervenes.Reference:For further information, please read the creepcontrol function description from page 24onwards in the SSP 228.89

Gearbox – automatic transmissionFunction diagram for 01J multitronicCAN DiagnosisCAN-Driven-engine325_201LegendF125E189F305G93G182G193G194G195G196J217J587Transmission range sensorSwitch for TiptronicSwitch for gearbox position "P"Transmission oil temperature sensorSender for transmission input speedSender -1- for hydraulic pressure,automatic transmission (clutch pressure)Sender -2- for hydraulic pressure,automatic transmission (contact pressure)Sender for transmission output speedSender -2- for transmission output speedControl unit for automatic transmissionControl unit for selector lever sensorsPP-NKn-engineP signal to switch for access and startauthorisation E415(for the ignition key anti-removallock function)P/N signal to control unit for access andstart authorisation J518(for the start control function)Bi-directional diagnosis lead (K lead)Engine speed signal,(from the relevant engine control unit)see SSP 228, page 76N88 Solenoid valve 1N110 Magnet for selector lever lockN215 Electric pressure control valve -1-N216 Electric pressure control valve -2-Y26Display unit for selector lever positioning90

Vorsprung durch Technik www.audi.co.uk325All rights reserved. Subjectto technical change.CopyrightAUDI AGI/VK-35Service.training@audi.deFax +49-841/89-36367AUDI AGD-85045 IngolstadtTechnical release 01/04Printed in GermanyA04.5S00.08.20