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APB 001 P.
1 Audi - Brand & Product
APB 001 P.1 Audi - Brand & Product
Learning objectives
At the end of the training participants will be familiar with the following topics:
 Audi Tradition
 Production locations
 The engines used by Audi and their technical features.
 The gearboxes used by Audi
 Running Gear - the pneumatic and electronic suspension systems.
 Vehicle dynamic control systems-the vehicle stabilization systems used by Audi.
 All wheel drive-The four-wheel drive systems used by Audi.
 The driver assist systems.
 The air conditioning systems.
1
Audi AG Tradition
Audi Tradition
The "Audi Tradition" team, in conjunction with traditional companies Auto Union GmbH and NSU GmbH,
maintains and presents the extensive and wide-branching history of Audi.
We put the exciting history of the six Audi predecessor brands into context with today's brand.
By highlighting the fascination of our classic and vintage cars we help to emotionalise the Audi brand and
strengthen customer relations. We participate in many classic and vintage car rallies and historic races, in
addition to organising shows and issuing publications, and we also have technical responsibility for the new
Audi museum ("museum mobile") in Ingolstadt
2
The four rings
1873 1885 1899 1907 1909

NSU Wanderer Horch DKW Audi
1960
NSU 1932 AUTO UNION AG
Motorenwerke AG 1949 AUTO UNION GmbH
The brands Wanderer, Horch, DKW and Audi
amalgamated in 1932 to form Auto Union AG.
1969 AUDI NSU AUTO UNION AG In 1969, Auto Union GmbH and NSU
Motorenwerke AG became AUDI NSU Auto UNION
GmbH, being renamed AUDI AG in 1985.
In 1909, company founder August Horch parted
1985 AUDI AG company with the Horch works which he founded.

In 1909, he established the Audi works. Audi is the
5 Latin translation of the name Horch.
Audi AG Locations
3
Key affiliated companies
AUDI AG
AUDI HUNGARIA MOTOR Kft.
quattro GmbH
Audi Brussels S.A./N.V.
Audi Manufacturing Facility

Bratislava
Audi Manufacturing Facility
Aurangabad
Automobili Lamborghini Holding
S.p.A
7
Locations
Audi Manufacturing Facility FAW-VW - Audi

Audi Brussels Bratislava
Brussels Changchun
Audi Hungaria
AUDI AG Ingolstadt Györ
Neckarsulm
Lamborghini
Group Audi Manufacturing Facility
Sant‘Agata Aurangabad
Bolognese
4
Ingolstadt facility
Ingolstadt, Germany
 Company headquarters
 approx. 2 mill. m2 of floor space
 Approx. 31,276 employees in 2006
 Affiliated logistics and delivery centre
 Freight transport centre
 Production in 2006: 537,047 vehicles:
 69,813 units of the Audi A3
 159,581 units of the Audi A3 Sportback
 142,027 units of the A4 Avant
 TT Coupé and TT Roadster body construction
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5
Neckarsulm facility
11
Neckarsulm, Germany
 Headquarters of quattro GmbH: Development of RS models
 Aluminium and Lightweight Construction Centre (ASF -Audi Space Frame) for A8, R8
and Lamborghini Gallardo)
 S Line and customisation of cars
 951,799 m2 of floor space
 Affiliated logistics and delivery centre
 "Bad Friedrichshall Business and Industrial Park"
 More than 260,000 cars were produced in 2006:
 221,331 units of the Audi A6 and A6 Avant
 11,838 units of the A6 allroad quattro
 164 units of the Audi R8 since end 2006
12
6
Brussels facility
13
Brussels, Belgium
 Site area: 540,000 square metres

 Approx. 2200 employees in 2006
 Affiliated logistics and delivery centre "Automotive Park"
 Production of the A3, VW Golf (until summer 2007) and VW Polo by Audi
 From 2007: production of 84,000 units p.a. of the Audi A3 Sportback & VW Polo models
14
7
Györ facility
15
Györ, Hungary
 Engine competency and development centre

 1,659,163 m2 of floor space
 Production of R4, V6 and V8 engines
 TT Coupé and TT Roadster assembly
 Production in 2006:
 23,675 cars
 1,893,600 engines, including:
 R4 petrol engines
 R4 diesel engines
 V6 petrol/diesel engines
 V8 petrol/diesel engines
16
8
Bratislava facility
17
Bratislava, Slovakia
 Integrated manufacturing of the Audi Q7 on the site of VW Slovakia since the autumn
of 2005
 Production of 72,188 units of the Audi Q7 in 2006
 The pressings come from Ingolstadt and Neckarsulm and the engines from Györ (
Hungary) and Salzgitter (Germany)
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9
Changchun facility
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Changchun, China
• Joint Venture with FAW Volkswagen Automotive Company Ltd.
• CKD / SKD production of Audi cars since 1988 in Changchun, the national centre for automobile
manufacturing and film-making
• 1.16 mill. m2 of floor space
• Approx. 7,000 employees in 2006
• CKD production in 2006: 83,210 cars,
- of which 67,762 units of the Audi A6
- 15,448 units of the Audi A4
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10
Indian facility
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Aurangabad, India
 Manufacturing on the site of Skoda Auto India Ltd. according to the quality standards of AUDI AG
 CKD production of the Audi A6 from the autumn of 2007
 Planned manufacturing of over 300 cars in 2008
 Employees were trained in Ingolstadt
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Sant‘Agata Bolognese facility
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Sant‘Agata Bolognese, Italy
 Lamborghini has been making cars in Sant‘Agata Bolognese since 1963
 In 1998 AUDI AG acquired the entire share capital of Lamborghini
 Production in 2006: 2,095 sports cars
 Current models: Gallardo, Gallardo Spyder, Murciélago LP640, Murciélago LP640 Roadster
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Engines
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Engines
Audi products available in India 2008 Overview of diesel engines
Overview of petrol engines Direct injection system (unit-injector)
Variable intake manifold on petrol engines Common rail injection system
Secondary air system on petrol engines Turbocharger with variable turbine geometry: how
does it work?
Direct petrol injection
Turbochargers with VTG: 3 and 4-cylinder engines
Variable valve timing on petrol engines
Turbochargers with VTG: 6 and 8-cylinder engines
Air flow control flaps on petrol engines
Audi valvelift system on petrol engines
Turbocharging on petrol engines
Mechanical supercharging on petrol

engines
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Audi products available in India 2009

A4:
8EC 0AH 1,8 T 120 kW Multitronic
8EC 0JH 2,0 TDI 103 kW Multitronic
8K2 0QH 2.0 TDI CR 105 kW Multitronic
8K2 0FL 3.2 FSI 195 kW Auto tiptronic quattro
A6:
4F2 01L 3,0 TDI 171 kW automatic transmission 09x
4F2 0NH 3,2 FSI 188 kW Multitronic
4F2 09H / 4F2 M9H (CKD) 2,7 TDI 130/132 kW Mutitronic
4F2 0TH / 4F2 MTH (CKD) 2,8 FSI 154 kW Multitronic
A8:
4E2 04L 3,0 TDI 171 kW automatic transmission 09x
4E8 04L 3,0 TDI 171 kW automatic transmission 09x
4E8 0FL 4,2 TDI 254 kW automatic transmission 09x
4E8 0CL 6,0 330 kW automatic transmission 09x
4E2 SSL 5,2 FSI 330 kW automatic transmission 09x
Q7:
4LB 0DL 3,6 FSI automatic transmission 0AT
4LB 0ML 3,0 TDI 171 kW automatic transmission 09D
4LB 0EL 4,2 FSI 254 kW automatic transmission 09D
Q5:
8RB 0HY 3.0 V6 TDI 176 kW 7-speed automatic transmission for four-wheel drive vehicle LWM
8RB 06Y 2.0 l 155 kW FSI 7-speed automatic transmission for four-wheel drive vehicle LHF
TT:
8J3 01L 3,2 FSI 184 kW DSG 02E
R8
423 01B 4.2 L, 8-cylinder gasoline engine 309 kW (32V) FSI with R tronic
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1.4 ltr. TFSI

Engine type: 4-cylinder in-line, 4-valve
Capacity: 1390 cm3
Power output: 92 kW at 5000 rpm-
Torque: 200 Nm at 1500-4000 rpm
Fuel grade: Premium unleaded, 95 RON
Engine features: • 2 overhead camshafts

(DOHC)
• Continuously variable
intake valve timing
• Timing chain
• Turbocharger
• Charge air cooling
• Air flow control flaps
• Direct petrol injection
Emission control system: • Ceramic catalytic converter with

heater function; twin
injection (homogeneous
split)
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14
1.6 ltr. MPI
Capacity: 1595 cm3
Power output: 75 kW/102 bhp at 5600 rpm
Torque: 148 Nm at 3800 rpm
Engine features: • Single overhead camshaft

(OHC)
• Toothed belt
• Variable intake manifold
• Indirect injection
Emission control system: • Close-coupled catalytic

converter
• Secondary air system
• Exhaust gas recirculation
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1.8 ltr. TFSI Engine type: 4-cylinder in-line, 4-valve
Capacity: 1798 cm3
Power output: 88 - 118 kW
Torque: 230 - 270 Nm

(DOHC)
intake valve timing
• Timing chain
• Turbocharger
Emission control system: • Close-coupled ceramic starter

catalytic converter
• Ceramic catalytic converter with

heater function; twin
injection (homogeneous
split)
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15
2.0 ltr. TFSI (timing belt) Engine type:
Capacity: 1984 cm3
Fuel grade: Premium unleaded, 95 / 98 RON

(DOHC)
•Continuously variable intake

valve timing
• Toothed belt
• Turbocharger
Emission control system: • Ceramic catalytic converter
• Two heated Lambda probes
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2.0 ltr. TFSI (timing chain)

Engine type:
Capacity: 1984 cm3

(DOHC)
• Continuously variable intake

valve timing
• Timing chain
• Turbocharger
Emission control system: • Ceramic catalytic converter,
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2.0 ltr. TFSI (timing chain, AVS) Engine type:
Capacity: 1984 cm3

(DOHC)
• Audi valvelift system for

exhaust valves

valve timing
• Timing chain
• Turbocharger
Emission control system: • Ceramic catalytic converter,
37
2.8 ltr. FSI

Engine type: V6, 4-valve
Capacity: 2773 cm3
Torque: 280 Nm
Engine type: • 2 overhead camshafts on

each bank (DOHC)
• Audi valvelift system
for inlet valves
• Timing chain
• 2-stage variable intake

manifold
Emission control system: • 2 close-coupled

catalytic converters
each with front and rear
Lambda probes
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17
3.0 ltr. TFSI Engine type: V6, 4-valve
Capacity: 2995 cm3
Power output: 213 – 245 kW
Torque: 420 Nm
Engine features: • 2 overhead camshafts on

each bank (DOHC)

valve timing
• Timing chain
• Mechanical supercharger with
charge air cooling
Emission control system: • 2 close-coupled

catalytic converters
each with front and rear
Lambda probes
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3.2 ltr. FSI

Capacity: 3123 cm3
Torque: 330 Nm
Engine type: • 2 overhead camshafts
on each bank (DOHC)
• Continuously variable valve

timing
• Timing chain

manifold
Emission control system: • 2 catalytic converters, each

with front and rear Lambda
probes
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3.2 ltr. FSI (AVS) Engine type: V6, 4-valve
Capacity: 3123 cm3
Power output: 195 kW
Torque: 330 Nm
on each bank (DOHC)
• Audi valvelift system
for inlet valves

timing
• Timing chain

manifold
Emission control system: • 2 catalytic converters, each

with front and rear Lambda
probes
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3.6 ltr. FSI
Capacity: 3597 cm3
Power output: 206 kW at 6200 rpm

(DOHC)

timing
• Timing chain
• Variable intake manifold
Emission control system: • Starter catalytic converter,
• Main catalytic converter
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4.2 ltr. FSI
Capacity: 4163 cm3
Torque: 440 Nm at 3500 rpm

each bank (DOHC)
valve timing
• Timing chain

manifold
Emission control system: • 2 starter catalytic converters

and 2 main catalytic
converters
• 4 Lambda probes
43

4.2 ltr. FSI (high rpm) Capacity: 4163 cm3
Power output: 309 (420) at 7800 rpm
Torque: 430 at 5500 rpm
Fuel grade: Super Plus unleaded, 98 RON
Engine features: •2 overhead camshafts on each

bank (DOHC)
valve timing
• Timing chain

manifold
• High-rpm concept
Emission control system: • Twin-pipe manifold
• 2 starter catalytic converters,
• 2 underfloor main catalytic

converters
• Cylinder-bank selective Lambda

control
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20
Capacity: 4991 cm3

5.0 ltr. TFSI
Power output: 426 kW at 6250-6700 rpm

(DOHC)

timing
• Timing chain
• Turbocharger

manifold
Emission control system: • Single-pipe manifold with 4 integral

close-coupled main catalytic converters
• Front and rear Lambda probes on

each catalytic
converter
45

5.2 ltr. FSI
Capacity: 5204 cm3
Torque: 540 Nm
Fuel grade: Premium / Super Plus unleaded, 95 / 98

RON

(DOHC)

timing
• Timing chain

manifold
Emission control system: • Single-pipe manifold with 4 integral

close-coupled main catalytic converters
• Front and rear Lambda probes on

each catalytic
converter
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21
6.0 ltr. MPI
Engine type: W12 4-valve
Capacity: 5998 cm3
Power output: 309 kW (420 bhp) at 6000 rpm
Torque: 550 Nm at 3500 - 4750 rpm*
Fuel grade: Super Plus unleaded, 98 RON

(DOHC)

timing
• Timing chain
• Indirect injection
• Dry sump lubrication
Emission control system: • 4 starter catalytic converters
• 2 main catalytic converters,
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Variable intake manifold in petrol engines
Why a variable intake manifold?
Long intake paths produce high torque at low engine speeds and short intake paths produce high power at high
engine speeds. Both variants can be realised using a variable intake manifold.
Switching drum
Position of switching drum at low engine speed

Long intake path = high torque
Vacuum reservoir
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Variable intake manifold in petrol engines
Position of the switching flap at high engine speeds

Short intake path = high power output
Switching drum
Vacuum reservoir
49
Petrol direct injection
The abbreviation FSI stands for Fuel Stratified Injection.

The petrol direct injection system has two operating modes.
Homogeneous mode and stratified charge mode
In both operating modes, the quantity of fuel is adapted optimally to the torque and power requirements of the
engine.
Homogeneous mode
In the upper engine load and engine speed range, the engine switches to homogeneous mode.
The fuel is now injected directly into the cylinder during the intake stroke.
Here, the fuel mixes homogeneously with the Intake air throughout the cylinder like in an engine with indirect
injection.
In homogeneous mode, the system operates at lambda 1.
Stratified charge mode

Up to the medium engine load and speed range, the engine runs on a lean mix in stratified charge mode.
This is possible because the fuel is not injected until the end of the compression stroke. As a result, a stratified
distribution of fuel forms inside the combustion chamber at the time of ignition.
The interior stratum is located in the area of the spark plug and consists of an ignitable mixture.
The outer stratum envelops the inner stratum and ideally consists of a mixture of induced air and exhaust gases.
Relative to the combustion chamber as a whole, this results in lambda values between 1.6 and 3.
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Petrol direct injection

Motronic control unit J220
Fuel pump control unit J -

538
Fuel filter with Fuel pressure Fuel pressure

Pressure limiting valve sender, sender,
low pressure G410 high-pressure G247
Pressure relief valve > 120 bar
Rail pressure 50 - 110 bar
High-pressure pump
Short return line
Injectors
Fuel delivery unit with fuel tank sender
51
Variable valve timing in petrol engines
Task of the variable valve timing

The task of the variable valve timing is to set the most favourable valve timings for each engine for the operating
states of idling, maximum power output, torque and exhaust gas recirculation.
Valve timings at idle

When the engine is at idle, the camshafts are positioned in such a way that opening and closing of the intake
camshaft are retarded. The exhaust camshaft is adjusted in such a way that it closes before TDC. Due to the
low residual gas content during the combustion cycle, this results in a stable idling.
Valve timings for exhaust gas recirculation
Exhaust gas is recirculated internally when setting the intake and exhaust camshafts. During this, the exhaust
gases flow from the exhaust port into the intake port during the valve overlap period (inlet and exhaust valves are
open). The decisive factor determining the quantity of exhaust gas recirculated during the internal exhaust gas
recirculation process is the degree of valve overlap. Hence, the intake camshaft is adjusted in such a way that it
opens well in advance of TDC and the exhaust camshaft closes shortly in advance of TDC. Both valves are
therefore open and the exhaust gas is recirculated. The advantages of internal exhaust gas recirculation over
external exhaust gas recirculation are quick system response and even distribution of the recirculated exhaust
gases.
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Variable valve timing in petrol engines
Valve timings for torque
To achieve maximum torque, the cylinders must achieve high volumetric efficiency. To accomplish this, the
intake valves must open in advance. By opening in advance, the valves also close in advance, preventing the
fresh gases from being discharged.
The exhaust camshaft closes shortly in advance of TDC.
Valve timings for power
To achieve good power output at high engine speeds, opening of the exhaust valves is retarded. This allows
the expansion of the combustion gases to act on the pistons for a lengthy period.
The intake valve opens shortly after TDC and closes late after BDC. The dynamic post-charging effects of the
inflowing air can therefore be used to boost power.
53
Variable valve timing with vane cell adjuster
The adjustment is made in dependence on engine load and speed by vane cell adjusters (oscillating motors) actuated by engine oil
pressure. At increasing oil pressure, the rotor is displaced relative to the stator, thus adjusting the valve timing.
Stator
Rotor
Vane cell adjuster
Oil pressure chamber
Intake camshaft timing

adjustment valve N205 N318
54
25
Tumble flaps in petrol engines
Tumble flaps with

steel shaft
The tumble flaps are used to improve inner mixture
formation.
At low engine load and low engine speeds from 1000
rpm up to 5000 rpm, the tumble flaps are closed:
- to improve idling quality when the engine is cold
- to increase charge motion and thereby improve the
engine's running smoothness
- to prevent engine shudder during overrun
The tumble flaps are open at other engine speeds.
Link rod
Throttle valve
control unit
Intake manifold flap motor V157 with
intake manifold flap potentiometer G336
55
Audi valvelift system in petrol engines
Design of the camshaft
Cam elements with

inner spline
Camshaft adjuster
Intake camshaft with

outer spline
High-pressure fuel pump drive
56
26
Audi valvelift system in petrol engines
Camshaft bearing Actuator
Ladder frame
Axial bearing
Camshaft
Cam element Displacement groove
57
Exhaust gas turbocharging
Turbocharger divert air valve N249 Exhaust gas turbocharging

Charge pressure control Wastegate Charge pressure is controlled is via the wastegate flap. If
solenoid valve N75 the charge pressure is too high, the wastegate flap is
Pressure unit opened and a portion of the exhaust gas upstream of the
turbocharger flows unused into the exhaust system.
The wastegate flap is actuated via a vacuum actuator with
linkage.
The charge pressure control solenoid valve N75 is
activated cyclically by the engine control unit and sets the
effective control pressure in the vacuum actuator.
The charge pressure (overpressure) is used as a pilot
pressure. If the charge pressure control solenoid valve
N75 is not activated, the entire charge pressure acts as a
pilot pressure and opens the wastegate flap against the
spring force of the vacuum actuator. The result is a base
boost pressure for limp-home operation.
Charge air cooler
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27
Exhaust gas turbocharging
Air divert control in overrun

When the engine running in overrun mode, a
back pressure develops in the compressor
housing due to the presence of charge
pressure. This back pressure noticeably
reduces the speed of the compressor wheel,
Compressor side Exhaust resulting in a reduction in boost pressure.
turbocharger
When the driver again presses the
accelerator, thereby opening the throttle valve,
Intake end
the turbocharger must spool up to speed
again (turbo lag).
Wastegate valve
For this reason, the wastegate valve is
opened in overrun and the compressor side is
short-circuited with the intake end. As a result,
the turbocharger retains its speed, and no
turbo lag occurs under acceleration because
the full charge pressure is present.
62
Mechanical supercharging
The supercharger in the new 3.0 TFSI is a Roots blower. Inside the supercharger housing, two four-lobe rotors
counter-rotate at speeds of up to 23,000 rpm. The clearance between the rotors is only a few thousandths of a
millimetre.
The mechanical compressor is so compact that it fits in the 90 "V" between the cylinder banks in place of the
intake manifold. It is permanently driven off the engine via a poly V-belt.
The housing also incorporates two water/air charge air coolers (interoolers), which are made of aluminium. They
effectively cool down the intake air, which is heated up when it is compressed. This increases the oxygen content
required for the combustion process.
Pulley
Rotors Charge air cooler

63
28
Mechanical supercharging
Wastegate
Charge pressure control
Regulating flap control unit -J808-
The charge pressure (boost pressure)
is controlled by a "wastegate". When
the charge pressure exceeds a certain
amount, the wastegate opens and
Air intake from air cleaner diverts part of the air delivered by the
supercharger to the compressor
intake.
Similarly, part of the air flow is also
diverted to the compressor intake
under part load, when idling and on
overrun.
The wastegate is controlled by the
regulating flap control unit -J808-.
Compressor intake
Cooled air Compressed air
64
1.9 ltr. TDI PD

Capacity: 1896 cm3
Torque: 250 – 285 Nm
Fuel grade: Diesel EN 590
Engine features: • Single overhead camshaft

(OHC)
• Toothed belt
• Turbocharger with variable

turbine geometry
• Unit-injector system
Emission control system: • Oxidising catalytic converter
• Optional maintenance-free particulate

filter
65
29
2.0 ltr. TDI PD 4V

Capacity: 1968 cm3
Torque: 320 Nm

(DOHC)
• Toothed belt

turbine geometry
• Direct injection system (unit-

injector)
• Piezo injectors
66
2.0 ltr. TDI CR

Capacity: 1968 cm3

(DOHC)
• Toothed belt

turbine geometry
• Common rail injection system
• Piezo injectors
• Maintenance-free particulate
filter
67
30
2.7 ltr. TDI CR

Capacity: 2698 cm3

each bank (DOHC)
• Timing chain

turbine geometry
• Piezo injectors
filter
68
3.0 ltr. TDI CR

Capacity: 2967 cm3
Torque: 500 Nm

each bank (DOHC)
• Timing chain

turbine geometry
• Piezo injectors
filter
69
31
4.2 ltr. TDI CR

Capacity: 4134 cm3
Engine features: • 2 overhead camshafts on each

bank (DOHC)
• Timing chain

turbine geometry
• Piezo injectors
Emission control system: • 2 oxidising catalytic converters
• Water-cooled exhaust gas

recirculation
• 2 maintenance-free
diesel particulate filters
70
6.0 ltr. TDI CR

Engine type: V12 4-valve
Capacity: 5934 cm3
Engine features: • 2 overhead camshafts on each

bank (DOHC)
• Timing chain

turbine geometry
• Piezo injectors
Emission control system: • 2 oxidising catalytic converters
• Water-cooled exhaust gas

recirculation
• 2 maintenance-free
diesel particulate filters
71
32
Pump injector direct injection (3 and 4 cylinder engines)
Roller rocker arm
Pump/injector valve
Injection cam
(piezoelectric valve)
Pump piston Pump/injector valve

(solenoid valve)
High-pressure chamber
Injector spring
Fuel return line
Fuel supply line

Injector pintle
72
Common rail injection system
High-pressure Restrictor
accumulator (rail) Fuel pressure control valve N276
Cylinder bank 1
High-pressure accumulator
(rail)
Cylinder bank 2
Injectors
High-pressure pump Fuel pressure sender G247
73 Injectors
33
Fuel pressure sender G247
High-pressure pump Rail elements
Fuel metering valve N290

Fuel pressure control
valve N276
Pressure retention valve
Piezoelectric injectors 1 – 3
N30, N31, N32
Fuel temp. sender G81
Fuel cooler
Fuel filter
Fuel pump (pre-supply pump) G6
74
Fuel supply (high-pressure connection)
Electrical connection
Rod filter Injectors

Fuel return line The injectors are controlled by a piezoelectric actuator.
The switching speed of a piezoelectric actuator is
approximately four times faster than that of a solenoid
valve.
The piezoelectric technology also has the advantage
Piezoelectric actuator that it reduces moving mass at the injector pintle by
approximately 75 % compared to solenoid-controlled
injectors.
Coupling piston
Valve piston
Injector spring
75
34
High-pressure pump
The high-pressure pump generates the high fuel
pressure required for injection and feeds this pressure
to the high-pressure accumulator.
A dual regulator system is used for fuel pressure
control. The fuel pressure is regulated by means of the
fuel pressure regulator N276 on the rail when the
engine is running at near-idle speed, when the engine
is cold and for torque limitation.
At full throttle and when the engine is hot, the fuel for
pressure regulation is diverted by the fuel pressure
regulator (fuel metering unit ZME) N 290 so that it is
not heated unnecessarily.
76
The variable turbine geometry
Basic principle
A gas flows through a narrowed pipe faster than through

a pipe with no narrowing. This is provided that the
pressure in both pipes is identical.
This physical principle is used by the turbocharger with

variable turbine geometry in order to maintain a
constant charge pressure in almost all engine speed
ranges.
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35
Low engine speed
Exhaust gas quantity and velocity are low.

The cross-section of the exhaust pipe is narrowed
upstream of the turbine wheel by the guide vanes. The
reduced cross-section forces the exhaust gas to flow
more quickly, thus causing the turbine wheel to rotate
faster.
The high turbine speed ensures that an optimum
charge pressure is achieved even at low engine
speed.
78
High engine speed
Exhaust gas quantity and velocity are high.

The guide vanes open up a larger cross-section.
The maximum allowable charge pressure is regulated
by the cross-section allowed by the guide vanes.
79
36
The variable turbine geometry of 6 and 8 cylinder engines
Function
The guide vanes on V6 and V8 engines and adjusted

by the electrical servomotor, which is activated by the
engine control unit.
The activation values for the servomotor are stored in

a map in the engine control unit.
80

Gearboxes
81
37
Gearboxes
Overview of gearboxes
Special features of manual gearbox on A5/A4
R tronic
Tiptronic (multi-step automatic gearbox)
multitronic
S tronic
82
Gearbox overview
Manual gearbox
5 and 6 speed longitudinal and transverse gearboxes are used.
Clutch: hydraulically actuated single or double plate dry clutch.
R tronic
A 6 speed longitudinal sequential manual gearbox is used.
Clutch: double-plate clutch
tiptronic
6 speed longitudinal and transverse gearboxes are used.
Clutch: hydraulic torque converter with lockup clutch.
multitronic
6, 7 or 8 speed longitudinal and transverse CVT gearboxes with tiptronic are used.
Clutch: multi-plate clutch, electronically controlled, oil-immersed .
83
38
Gearbox overview
S tronic
Transverse installation, 6-speed
Clutch: two electro-hydraulically actuated multi-plate wet clutches
Transverse installation, 7-speed
Clutch: two electro-hydraulically actuated multi-plate dry clutches
Longitudinal installation, 7-speed
Clutch: two electro-hydraulically actuated multi-plate wet clutches
84
R tronic 086 (SL600-6A)
R tronic is an Auto Shift Gearbox on which the clutch and gearshifting

functions are controlled electronically.
Pressure regulating valves N284, N285, N286, N255

Hydraulic unit
Sensors G604/G616
for selector gate
and selected gear
High-pressure pump
As with other automatic

gearboxes, the brake pedal
must be pressed when the
engine is started!
High-pressure accumulator
Oil tank
85
39
R tronic
Shift schematic
+ The shift schematic of the R tronic is new development by Audi. The
shift selector lever has a stable left position and a stable right position.
Starting from the left selector lever position, the manual forward gears
A N and automatic mode are selected by briefly pressing the lever towards
"+", "-", or "A", as required.
Starting from the right selector lever position N, reverse is selected
_
when the vehicle is stationary and the engine is idling by briefly pressing
the lever towards "R". To select reverse, the brake pedal must be
pressed. The selector lever must not be moved towards R while driving!
To change from one selector lever position to the other, the neutral
position"N" is selected. If reverse is engaged, move the selector lever to
the left. If a forward gear is engaged, move the selector lever to the
right.
N The sport function is activated by pressing the Sport button. The power
reserves of the engine can be fully utilised by shifting late. In manual
mode, gear shift times are shorter and the engine does not shift into the
R next gear before the maximum allowable engine speed is reached.
86
R tronic
A – Automatic mode
In this operating mode, the forward gears are shifted up and down automatically
+ depending on engine load and vehicle speed. To do this, briefly press the
selector lever towards A.
+/- Manual mode
A N In this operating mode, the forward gears are shifted using the selector lever. +
shift up, - shift down.
_ N - Neutral (idling position)

To select neutral, the selector lever must be moved over to the left or right. If
reverse is engaged, move the selector lever to the left. If a forward gear is
engaged, move the selector lever to the right. In neutral, the vehicle can roll
away.
R - Reverse
Reverse may only be selected when the vehicle is stationary and the engine is
idling. To select reverse gear, depress the brake pedal, move the selector lever
N
over to the right and briefly press it towards R.
Sport function
R
The sport function can be activated by pressing the - button. The power reserves
of the engine can be fully utilised by shifting late. In manual mode, gear shift
times are shorter and the engine does not shift into the next gear before the
maximum allowable engine speed is reached.
87
40
Tiptronic (multi-step automatic gearbox)
Selector lever positions and operation
P - Park
To move the selector lever out of this position, the ignition must be "on" and the foot brake depressed. The unlock
button on the selector lever must also be pressed.
R - Reverse
To select this gear, the unlock button must be pressed and the brake pedal depressed.
N - Neutral position
In this position, the gearbox is disengaged. If the selector lever is left in this position for a lengthy period and the
vehicle is travelling at less than 5 kph, the foot brake must be depressed again in order to move out of this position.
D - Drive
In this position, the forward gears are shifted automatically.
S - Sport
To engage the "S" selection range, the unlock button must be pressed. Gears are selected automatically according
to a "sporty" characteristic curve stored in the control unit.
+ and –
Gears can be selected manually in the right selector lever gate and using the steering wheel switches.
88
tiptronic
Towing
To tow a vehicle with tiptronic, the following conditions must be observed:
• The selector lever must be in position "N".
• A max. speed of 50 kph must not be exceeded.
• The vehicle must not be towed further than 50 km.
While the vehicle is being towed, the oil pump is not operating and no rotating parts are lubricated.
Therefore, it is very important to make sure that the aforementioned conditions are observed since otherwise
serious gearbox damage can occur.
It is not possible to jump-start the engine by towing the vehicle (e.g. if the battery is flat).
89
41
multitronic
• Dynamics / comfort
Adjustments are made at least at
quickly as the gearshifts on multi-step automatic
gearboxes. However, they are smooth and jolt-free.
• Performance
Better acceleration from 0 to 100 kph
than a 5-speed multi-step automatic.
At least the same acceleration from
0 to 100 kph as a 5-speed manual gearbox.
• Fuel economy
Much better than a 5-speed multi-step
automatic gearbox, at least the same as a
5-speed manual gearbox.
• Weight
Lighter than an equivalent multi-step automatic gearbox
90
multitronic
Variator - basic principle
Primary pulley set

(pulley set 1)
Overdrive
Starting ratio
Secondary pulley set

(pulley set 2)
Input
Output
91
42
multitronic
Selector lever positions and operation
P - Park
To move the selector lever out of this position, the ignition must be "on" and the foot brake depressed. The unlock
button on the selector lever must also be pressed.
R - Reverse
To select this gear, the unlock button must be pressed and the brake pedal depressed.
N - Neutral position
In this position, the gearbox is disengaged. If the selector lever is left in this position for a lengthy period and the
vehicle is travelling at less than 5 kph, the foot brake must be depressed again in order to move out of this position.
D - Drive
In this position, the forward gears are shifted automatically.
S - Sport
To engage the "S" selection range, the unlock button must be pressed. Gears are selected automatically according
to a "sporty" characteristic curve stored in the control unit.
+ and –
92
multitronic
tiptronic mode
In tiptronic mode, 6, 7 or 8 "gears" can be selected manually. Defined ratios are set and the "gears" thereby
simulated.
The handling and shift strategies are identical to those of multi-step automatic gearboxes with tiptronic (automatic
up shift and automatic downshift).
If the driver changes over to tiptronic mode while driving, the momentary transmission ratio is initially maintained.
Defined transmission ratios are gradually set by shifting up and down.
Reason:
Since the transmission ratio is possibly in between two "gears" at the time of changeover to tiptronic mode, an
immediate changeover to one of the defined ratios would, to a greater or lesser extent, result in a change in
engine speed depending on the ratio differential.
93
43
multitronic
Towing
To tow a vehicle with multitronic®, the following conditions must be observed:
• The selector lever must be in position "N".
• A max. speed of 50 kph must not be exceeded.
• The vehicle must not be towed further than 50 km.
While the vehicle is being towed, the oil pump is not operating and no rotating parts are lubricated.
94
S tronic 6-speed, transverse

Dynamics / comfort
The high efficiency of a manual gearbox is combined
the shifting comfort of an automatic gearbox.
Hydraulic oil filter
Oil cooler
Oil pump
Mechatronics
Multi-plate clutches
Fuel consumption
approx. 10 % better than a multi-step
automatic gearbox.
95
44
S tronic 7-speed, transverse

Performance / comfort
The high efficiency of a manual gearbox is combined
with the convenience of automatic transmission.
Fuel consumption
lower than with a manual gearbox
Multi-plate dry clutches
Mechatronic unit with integral oil pump
96
S tronic 7-speed, longitudinal

Performance / comfort
The high efficiency of a manual gearbox is

Multi-plate clutches combined with the convenience of automatic
transmission.
Fuel consumption
lower than with a manual gearbox
Mechatronic unit
97
45
S tronic 7-speed, longitudinal
Clutch 1
Clutch 2
Drive to front differential

Input shaft 2 Input shaft 1
Drive to rear differential
Output shaft
4th gear 5th gear

Reverse
gear Centre differential
6th gear 7th gear
2nd gear 1st gear 3rd gear
98
S tronic
P - Park
In this selector lever position, the drive wheels are mechanically blocked. The parking lock must only be engaged when the vehicle
is stationary. To disengage selector lever position P , press the Lock button (button in selector lever handle) and , at the same time,
depress the brake pedal with the ignition "on".
R – Reverse
In this selector lever position, the reverse gear is engaged. Reverse may only be engaged when the vehicle is stationary and the
engine is idling. To engage R, press the Lock button and, at the same time, depress the brake pedal with the ignition "on".
N – Neutral
In this selector lever position, the gearbox is disengaged; no power is transmitted to the wheels and there is no engine braking
effect.
D – Drive
In this selector lever position, the forward gears are automatically shifted up and down in dependence on engine load and vehicle
speed.
S – Sport
In this selector lever position, all forward gears are automatically shifted up and down later than in position D in order to fully utilise
the power reserves of the engine. This is dependent on engine load, your personal driving style and the speed at which the vehicle
is travelling.
+ and –
99
46
S tronic
Towing
The vehicle can normally be towed with a tow bar or
a towing rope. Please pay attention to the following:
• Engage the selector lever in position N.
• Maximum towing speed is 50 kph.
• Maximum towing distance is 50 km. Reason: When the engine is at a standstill, the gear oil pump is not working
so the gearbox will not be lubricated sufficiently at high speeds and over long distances.
If the road speed exceeds 50 km/h when towing, excessive shaft speeds will occur in the gearbox and the dual
clutch because one gear will always remain engaged in one of the two sections of the gearbox.
100

Running Gear
101
47
Running Gear
Air suspension
Audi magnetic ride
Electronic damping control

Servotronic hydraulic steering
Dynamic steering system
Electromechanical steering system (EPS)
102
adaptive air suspension
CDC damping control
Electronic damping control:

The control system allows for the current driving
situation. Sensors measure wheel movement (unsprung
masses) and body movement (sprung masses).
Externally located air springs
The spring boot is enclosed in an aluminium cylinder.

The result is a significant improvement in response.
103
48
Air supply unit:

The air supply unit is installed in the engine bay at the front
left. Adverse effects on the interior acoustics are thus avoided.
In addition, effective cooling can be obtained with this layout.
This extends the maximum duty cycle of the compressor and
thereby enhances control quality.
104
Mode
Balanced combination of:
Ride height Damping control
defined by: defined by:
Driver input Driver input (comfortable - sporty)

Road conditions
Vehicle speed
Speed
Payload
Current driving situation (driving away,
braking, cornering etc.)
105
49

Vehicle ride levels (e.g. A8):
Standard suspension
•"automatic" mode:
basic ride level ( 0mm), motorway ride level (-25mm)
•"comfort" mode: basic ride level ( 0mm)
•"dynamic" mode:
low ride level (-20mm), motorway ride level (-
25mm)
•"lift" mode:
high ride level (+25mm)
106

Vehicle ride levels
Sports suspension
•"automatic" mode:
basic ride level of sports suspension (- 20mm
compared to basic ride level of standard suspension)
•"comfort" mode:
basic ride level ( 0mm)
•"dynamic" mode:
basic ride level ( 0mm)
•"lift" mode:
high ride level (+25mm)
107
50
Operating /display concept

CAR button: Access directly on MMI display
with priority 1
SETUP button: Display Status
information and
settings
Control knob: Activate modes
Adjust settings
Indicator lamp: Indication of low ride level of

standard suspension
Indication of extreme low and
high ride levels
Warning lamp: Indication of extreme low and
high ride levels
108
Lift mode
Lift operation is detected through evaluation of the

height sensor signal and the shut-down duration of the
stationary vehicle.
No diagnostic trouble code is stored in the fault
memory.
109
51
Audi magnetic ride
Shock absorber
System overview damping adjustment
button E387
ECD control unit
(electronically
controlled damping)
J250
Shock absorber
damping adjustment
warning lamp K189
Level control
Shock absorber
system sender
damping adjustment
G76-78,G289
valves N336-339
110
Audi magnetic ride

Without electrical activation: The magnetic particles are suspended in random fashion, and without exerting any
force upon each other, in the suspension damping fluid. During the movement of the piston rod, the particles are
forced through the piston orifice together with the fluid. Damping force is relatively low and defined by the base
viscosity of the suspension damping fluid.
without electrical
activation
Electrical activation: The particles position themselves along the lines of the magnetic field. Long chains of
particles form, particularly inside the piston orifices. This increases the friction between the oil exerts and the orifice
wall. As a result, the flux voltage of the suspension damping fluid and the damping force increase.
111
52
Audi magnetic ride
Shock absorber damping adjustment button E387

Warning lamp K189
The button is used to select a damper set-up.In standard
mode, the damper set-up is configured for comfort. A sporty
damping characteristic can be activated by pressing the
button. The warning lamp in the button indicates the sporty
damper set-up. With some dash panel versions, an additional
text message is displayed. The signal from the button is read
in by the control unit via a discrete line.
112
Audi magnetic ride
Shock absorber test

When the button is pressed for longer than 5 s, a constant
current is applied to the magnetic coils. In this state, the shock
absorbers can be tested on a test bench.
The indicator lamp in the button flashes when "Shock absorber

test" mode is active. This mode is exited automatically by
again pressing the button, turning the ignition on/off or driving
at a speed of at least 10 kph.
113
53
Electronic damping control -Load mode
When Load mode is activated, a constant electrical current is applied to the shock absorbers.
The warning lamp is activated. "Load mode active" is stored in the fault memory
For detailed information about the design and operating principle, please refer to SSP 409
114
Servotronic hydraulic steering system
Pressure p (bar) Method of functioning of the Servotronic system
The faster the vehicle is travelling, the less the effort the driver needs to
apply to the steering wheel in order to change direction. This rule basically
applies to all steering systems (with & without power steering assist).
The Servotronic system controls steering wheel actuation torque as a function

of vehicle speed. Maximum power steering assistance is available when the
vehicle is stationary or travelling at a very low speed (e.g. when parking).
Actuation torque (Nm)
120 kph
50 kph
Low vehicle speed (e.g. when parking)
115
54
Servotronic hydraulic steering system
Servotronic solenoid valve N119
The solenoid valve serves as an electro-hydraulic converter for implementing the

servotronic function. It is a proportional valve. When the valve is deenergised, it
is open. The greater the electrical current applied to the valve, the smaller the
port cross-section.
116
117
55
The dynamic steering system provides enhance comfort and driving dynamics through the dynamic control of
steering effort and angle dependent on the driving situation, i.e. when changing lane, parking and cornering.
Steering ratio
Comfort setting
indirect
without dynamic steering

direct
Dynamic setting
Low speed (e.g. Medium speed (e.g. High speed (e.g.

parking) country road) motorway)
Vehicle speed
118
Stabilising intervention
The dynamic steering system takes stabilising measures in situations when necessary, e.g.:
1. under braking on surfaces with different coefficients of friction (µ split)

2. understeer
3. oversteer
119
56
System diagnostics
System malfunctions are indicated by the warning lamp and by text output on the centre display of the dash panel
insert.
If the system is shut down due to a malfunctioning, this will be noticeable by the fact that a great deal more steering
effort is required when parking. (steering wheel turning angle from 0 position to full lock is 450 instead of 390 )
Dynamic steering
system:
System
malfunction
120
Steering angle sensor

Advantages
Vehicle speed - Steering angle
- Steering angle speed
Reduction of fuel consumption by 0.1-0.2l /100 km
through demand-basedpower consumption
Steering torque sensor
- Steering torque
Easy implementation of a speed-sensitive power
EPS control unit assistance and damping system which provides an
optimal steering feel in any situation
Asynchronous motor
Worm gear Low sensitivity to surface unevenness implementation

of active wheel return to straight-ahead position
Steering pinion
EPS pinion
121
57
Warning lamp K161
The warning lamp is located in the dash panel insert.

It serves to indicate system faults.
When the warning lamp comes on,a triple gong is

simultaneously activated.
122

Vehicle Dynamics Control Systems
123
58
Vehicle dynamics control systems
Glossary
What do the following abbreviations mean?

ABS ESP BDW
EBD HBA
EDL AHA
TCS HHA
EBC EPB
124
ABS( Anti-lock Braking System)

This system prevents the wheels from locking while braking. Despite the systems powerful braking effect, track
stability and steer ability are retained.
TCS (Traction Control System)

This system prevents the driven wheels from spinning, e.g. on ice or gravel, by intervening in the brake and
engine management systems.
EBD (Electronic Brake Pressure Distribution) This system prevents over braking of the rear wheels before ABS
takes effect or if ABS is unavailable, due to specific fault states.
EDL (Electronic Differential Lock)

This system makes it possible to drive away on road surfaces where each wheel has a different degree of traction
by braking the wheel which is spinning.
ESP( Electronic Stability Programme)

This system prevents the vehicle from skidding by selectively intervening in the brake and engine management
systems. The following abbreviations are used also: ASMS (Automatic Stability Management System), DSC
(Dynamic Stability Control), DDC (Driving Dynamic Control), VSA (Vehicle Stability Assist) and VSC (Vehicle
Stability Control).
EBC (Engine Braking Control)

This system prevents the driven wheels from locking due to the engine braking effect when the accelerator pedal
is released suddenly or when the vehicle is braked with a gear engaged.
125
59
HBA ( Hydraulic Brake Assist )function
By using defined characteristic curves during the dynamic brake pressure build-up as a reference, HBA is able to
detect when an emergency braking manoeuvre has been made by the driver.
To provide the driver with braking assistance, the system builds up the maximum brake pressure as quickly as
possible to bring the wheels to within the operating range of the ABS. This allows optimal deceleration of the vehicle
to be achieved in an emergency situation.
Hill Hold Assist
If the foot brake has been applied for a long period on an uphill gradient and the vehicle is stationary, the brake
pressure developed is maintained for a short time after the foot brake is released; this automatic brake intervention
feature helps the driver to move off uphill slopes without rolling back.
Audi Hold Assist
Holds the vehicle for an unlimited period of time after stopping, both on uphill slopes and downhill slopes. The
system is pushbutton-activated and allows the driver to pull away conveniently without using the handbrake.
126
TCS function
If the drive torque is too high, the TCS directs the engine
control unit to reduce engine power.
TCS is effective over the full speed range of the vehicle.

It can be deactivated with the TCS (ESP) button.
However, TCS is always activated when the ignition is

turned on.
Advantage:
Stability under acceleration on smooth road surfaces.
127
60
EBC function
EBC takes effect when the driven wheels show a

tendency to lock up shifting into a lower gear or if
the driver suddenly lifts off the throttle.
The engine control unit receives the command to

increase the engine speed. As a result, the drag
torque of the engine is reduced.
EBC is effective over the full road speed range

from approx. 20 kph.
TCS and EBC override the driver torque input
from the drive-by-wire throttle control.
Advantage:
Steerability when coasting on smooth road
surfaces.
128
ESP function
Example: avoiding an obstacle
Without ESP:
The preceding steering movements cause the vehicle to roll and the
rear end of the vehicle begins to drift.
With ESP:
The steering movement is initially assisted by braking one of the rear
wheels. Vehicle roll is avoided by selective braking of the front wheels.
129
61
ESP function
The ESP works by determining the actual response of the vehicle and comparing this with
the predetermined nominal response of the vehicle.
Actual response is essentially determined from the actual measurement data for:
•Yaw rate
•Transverse acceleration
•Steering angle
•Vehicle road speed
•Brake pressure
Nominal response is essentially determined from:

• steering angle sensor signal > driver steering input
• brake pressure signal > driver deceleration input
• engine power signal > drive torque input
• vehicle's road speed
• estimated traction coefficients: This estimate is based on the
transverse acceleration signal and the estimated longitudinal acceleration of the vehicle
131
BA function
An emergency braking situation is identifiedfrom

the following trigger conditions, and the brake
assist system is activated.
For this purpose, it requires following conditions:
1. The signal from the brake light switch
indicating that the brake has been applied.
2. The signals from the wheel speed sensor
indicating how fast the vehicle is travelling.
Brake light switch
3. The signal from the brake pressure sender
indicating how quickly and with how much
pressure the driver has pressed the brake
Brake pressure sender
pedal.
RPM sensor
ACTUAL value NOMINAL value
132
62
BDW function
If a speed signal greater than 50 kph is Actuation of

present and the windscreen wiper is in the windscreen
operation (even in intermittent mode), the wipers
front brake pads are applied to the brake (even in
discs approx. every 3 km for a duration of intermittent
wipe mode)
approx. 8 seconds in order to remove any
water film from the brake discs.
For this purpose, the ESP starts up and

applies a pressure of approx. 0.8 - 1.2 bar.
J104
The function is not indicated to the driver.
The function interval is reset whenever the
brake is applied.
Active brake pressure build-up at the front

axle
133
Electromechanical parking brake
134
63
Parking brake motor V282/283
• Mechanical tensioning of the brake pads by spindle drive, self-locking thread.

• Spindle drive by wobble-plate gear
• Gear drive by DC motor
135
Functions :
• Parking brake function
• Dynamic emergency brake function
• Adaptive Hill Start Assist
• Break pad wear sensors (Audi A8 only) and

brake pad clearance adjustment
136
64
Parking brake function:
The tension is sufficient for any driving situation. On

uphill gradients greater than 30%, a warning is
indicated by a text message on the centre display of
the dash panel insert
Automatic re-tensioning after cooling of the brake disc

(disc temperature model in the control unit software)
Warning lamps in the switch and dash panel insert

indicate when the system is active
137
Emergency braking
function
V > 8 kph Maximum vehicle deceleration 8 m/s2 V 8 kph
• Braking by ESP Vehicle is braked as long as switch is • Parking brake is closed

pulled.
• Engine torque is • Indication by parking brake
decreased to idling level Activated emergency brake function indicator on dash panel
if the accelerator pedal is is deactivated if when the accelerator insert and warning lamp on
still being pressed pedal is depressed further switch when parking brake
is closed
• Brake pressure build-up
at all four wheel brakes Function indication by acoustic signal
• CCS deactivation (if

system is active)
138
65
Adaptive Start Assist:
• Provides smooth driveaway without roll-back on uphill slopes
• Only available when fastened seat belt active
• Measurement of angle of inclination by sensor in control unit
• Continuous automatic calibration of tilt-angle sensor and drive-away parameters
• Whenever the vehicle is driven away on level terrain, its acceleration response is evaluated and compared
to the control parameters stored in the control unit.
Emergency release
In the event of a fault (e.g. failure of the power supply, faulty electronics etc.), the closed parking brake can only
be released mechanically as described below.
The vehicle is lifted with the car jack and the relevant wheel is removed.
The adjustment motor is detached from the brake caliper using a Torx wrench. The spindle wrench insert is now
accessible, and the spindle can be turned until the brake pads become detached.
139

All-wheel Drive- Power transmission
140
66
Overview of all-wheel drive systems
Haldex coupling Torsen differential Transfer case
141
Quattro history
1980 : Audi quattro Permanent all-wheel drive with open differential and manually actuated,
mechanical locks on transfer differential and at the rear axle differential, initially by Bowden cable,
then pneumatically actuated.
1986 : Audi 80/100-The self-locking Torsen differential (Torsen "A") integrated in the manual gearbox is
located between the front and rear axles. A manually actuated limited slip differential (electro-
pneumatically operated by a button in the centre console) is located on the rear axle.
1988 : Audi V8 With automatic: centre differential by means of planet gear set and electro-hydraulically
controlled multi-disc differential lock and self-locking Torsen differential on rear axle.
1994 : Audi A4, A6*, A8 Discontinuation of manual, electro-pneumaticallyengaged limited slipdifferential on
rear axle. Launch of 4-wheel EDL &TCS with open differentials on front and rear axles.
1995 : Audi A4, A6*, A8 The new 5-speed automatic gearboxes 01V and 01L are equipped with PAT Torsen
(Parallel Axis Torsen), alsoknown as Torsen "B".
1998 : Audi A3 As an optimum solution for transversely installed engines, the Audi A3 is fitted for the first
time with an electronically controlled hydraulic multi-plate clutch (Haldex) serving as a longitudinal
lock. Four-wheel EDL and TCS with open differentials on the front and rear axles.
2004 : Audi A3, Audi TT Second generation of the Haldex coupling (Haldex II).
2005 : Audi S4 and RS4Launch of the Torsen "C" with asymmetric
2006: Audi Q7 40:60 torque split.
67
Haldex coupling
Power distribution
Front axle differential
Bevel box
Rear axle differential
Rear axle differential Haldex coupling
143
Haldex coupling
- High ease of use due to automatic control
Characteristics
- Variable power transmission from 0 - 100% to the rear axle
- The Haldex clutch can handle almost any driving situation in

conjunction with the EDL control.
-Quick response, power transmission is available as of a wheel

rotation angle difference of only 10 between the front and rear
axle, while maximum torque is transmissible as of 20 .
-No stressing of the powertrain during manoeuvring,since only a

very low torque is transmissible
- No restrictions on towing with the front axle raised
-Fully combinable with all traction control systems (ABS, EDL,

ESP, TCS, EBD)
rear axle is activated by closing the Haldex coupling.The Haldex coupling is a multi-plate clutch which is closed by oil pressure.The rear
axle is only activated if there is a difference in speed between the front and rear axles.
As the speed differential increases, the oil pressure which compresses the multi-plate clutch rises, allowing more torque to be
transmitted to the rear axle.The rear axle is not activated when reversing.
The Haldex coupling is opened under braking, when operating the hand brake or when the ESP is activated.When testing the front axle
brake, attention should be paid to use of a brake test stand with a reversing function, and the engine and ignition should be turned off,
144 as otherwise the vehicle will be pushed out of the rollers by the rear axle.
68
Haldex coupling
Driving dynamics
Normal acceleration 100% slip at a front wheel
Normal acceleration 100% slip at a front wheel

Even under normal acceleration, speed differentials When 100% slip occurs at one of the front wheels,
occur between the front and rear axles (approx. 1-2 the engine's full drive power is directed to the rear
RPM), these being sufficient to close the Haldex axle. The differential compensates for differences in
coupling and thereby transmit engine power to all four torque between the two front wheels.This means that
wheels. Since small speed differentials virtually always when 100% slip occurs at one wheel, the other wheel
exist, the drive system is permanent all-wheel drive cannot transmit any torque to the road surface.
145
Haldex II coupling
Driving dynamics
100% slip at a rear wheel 100% slip at one wheel, front and rear
100% slip at a rear wheel 100% slip at one wheel, front and rear
In this case, too, the front and rear axles are If this situation occurs, it is theoretically not possible
driven at different speeds. All-wheel drive is to drive forwards: The differential compensates for the
positively engaged, distributing drive power to differences in wheel speeds,
all wheels. The rear axle is driven, but no drive with the result that no drive power is available at any
power can be transmitted to the road surface of the wheels.
due to the slip at the rear wheels. Hence, drive However, this is where the four-wheel EDL comes in,
is provided by the front axle. providing forward traction
to the remaining wheels. The slipping wheels are
braked, with the result that drive power is transmitted
via the differential to the wheels with higher traction
146 potential.
69
Torsen differential
Torsen A Torsen B Torsen C
Overview
01W 01V 0A3

01E 01L 0AQ
02X
0A3
09L - Power distribution front-to-rear 50% : 50% with Torsen A and B and 40% : 60% with Torsen B.
09E
- Permanent all-wheel drive even when reversing
- Stressing of the powertrain during manoeuvring
- Restrictions on towing with the front axle raised
147 - Fully combinable with all traction control systems (ABS, ESP, TCS)
Torsen differential
Power distribution
Rear axle drive with
differential
Front axle drive with

differential
Torsen centre
differential
The self-locking Torsen centre differential is an all-mechanical

system. The mechanism "senses" the axle to which more power
can be transmitted and directs most of the engine's drive power to
this axle continuously and instantaneously.
148
70
Torsen differential
General notes
•The Torsen differential cannot be compared to a • When driving away with the steering wheel fully
mechanical 100% differential lock. If an axle or a locked (e.g. when manoeuvring into a vacant parking
wheel begins to spin, no drive power is transmitted space), the powertrain will be subjected to stress due
until the EDL system (electronic differential lock) to the lock-up effect of the Torsen differential.
intervenes. This can result in judder, stick/slip or vibration in the
powertrain (Torsen judder). This does not constitute a
• The EDL control system begins to intervene when a defect provided that these symptoms do not occur
defined difference in wheel speed is exceeded. during normal turn-off manoeuvres or when driving in a
Throttle must be applied until the EDL control system, circle.
by means of brake application, produces a
compensating torque which is then available at the • Pay attention to the information given in the
other wheels. If this compensating torque is sufficient operating instructions with regard to the use of tyres
to overcome the motion resistance of the vehicle, the and snow chains.
vehicle will be able to drive away. The compensating
torque (produced by brake intervention) is converted • Continuous compensation for large differences in
to heat , and becomes what is known as "loss torque". speed between the front and rear axles in combination
The EDL control system is deactivated before the with high engine load will damage the Torsen
brake begins to overheat. differential.
• If the prop shaft has been removed, no drive power

will be transmitted .
149
Transfer case
Front axle Rear axle differential

differential
A final drive with differential is installed on the front and rear axles.
150
71
Transfer case
The transfer case is flanged onto the gearbox. The front axle is driven by a gear chain.
Differential
Oil pan
Input shaft
Output to the rear
Chain drive
Output to the front

151
Transfer case
Operating instructions
– The self-locking centre differential cannot be – The EDL control system begins to intervene when
compared to a mechanical 100% differential lock. a defined difference in wheel speed is exceeded.
If an axle or a wheel begins to spin, no drive power Throttle must be applied until the EDL control
is transmitted until the EDL control system builds up additional, compensating torque by
(electronic differential lock) intervenes. means of brake application.
This compensating torque is then available to
– Continuous compensation for large differences in the opposite wheel.
speed between the front and rear axles in
combination with high engine load will damage the
self-locking centre differential.
– If either of the two prop shafts is removed, no drive
power will be transmitted.
152
72

Driver Assist Systems
153
adaptive
cruise
control
154
73
adaptive cruise control
Overview
Cruise control system adaptive cruise control

(CCS)
Vehicle directly ahead: No vehicle directly ahead:
The desired speed set by The desired distance (time The desired speed set by the
the driver is implemented. gap) set by the driver is driver is implemented.
implemented.
155
Basics
The information required for acc control
Distance to vehicle ahead
Speed of vehicle ahead
Position of vehicle ahead
Selection of vehicle
relevant to control
156
74
Basics
Distance measurement
The time interval between sending the signal and
receiving the reflected signal components is
dependent on the distance to the object
50 m
Example:
The duration between sending and receiving the
reflected signal is twice as long at twice the distance.
100 m
157
Basics
Determining the position of the vehicle ahead:
The radar signal propagates in a wave that gets larger

as it moves outward. The signal strength (amplitude)
decreases at increasing distance from the transmitter.
To determine the position of a vehicle ahead, it is also

necessary to know the angle at which it is moving
relative to one's own vehicle.
This information is acquired using a three-beam radar.
The ratio of the amplitudes (=signal strengths) of the
received (reflected) signals provides the angle
information.
158
75
Basics
Identification of the vehicle relevant to

control
First of all, the acc control unit has to determine the

lane in which the vehicle is travelling.
This process is relatively complex and requires

additional information (additional input signals). In
particular, the signals from the yaw rate sensor, the
wheel speed sender and the steering angle sender
are required for this purpose.
Information on the curvature of the lane is obtained by
evaluating these signals.
159
System components
Distance control sender G259 and adaptive cruise

control unit J428
The sender and the control unit are accommodated in

a single housing. If the sender/control unit
malfunctions, then the complete unit must be
replaced.
The distance control sender G259 transmits the

frequency modulated signal and receives the reflected
signal. The control unit processes the radar signals
and other, additional input signals. From these
signals, the system identifies the relevant vehicle
ahead from all the objects within the line of sight of the
radar.
160
76
System components
Operating concept
The system is operated using the control stalk on the

left-hand side of the steering column.
161
System components
Display concept
The display concept provides for three display blocks:
All key information is always displayed centrally on the

speedometer.
Important system-related information which, however,

does not have to be displayed continuously due to its low
incidence is displayed in the information line on the
centre display of the dash panel insert.
162
77
Diagnostics
The following diagnostic options are available:
- Data blocks - Final control diagnosis
- Adaption - Coding
163
Diagnostics
Setting the distance control sender:
Mechanical setting of the distance sensor is necessary after:
• modifications to the rear axle alignment
• replacing the sensor, sensor holder,bumper beam and

front end
• damage (e.g. after a collision)
164
78
Audi parking system
Overview
Audi Parking Audi parking Audi parking Audi parking

System system front system plus system
and rear advanced
4-channel park 8-channel park 8-channel park 8-channel park

assist system assist system
assist system assist system
(audio-visual) (audio-visual)
(rear) (audible) with rear view
A3
 - - -
TT
 - - -
A4
  - -
A6
 -  
Q7
 -  
A8 - -  
165
Audi parking system
Functions
> Audible warning
The interval between the audible tones decreases as the vehicle approaches an obstacle. Once the vehicle within a
distance of approximately 30cm from the obstacle, the warning becomes a continuous tone.
The measuring range of the ultrasonic sensors begins approximately at:
Front side: 0.90m Front centre: 1.20m Rear side: 0.60m Rear centre: 1.60m
> Mute function

The audible distance warning is suppressed when the selector lever is moved into position P.However, the park
assist system remains active.
> Volume reduction

If the distance to a detected obstacle remains constant, the volume is reduced to a minimum level after approximately
4 seconds(does not apply to continuous tone!).
166
79
Audi parking system
Functions
> Manoeuvring
If you shift gear while manoeuvring the vehicle, the audible warning tones are temporarily suppressed. When you
again approach an obstacle, the audible warning function will be active again.
> Trailer operation

In vehicles equipped with a factory fitted tow bar, the continuous audible warning tone begins at a distance of
0.35m. If the trailer control unit detects that a trailer is coupled to the vehicle, the rear park assist system remains
deactivated.
> Acknowledgement tone

When the park assist system is activated, a short acknowledgement tone will be heard. If the system unavailable due
to a fault, a sustained warning tone sounds.
167
Audi parking system
Rear park assist system (4-channel system)

System overview
Convenience CAN High
Convenience CAN Low
Signal generator
rear
H15
Terminal 31
Terminal 30
Terminal 15
Feedback to driver: audible
Park assist system control unit
J446
G203 G204 G205 G206
168 Ultrasound sensors, rear
80
Audi parking system
System overview Front and rear park assist system (8-channel system)
Convenience CAN High
Convenience CAN Low
Signal generator, Park assist system

Signal generator,
rear front button
H15 H22 E266 Feedback to driver:
Terminal 31
Terminal 30
Terminal 15
1) audible
Audi Parking System
Park assist system control unit

2) audio-visual
J446
Audi Parking System Plus
G203 G204 G205 G206 G252 G253 G254 G255

rear 4 ultrasound sensors front 4 ultrasound sensors
169
Audi parking system
Operation Front and rear park assist system (8-channel system)
System activation by
– selecting reverse gear
– pushing the park assist system button
System deactivation by:

– driving forwards at a speed of
greater than 10 kph
– turning off the ignition
Park assist system button of an Audi Q7
– pushing the park assist system button
If the function turn signal LED in the park assist system button comes on:
- System is currently active

- No system fault currently present
170
81
Audi parking system
MMI display Optical Parking System OPS
Park assist system
Vehicle equipped with:

MMI
Also check the course of the vehicle! Rear View
Vehicle equipped with:

MMI Basic
171
Audi parking system
Setting options
8-channel park assist system with visual display on the MMI
Car Vehicle wallet
Audi parking system
Display APS none
graphic
Volume, front
Frequency, front
Volume, rear
Frequency, rear
Version
none Visual display of the park assist system on the MMI is deactivated
graphic Visual display of the park assist system on the MMI is activated
172
82
Rear-view camera (Rear View)
Sideways parking
– Orange coloured line are dynamic guide lines and depend on the steering angle
– The dynamic guide lines have graduation marks spaced at intervals of 1 metre
– The blue box is a static reference box and represents a vehicle contour extended by 5 metres
– The first transition between the different shades of blue in the reference box is 1 metre behind the rear end of the
vehicle and the second transition is 2 metres, the blue reference box ending 5 metres behind the rear end of the vehicle
173
Longitudinal parking
The prerequisite for a successful parking manoeuvre is:
-> The blue box must completely fit between the two vehicles
The blue box is 7 metres long
174
83
Setting options
Car Vehicle wallet
Audi parking system
APS display none
graphic
Volume, front
Rear View
Frequency, front
automatic
Volume, rear
Frequency, rear
Version
Meanings of the setting options on the MMI:

None When park assist is active, neither the visual turn signal nor the image of the
rear-view camera are displayed on the MMI
Graphic When park assist is active, the visual turn signal is always displayed on the MMI
Rear View When park assist is active, the image of the rear-view camera is always displayed
on the MMI
Automatic If park assist is active, the visual turn signals are displayed on the MMI when the
vehicle is travelling forwards and the image of the rear-view camera is displayed
175 when reversing
Installation locations
Rear-view camera
The Audi rear-view camera is a PANASONIC brand camera. It weighs 40 g and has dimensions of 27 mm x 24.5
mm x 35 mm. Because of its compact design, the camera has been integrated in the boot lid handle.
176
84

Air Conditioning Systems
177
Air conditioning system

The air conditioning system is a combination of a heating/ventilation system and a cooling system, which is
responsible for dehumidifying and cooling the intake air.
In cooling mode, the humidity of the air in the vehicle interior is reduced.
This prevents misting of the windows and provides a pleasant interior climate.
Please pay attention to the following:

At high ambient air humidity and high ambient temperatures, condensation can drip from the cooling system
evaporator and form a puddle beneath the vehicle. This is normal, and not the sign of the leak!
At low ambient temperatures, except in the defrost setting, the fresh air blower does not switch to a higher speed
until the coolant has reached a sufficient temperature.
When driving away at full throttle, the compressor of the automatic air conditioning system is briefly deactivated
to provide full engine power.
To ensure engine cooling under extreme engine load, the compressor is deactivated at excessively high coolant
temperatures.
Dust and pollen filter

The Dust and pollen filter removes impurities (e.g. dust, pollen) from the ambient air and significantly reduces
odour. air filter also takes place in air recycle mode.
The automatic air conditioning system maintains the set temperature fully automatically.
For this purpose, the temperature of the outflowing air, the blower speed (air flow rate) and the air distribution are
adjusted automatically.The system also allows for high levels of incident solar radiation, thus eliminating the need
for manual adjustment.
In almost all cases, therefore, the automatic mode provides the best configuration with regard to the well-being of
the vehicle occupants all year round.
178
85
Method of operation of the air conditioning system

The compressor draws in cold, gaseous refrigerant with a low pressure. The refrigerant is compressed in the
compressor, during which it process it heats up. It is pumped into the circulation system (high-pressure side).
In this phase, the refrigerant is in a gaseous state and has a high pressure and high temperature.
Evaporator
Induced fresh air
The refrigerant enters the condenser. Heat is now
extracted from the compressed, hot gas in the Fresh air blower
condenser by the air flowing through (head wind and Refrigerant system
fresh air blower).
When the pressure-dependent dew point is reached,
the gaseous refrigerant condenses and liquefies. Head wind
In this phase, the refrigerant is in a liquid state and
has a high pressure and medium temperature.
Condenser Heat exchanger

In the evaporator , the injected liquid refrigerant expands and evaporates. The necessary heat of evaporation is
extracted from the warm fresh air flowing through the evaporator fins, during which process the fresh air cools
down.
In this phase, the refrigerant is in a vapour state and has a low pressure and low temperature.
The refrigerant, which is now gaseous again, discharges from the evaporator.
In this phase, the refrigerant is in a gaseous state again and has a low pressure and low temperature.
It is drawn in again by the compressor and again flows through the system. The cycle is now complete.
179
Air recycle mode
What do we understand by 'air recycle mode'?

The air conditioning system is able to draw in ambient air (fresh air) or interior air (recycled air).
In air recycle mode, the air used for interior cooling is extracted from the vehicle interior. The air inside the vehicle
is recirculated and temperature-controlled.
Why air recycle mode?
In air recycle mode, the vehicle interior is cooled most quickly. This is achieved through multiple use of the interior
air, which becomes increasingly cooler. The opposite effect occurs when heating the vehicle, i.e. faster heating.
Advantages of the air recycle mode:

In cooling mode, the required evaporator output, i.e. the driving power of the compressor in air recycle mode, is
more than halved.
In air recycle mode, ingress of contaminated ambient air into the vehicle interior is largely prevented.
Drawbacks of the air recycle mode:

In air recycle mode, no exchange of air takes place. The air is "used up".
It should, therefore, not be used for longer than necessary (max. 15 min.).
In air recycle mode, the humidity inside the occupant cell increases due to moisture release by the occupants. As
soon as the dew point of the interior air exceeds the temperature of the windows, the windows will inevitably
begin to mist up.
In the Defrost setting, therefore, air recycle mode is automatically disabled.
180
86
Backpressure control
What do we understand by 'backpressure control'?
The fresh air flow rate is speed-sensitive and increases with increasing vehicle speed. Depending on the
interior temperature, blower speed and vehicle speed, the air flow flap is adjusted in such a way that the fresh
air flow rate stays nearly constant.
Residual heat
You can activate the 'Residual heat' function when the ignition is "off" by pressing the button.
The residual heat from the coolant is used to heat the vehicle interior.
The 'Residual heat' function can be started within 30 min. after the ignition (terminal 15) is turned "off" and heats
the vehicle interior for up to 10 min.
To start the function, the coolant temperature and the battery voltage must be sufficiently high.
When the 'Residual heat' function is started, the coolant is recirculated in the heat exchanger by an electrical
pump and the fresh air blower is activated.
181
Sunlight penetration photo sensor G - 107

The sunlight penetration photo sensor G107 contains 2 photo sensors. It measures the incident solar radiation in
the passenger compartment and supplies a voltage value for separate temperature control on the driver and front
passenger sides to the climatronic control unit J255.
If G107 fails, a default substitute value is used.
Climatronic control unit, J255
Signal line from right photo sensor
Sunlight penetration photo Signal line from left photo sensor

sensor, G107
182
87
Air quality sensor G - 238 with automatic air recirculation control
Air quality sensor • Operating principle: similar to oxygen sensor

Combined G238
• Mixed oxide sensor (SnO2) in semiconductor
Fresh air intake filter
technology
• Sensitivity to toxic gases through platinum and
palladium additives
• Self-adaptive, compares average pollutant
concentration in the ambient air with peak pollution
levels, requests air recirculation in the form of a
Airborne pollutants square-wave signal to the control unit.
Square-wave signal to • The air recirculation and fresh air flap is closed in
operating unit E87 dependence on the ambient temperature, driver
input, compressor OFF/ON and pollutant
concentration.
• The function can be deactivated using the
control panel or the MMI.
• Note the different electrical specifications:
Output signal: PWM or CAN signal.
183
Additional heating heater element - Z35
The heater element, which is complementary to the heat

exchanger, ensures that the passenger compartment heats up
quickly.
It is fitted only in combination with TDI engines.
Evaporator
The heater element is positioned in the air stream downstream
of the evaporator and the heat exchanger.
Heat exchanger
Auxiliary heating element Z35
The heater element consists of multiple ceramic PTC resistors

and louvres.
If the heater element is activated, an electrical current flows
through the individual PTC resistors.
This heats the PTC resistors up to a certain temperature.
The louvres absorb the heat and dissipate it to the air stream.
The resistance of PTC resistors increases with rising
temperature, with the result that current flow is reduced.
Overheating is thereby prevented.
184
88
Humidity sender G - 355
At low ambient temperatures, when the windscreen

becomes very cold, the upper third of the windscreen is
prone to misting.
To monitor this area, the humidity sender G 355 is
fittedin front of the base of the rear-view mirror.
Before water vapour from the air inside the vehicle can
condense on the windows, the output of the air
conditioning compressor and the RPM of the blower are
increased, and the defroster flap is opened further. Dry
air is then directed to the windscreen and side windows
via the evaporator and the heat exchanger from the
open defrost outlets
185
Electric rear auxiliary heater on A8
An electrical auxiliary heater is located in each of

the air ducts for rear air conditioning in the footwell
under the front seats. These auxiliary heaters heat
the air flowing into the vehicle interior using electrical
energy sourced from the onboard power supply.
If colder air is supplied to the rear climate zones
(rear compartment) is colder than to the front, this
is regulated via the centre vents.
Power output: 2 x 250 W
Function at term. 15 ON is dependent on the
battery's state of charge
186
89
Audi A4, A5, Q5 Triple-zone deluxe automatic air conditioning plus
Separately preselectable temperature for driver and front

passenger with third climate zone for the rear passengers
(temperature can be adjusted with rotary controls on the vents)
Separate air temperature control for driver and front passenger
Sunlight dependent temperature control
*Integrated button for seat heating / seat ventilation.
*Glove box cooling
With backpressure control and air recycle mode with recirculating
air filter
Air quality sensor with automatic air recycle and activated charcoal
filter unit
*Air humidity sensor
* Key identification
Vehicles with diesel engines are fitted with additional heating
heater element -Z35
187 * These features are optional.
Audi A4, A5, Q5 networking
In the Audi A4/A5, the climatronic control unit J255 no longer

Legend
receives all signals directly from the senders/sensors, rather
from other control units via data bus. G17 Ambient temperature sensor
N280 Air conditioning system
compressor regulating valve
J519 Onboard power supply control unit
J255 Climatronic control unit
J393 Convenience system central control unit
J533 Data bus diagnostic interface
J364 Additional heater control unit
G395 Refri.pressure / temperature sender
G238 Air quality sensor
J126 Fresh air blower control unit
V107 Flap control motors
G355 Humidity sender
J245 Sliding sunroof control unit
188
90
Audi A6 dual-zone deluxe automatic air conditioning
Separately preselectable temperature for driver and front passenger

Separate water temperature control for driver and front passenger
With backpressure control and air recycle mode with recirculating air
filter
*Key identification
Vehicles with diesel engines are fitted with additional heating heater
element -Z35
* These features are optional.
189
Audi A6 dual-zone deluxe automatic air conditioning plus
Separately preselectable temperature for driver and front passenger

Separate water temperature control for driver and front passenger
With backpressure control and air recycle mode with recirculating air
filter
Air quality sensor with automatic air recycle and activated charcoal
filter unit
*Air humidity sensor integrated in control panel
*Key identification
Residual heat function
Vehicles with diesel engines are fitted with additional heating heater
element -Z35
190
91
Audi A8 4-zone automatic air conditioning system
Additional operating and display unit in rear

compartment
Electrical auxiliary rear heater
passenger
Separate air temperature controls for left and right in air
conditioner
If the child lock is activated, the control panel is "off".
191
Audi Q7 four-zone deluxe automatic air conditioning system
Additional operating and display unit in rear

compartment
passenger
Separate air temperature controls for left and right in air
conditioner
Additional air conditioner in rear compartment with
evaporator and heat exchanger.
There is no separate dust and pollen filter since cleaned
cabin air is already being drawn in (in the luggage
compartment, left).
192
92
Audi Q7 air distribution, four-zone deluxe automatic air conditioning system
Rear vent, centre

console
Front air
conditioner unit
Rear air
conditioner
unit
B-post vent
C-post vent
193
Audi TT single-zone automatic air conditioning system
Preselectable temperature
Air temperature control
Dust and pollen filter with activated charcoal filter unit.
*Integrated button for seat heating.
With backpressure control and air recycle mode with
recirculating air filter
194
93
Audi R8 single-zone automatic air conditioning system
Preselectable temperature
Air temperature control
Dust and pollen filter with activated charcoal filter unit.
*Integrated button for seat heating.
With backpressure control and air recycle mode with
recirculating air filter
195
94

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APB 001 P.

1 Audi - Brand & Product

APB 001 P.1 Audi - Brand & Product

APB 001 P.1 Audi - Brand & Product

APB 001 P.1 Audi - Brand & Product

The four rings

1873 1885 1899 1907 1909

1985 AUDI AG company with the Horch works which he founded.

APB 001 P.1 Audi - Brand & Product

Key affiliated companies

Audi Brussels S.A./N.V.

Audi Manufacturing Facility

APB 001 P.1 Audi - Brand & Product

Audi Manufacturing Facility FAW-VW - Audi

APB 001 P.1 Audi - Brand & Product

 approx. 2 mill. m2 of floor space

 Approx. 31,276 employees in 2006

 Affiliated logistics and delivery centre

 Freight transport centre

 Production in 2006: 537,047 vehicles:

 69,813 units of the Audi A3

 159,581 units of the Audi A3 Sportback

 165,139 units of the Audi A4

 142,027 units of the A4 Avant

 TT Coupé and TT Roadster body construction

APB 001 P.1 Audi - Brand & Product

 Headquarters of quattro GmbH: Development of RS models

 S Line and customisation of cars

 951,799 m2 of floor space

 Approx. 13,425 employees in 2006

 Affiliated logistics and delivery centre

 "Bad Friedrichshall Business and Industrial Park"

 More than 260,000 cars were produced in 2006:

 221,331 units of the Audi A6 and A6 Avant

 11,838 units of the A6 allroad quattro

 22,468 units of the Audi A8

 164 units of the Audi R8 since end 2006

APB 001 P.1 Audi - Brand & Product

 Site area: 540,000 square metres

APB 001 P.1 Audi - Brand & Product

 Engine competency and development centre

APB 001 P.1 Audi - Brand & Product

 Approx. 3000 employees in 2006

 Production of 72,188 units of the Audi Q7 in 2006

APB 001 P.1 Audi - Brand & Product

• Joint Venture with FAW Volkswagen Automotive Company Ltd.

• 1.16 mill. m2 of floor space

• Approx. 7,000 employees in 2006

• CKD production in 2006: 83,210 cars,

- of which 67,762 units of the Audi A6

- 15,448 units of the Audi A4

APB 001 P.1 Audi - Brand & Product

 CKD production of the Audi A6 from the autumn of 2007

 Planned manufacturing of over 300 cars in 2008

 Employees were trained in Ingolstadt

Sant‘Agata Bolognese facility

APB 001 P.1 Audi - Brand & Product

Sant‘Agata Bolognese, Italy

 Lamborghini has been making cars in Sant‘Agata Bolognese since 1963

 In 1998 AUDI AG acquired the entire share capital of Lamborghini

 Approx. 672 employees in 2006

 Production in 2006: 2,095 sports cars

APB 001 P.1 Audi - Brand & Product