241 241 Service. The Audi allroad quattro with additional shift stage Design and Function Self-study programme 241 All rights reserved, including the right to make technical changes. AUDI AG Dept. I/VK-5 D-85045 Ingolstadt Fax 0841/89-36367 040.2810.60.
Audi allroad quattro - the best of both worlds After a 20 year history of four-wheel drive, Audi presents the allroad quattro. For the first time, a production model with off-road capability. The Audi allroad quattro is the embodiment of a new vehicle category, the so-called “allroader”. The Audi allroad quattro is the synthesis of the classic estate and the traditional off-road vehicle. It combines the outstanding driving dynamics of the Audi A6 with the off-road capability of a four-wheel drive.
Contents Page allroad quattro Design features/vehicle design ............................................. 4 Engine .....................................................................................11 Gearbox ..................................................................................20 Technical data and dimensions ........................................... 22 Running gear ........................................................................ 24 Bodywork and electronics ........................
allroad quattro The design features The roof has the same rib structure as the underride protection It forms an independent design element together with the paint work, which has been kept in the silk matt contrasting colour. The chunky bumpers, also highlighted in a contrasting colour, and the prominent plastic wheel arches emphasise the off-road qualities of the allroad quattro and offer protection in minor collisions.
Extra large exterior mirrors on both sides ensure good all-round vision, particularly off road. The aluminium wheels and tyres have also been newly developed, exclusively for the allroad quattro. Together with the other design features, they complement the strong, robust image of the allroad quattro. Further information can be found under Wheels/ tires, from page 28 on. A unique interior design has been created for the allroad quattro.
allroad quattro The vehicle design What makes the allroad quattro an allrounder: • quattro drive • 4-level air suspension • Optional activation of additional shift stage ”low range“ quattro drive Audi has proved the superiority of the permanent four-wheel drive over two decades and in all types of terrain. The allroad quattro is the result of twenty-years of quattro history. As an all-new vehicle design, the “allroader” demonstrates this in a most impressive way.
4-level air suspension To design a vehicle which is ideal for on and off-road use, would appear to be impossible. Usually, the strengths of the off-road vehicle are definite weaknesses with regard to road use. Variable ground clearance is the solution for allroad use, in the form of 4-level air suspension.
allroad quattro 4-level air suspension A high ground clearance, essential for uneven terrain, gives the vehicle a correspondingly high centre of gravity. However, this is just as disadvantageous when cornering as it is for driving stability at higher speeds. Additionally, this is increases air resistance, which significantly affects fuel consumption. On the other hand, the reduced spring travel and the harder set-up version of a "roadrunning gear", result in inadequate off-road driving comfort.
The driver can vary the ground clearance (the vehicle level) in four stages, by means of the operating unit in the centre console. The four levels can be set manually or automatically within defined speed ranges. It is also possible to switch between manual and automatic mode and switch off the system using the operating unit. LED displays in the operating unit indicate the operating status and the control process to the driver.
allroad quattro Additional shift stage The additional shift stage offers the following advantages: • Additional advantage in heavy terrain on extreme uphill slopes via increased traction. • The additional shift stage makes driving easier under difficult conditions (uphill slopes / high loads) and protects the clutch. • Increased engine breaking effect on steep downhill slopes. • Maximum operating comfort due to electrohydraulic control.
Engine For every allroad quattro eventuality, … ... two high-performance and high-torque engines are available. The 2.7-l-V6-Biturbo ... is identical to the performance version installed in the Audi S4 and A6. Performance and torque have been adapted for use in the allroad quattro. Fuel grade: RON 95 In order to provide adequate fuel metering in low-range operation, the engine control provides a separate accelerator pedal map. 241_046 Power output diagram: The design and function is described in SSP 198.
allroad quattro The 2.5-l-V6-Biturbo ... as increased-performance version of the 2.5-1-V6-TDI with 110 kW (150PS), whose function and design is described in SSP 183. Power output diagram: The increased maximum power output of 132 kW is achieved at 4000 rpm. The maximum torque of 370 Nm is available between 1500 and 2500 rpm. Technical data: Exhaust emissions control: Primary catalytic converter: Main catalytic converter: Emissions level: Fuel grade: Flexible service interval: Ceramic, 5.
Th essential differences of the V6-TDI/132 kW version Piston recess Trapezoidal head • Pistons made of new, more heat-resistant piston alloy to compensate for higher thermal load. • Altered shape of piston recess to optimise combustion process. ostSc • Compression ratio reduced to 18.5 : 1 by enlarging piston recess. • Piston/conrod with trapezoidal head to compensate for the higher combustion pressure and to reduce the oscillating mass by approx. 10% (see SSP 226, Page 10).
allroad quattro • Crankcase ventilation with cyclone oil mist separator to reduce oil component in the oil mist and blow-by gas (see SSP 226, Page 17). 241_067 Principle Due to the limited available space the cyclone oil mist separator consists of four single cyclones. These are connected in parallel and offer the same throughput as a single version. Unlike oil separators with mesh inserts (filters), the cyclone oil mist separator cannot become blocked.
• Radial piston distributor fuel injection pump VP44S3 with 3 rams for increased injection pressure. Fuel injection pressures of up to 1850 bar are achieved at nominal capacity.
allroad quattro • New: pre-injection controlled via solenoid valve. In conjunction with the dual-spring injector holder combination, it helps reduce combustion noise, particularly when the engine is cold. Needle lift with pre-injection at 2500 rpm and 40 mg injection quantity 0,3 0,25 Needle lift [mm] 0,2 0,15 0,1 0,05 241_071 0 -20 -10 0 10 20 30 40 Crank angle [degrees] • Six-hole instead of five-hole injectors for better mixture formation and emissions reduction.
• Primary catalytic converter immediately downstream from the turbocharger Absolute charge pressure [bar] • Turbocharger made of more heatresistant material, optimised turbine and compressor wheel and improved kinematics of the guide vane adjustment.
allroad quattro • Fuel cooling via fuel-coolant heat exchanger and coolant-air heat exchanger integrated into the engine cooling system (see also SSP 226, Page 22). • Larger oil-coolant heat exchangers compensate the increased thermal loading of the engine oil caused by the increase in performance. • To guarantee adequate engine cooling on any terrain, the V6-TDI in the allroad quattro is fitted with an uprated coolant heat exchanger.
Notes 19
allroad quattro Gearbox 6-speed manual gearbox 01E The following gearboxes are available for both engine versions: • 6-speed manual gearbox 01E • 6-speed manual gearbox 01E with additional low range shift stage (optional). In conjunction with the manual gearbox 01E, both engine versions have the self-adjusting "SAC" clutch. The design and function is described in SSP 198, Page 66. The 01E manual gearbox is generally fitted with an oil cooling system (see SSP 198, Page 71).
5-speed 01V automatic gearbox The 01V 5-speed automatic gearbox with tiptronic is also available (cannot be supplied with additional shift stage) for the V6-Biturbo and the V6-TDI. In both engine versions, the maximum speed is achieved in 5th gear. 241_025 Additional ATF cooler The 01V is fitted with an additional ATF cooling system (see also SSP 213).
allroad quattro Technical data and dimensions allroad quattro 2.7-l-V6-Biturbo 6-speed manual gearbox allroad quattro 2.5-l-V6-TDI 6-speed manual gearbox Maximum speed in km/h 236 (234) 207 (205) Acceleration 0 - 100 km/h in s: 7.4 (7.7) 9.5 (9.6) 18.0 (19.2) 12.3 (13.4) 9.8 (9.7) 7.0 (7.5) 12.8 (13.2) 8.9 (9.6) Urban fuel consumption in l/100 km 1): Non-urban fuel consumption in l/100 km 1): Overall fuel consumption in l/100 km 1): Cooling system capacity (incl. heater) in l: approx.
1501-1567 24 208**** 142* 1056 ET25 1586** 1536 1843 1810(+33) ET25 192*** 694*** 1597** 1565 1978 1950(+30) 976** 1074** 2760** 2758 4810 4797(+13) 970 1069 241_049 Dimensions: red = allroad quattro, black = A6 Avant Values in brackets correspond to the differences in comparison with the A6 Avant. 241_026 A A Overhang angle Front: B Ramp breakover angle C Overhang angle rear: D Ground clearance: B C D approx. 20 degrees **** approx. 19 degrees **** approx. 23 degrees **** approx.
allroad quattro Running gear Features of the running gear The running gear is from the Audi A6 quattro and, as already mentioned, is fitted with a self-supporting air suspension system which can adjust the vehicle to four different levels. The ductile cast iron pivot bearing has been reinforced at various cross-sectional points. The ball seats have been adapted to the enlarged diameter of the joint pins. The length has been adapted due to the raised bodywork and the altered spring travel.
The aluminium track control link has been reinforced in cross section. The ball pivot cross section has been enlarged and the joint angle adapted to the kinematics. The suspension strut eye is lower and the mountings for the connecting link and the level sensor have been moved inwards (to allow free access of the connecting link to the suspension strut). In the case of (aluminium) guide links, the cross section of the ball pivot has been enlarged. The joint angle has been adapted to the kinematics.
allroad quattro Rear axle Spacers between the bodywork and the subframe mountings on the front and rear axles serve to raise the body by 25 mm and increase the ground clearance. Tightening of the links at the front and rear axles must be carried out at normal vehicle level. The upper transverse link has been modified in shape and adapted to the air spring shock absorber, and has been reinforced.
Spacers As a result of the spacers, longer screws are used to attach the subframe. The spacers are eccentric. There are two different thicknesses: Thickness 25 mm and 23.5 mm. The assembly instructions in the workshop manual must be observed. The 4 spacers on the front axle are 25 mm thick. The spacers on the rear axle are of different thicknesses. On the front mountings; 23.5 mm, on the rear mountings; 25 mm.
allroad quattro Wheels Aluminium wheels in two design versions are currently available for the allroad quattro. The standard allroad quattro has 5-spoke wheels with dimensions 7.5 x 17 ET 25. The winter tyre wheels and the spare wheel (collapsible spare) are of a similar design. Both have dimensions 6.5 x 16 ET 16. 241_052 There is an optional “Twinforce wheel” available. Developed specially for off-road use, it has a double spoke design.
Tyres The 225/55 R 17 97 allroad tyres have been specially developed for the allroad quattro. These successfully combine the conflicting requirements of a high quality road tyre with the demands of a good off-road tyre. This has been achieved with new material mixtures and a special profile. Winter tyres: the 215/65 R 16 98 H M+S format is admissible. For reasons space-saving, a collapsible spare tyre with compressor is available in 205/70-16 format.
allroad quattro Bodywork and electronics As well as changes to the appearance of the bodywork, numerous reinforcement and strengthening modifications have been made for off-road use. This guarantees that you never need compromise on comfort or safety when driving the allroad quattro in off-road conditions. In addition, the modifications all work towards improving the long term quality body. In addition to the bodyshell, many add-on and in-built parts have also been reinforced.
With regard to crash safety and vehicle occupant protection, the allroad quattro fulfils the most stringent current requirements. Particularly in comparison with normal offroad vehicles, the allroad quattro is in a class of its own. With the occupant safety cell, the electronic stability programme (ESP), a comprehensive airbag system and the optional SIDEGUARD, the allroad quattro offers the same high degree of safety as the Audi A6 Avant (see SSP 194, Page 14 and SSP 213, Page 4).
allroad quattro Poor surface measures Buffer units I and II The buffer units protect the engine and gearbox from stone impact and large surface ground-contact. They also serve as soundproofing. The buffer units are reinforced on the outside and inside with fibreglass mats. Buffer unit 1 has an additional large surface area reinforcing section with a high fibreglass content in the region of the oil sump.
Stone impact protection for rear transverse links and protective tube for hand brake cable) Stone impact protection for transverse links Protective tube for handbrake cable 241_014 Brake line cover 241_019 Fuel line cover Raised exhaust system with cross member in front of the end silencers.
allroad quattro Transmission ratio 1st gear 2nd gear 3rd gear 4th gear 5th gear 6th gear Reverse gear Axle ratio Power flow in the drive train 6-speed 01E manual gearbox with additional shift stage allroad quattro 2.7-l-V6-Biturbo 3.750 (3.665) 2.059 (1.999) 1.417 (1.407) 1.071 (1.000) 0.857 (0.742) 0.730 (----) 3.455 (4.096) 4.375 (3. 091) allroad quattro 2.5-l-V6-TDI 3.750 (3.665) 2.059 (1.999) 1.320 (1.407) 0.933 (1.000) 0.730 (0.742) 0.600 (----) 3.455 (4.096) 4.375 (2.
allroad quattro Quattro drive The allroad quattro also has a Torsen centre differential (basic distribution 50/50) which transmits the forces to the front and rear axles according to the driving conditions, at a ratio of 3 - 4 to the wheels of the axle with better friction value. A Torsen differential is also integrated into the 01V 5-gear automatic gearbox, which corresponds in terms of function to the Torsen differential in the manual gearbox, although its differs in design.
allroad quattro Clutch mechanism Clutch line with PTL valve Due to the powerful torque of the engines in conjunction with the torque increase caused by the additional shift stage, the drive train must be protected against incorrect operation when engaging the clutch. A PTL valve is therefore integrated into the clutch line in the allroad quattro with additional shift stage.
When the clutch is disengaged the PTL valve opens and allows brake fluid to flow unhindered into the slave cylinder. PTL valve Disengaging 241_023 to the slave cylinder When the clutch is actuated and is engaging, the valve is closed and the restriction bore in the valve plate limits the return flow of fluid into the master cylinder in the event of rapid engagement. The engaging procedure is thus damped, and torque peaks are prevented.
Additional shift stage Overview of system Motronic control unit J220 Buzzer H3, dash panel insert Control unit for ESP J104 FIS Hydraulic pump for additional shift stage V190 CAN drive Button for additional shift stage E287 Relay for J555 additional shift stage hydraulic pump Clutch pedal switch F194 Control unit for additional shift stage J554 Valve for hydraulic regulator N331 Gearbox speed sender G182 241_030 Expansion tank Travel sensor for hydraulic regulator G302 38 Control unit for travel
Operation The engine must be running in order to actuate the additional shift stage. Button on gear shift knob The low range additional shift stage switches electro-hydraulically by means of a button and clutch switch. Shifting is fully synchronised and can be actuated at any point up to 30 km/h (when the vehicle is standing or during driving). The shift procedure is actuated by actuating the clutch (fully depressed) and by simultaneous actuation of the button on the gear shift knob.
Additional shift stage Design of additional shift stage The speed reduction of 1.54 is effected via a simple planetary gear set whose planet carrier is integrated into the Torsen differential housing. The drive torque is transmitted to the internal gear via the hollow shaft. The internal gear engages with the planetary gears and is also fixed to the coupling body 1. The shift actuation is effected via the hydraulic regulator under electronic control and monitoring.
Components: Internal gear Planet carrier with planetary gears (Torsen) Sun gear Planet carrier (bolted) Hydraulic regulator Synchro-ring Coupling body 1 Selector sleeve Synchro-ring Coupling body 2 Synchro-hub Output shaft 241_055 Spring Vibration damper Cover 41
Additional shift stage Power flow Low range OFF In normal driving operation, the hydraulic regulator is extended. The selector sleeve connects the synchro-hub (sun gear) to the coupling body 1 (internal gear) and thereby couples the sun gear with the internal gear. The planetary set is locked and the drive torque is transmitted 1:1 to the Torsen differential.
Power flow Low range In low range mode the hydraulic regulator is fully retracted. The selector sleeve connects the synchro-hub (sun gear) to the coupling body 2 (fixed to housing) and thus holds the sun gear in a fixed position. The drive torque is then transmitted via the internal gear to the planetary gears. The planetary gears drive the planet carrier via the locked sun gear. A transmission ratio of 1.54 is thus achieved.
Additional shift stage Electro-hydraulic control Components in the hydraulic circuit: • Hydraulic pump for additional shift stage V190 During shifting, noise from the hydraulic pump is audible.
Diagram of hydraulic system The pressure limiting valve limits the system pressure to approx. 40 bar.
Additional shift stage Hydraulic regulator The hydraulic regulator is an actuating element of the shifting procedure and features the following functions: • Double-acting working cylinder • Solenoid valve for hydraulic regulator N331 • Pressure limiting valve • Travel sensor for hydraulic regulator G302 Note: Recognition of the precise position of the selector fork is of great importance for regulation in neutral position (minimal play between low range and low range OFF).
The solenoid valve for hydraulic regulator N331 … ... is a so-called 3/4 way valve with 3 connections and 4 switch positions. It is controlled by the control unit for additional shift stage J554 with UBatt pulsewidth-modulation. Depending on the pulse width, the valve for the hydraulic regulator N331 moves to positions 1 - 4 (see shift positions from Page 48 on).
Additional shift stage Shift positions/shift procedure Shift position 1 From ignition “ON”, the N331 is pulse-widthmodulated for the purpose of self-diagnosis at a pulse duty factor (PDF) of approx. 5%. This corresponds to an average current value of approx. 40 mA. In position 1 the P-T-A connections of the N331 are connected so that pressure equalisation can take place. Position 1 is the starting position of the N331 and enables rapid system depressurisation after a “low range” shift procedure.
Shift position 2 In position 2 connections T and A are connected. Position 2 is for shifting to “low range” The N331 is pulse-width-modulated at a pulse duty factor (PDF) of approx. 20%. This corresponds to an average current value of approx. 600 mA.
Additional shift stage Shift position 3 In position 3 the P-T-A connections of the N331 are connected so that pressure equalisation can take place. Position 3 is pulse-width-modulated at a pulse duty factor (PDF) of approx. 35%. This corresponds to an average current value of approx. 1200 mA. Position 3 is an interim setting for rapid depressurising of the system after shifting to “low range OFF”.
Shift position 4 In position 4 connections P and A are connected. Position 4 is for shifting to “low range OFF”. The N331 is pulse-width-modulated at a pulse duty factor (PDF) of approx. 65%. This corresponds to an average current value of approx. 2000 mA.
Additional shift stage Shifting procedure Clutch pedal switch F194 Triggered by the button on the gear shift knob E287 in conjunction with the signal from the clutch pedal switch F195, the additional shift stage control unit J554 checks the switch request for plausibility and activates the relay J555 for the hydraulic pump. The hydraulic pump V190 then increases the oil pressure which is fed to the hydraulic regulator.
Shifting to “low range OFF” At the same time as the hydraulic pump is actuated, solenoid valve N331 moves to position 4. The system pressure acts essentially on the piston rod side of the working cylinder. The piston side is now also subjected to system pressure via N331. Due to the greater piston surface area on the piston side (greater force) the piston rod travels outwards and low range is deactivated (see also power flow). “LOW RANGE” is extinguished in the FIS display.
Additional shift stage Malfunctions If it is not possible to complete a shift action before clutch engagement, the selector sleeve will be returned to neutral position (centre position) in order to prevent mechanical damage. In this case, despite a gear having been selected, there will be no power transmission. The “LOW RANGE” display will flash. 241_037 The shift procedure must be repeated. The following reasons may cause a shift into neutral: • Excessively rapid clutch engagement.
Electronic control Control unit/shifting strategies The low range additional shift stage must only be used with the engine running. If the engine is switched off while in low range, low range will automatically be switched OFF when it is restarted and the clutch is actuated. This will prevent unnecessary low range operation. If the engine is stalled and restart within 15 seconds, low range will be retained (no automatic OFF). It is assumed that the driver would prefer this, in this situation.
Additional shift stage Travel sensor system Travel sensor for hydraulic regulator G302 and control unit for travel sensor J556 The travel sensor G302 is a so-called PLCD sensor. In order to check the plausibility of a shift request and to monitor the shift procedure, the control unit must know the positions and movements of the selector sleeve at all times. The abbreviation PLCD stands for For this purpose the hydraulic regulator is fitted with a travel sensor G302.
Design of the travel sensor The travel sensor consists of a flat steel core which is wound along its length with a coil to form a so-called primary coil. At each end of the steel core are short coils, the so-called secondary coils. Both secondary coils are connected in series so that their phases are inverted (opposing). Travel sensor G302 has a permanent magnet which is mounted on the piston of the working cylinder.
Additional shift stage The primary coil is excited by a constant square-wave alternating voltage (from control unit J556). This induces a square-wave alternating voltage in the secondary coils. As previously explained, the permanent magnet effects a magnetic saturation of the flat steel core. The permanent magnet divides the coil system electro-magnetically into two areas (S1 and S2).
Example, measured value block 2 : Status 1 2 3 4 Low range Off 1.00 V 4.09 V 4.09 V 16.8 mm Neutral position 1.00 V 2.65 V 4.09 V 8.8 mm Low range 1.00 V 1.18 V 4.09 V 0.
Additional shift stage If the permanent magnet of one coil is closer than the other, the effective coil length and thereby the inductivity increases. • Long primary coil = higher inductivity = high voltage Signal map, low range • Short primary coil = lower inductivity = low voltage Starting from the mid point of the coil system, the phase position of the voltage between S1 and S2 changes depending upon the direction of movement of the permanent magnet.
As can be seen from fig. 241_096, the electrical mid point does not correspond to the mechanical mid point. In order that a linear output signal can be produced, this is compensated by the evaluation electronics in the control unit J556. Signal map, electrical mid point A precise fit of the selector fork to the hydraulic regulator (see description of hydraulic regulator) and performance of basic set-up are also preconditions for the problem-free function of the additional shift stage.
Additional shift stage Sensors Button for additional shift stage E287 and clutch pedal switch F194 Triggered by button E287 on the gear shift knob in conjunction with the signal from the clutch pedal F194, the control unit J554 checks the plausibility of the shift request before initiating the shifting procedure. A shifting procedure can only be carried out if it has been ensured that the power flow to the gearbox from the clutch has been interrupted.
Note: Incorrect positioning of F194 can cause problems in the function of the additional shift stage. Insufficient switch play: • Shifting is not performed and/or shifts into neutral (a floor mat which has slipped under the clutch pedal has the same effect). Clutch pedal switch F194 Switch play too great (clutch does not fully disengage).
Additional shift stage Gearbox speed sender G182 The gearbox speed sender G182 works on the induction principle and scans the 2nd gear wheel. In the future, gearbox speed sender G182 will be omitted. Originally, G182 was installed for plausibility requests for shifting strategies. By the end of development, a change in shifting strategies meant that the G182 signal was no longer required. G182 is now used only for fault diagnosis of “vehicle speed” information.
CAN information exchange Additional low range shift stage In the case of the additional low range shift stage, the information exchange takes place via the CAN drive between the additional shift stage control unit J554 and the networked control units, with the exception of certain interfaces. Control unit for additional shift stage J554 The system overview displays the information which is provided by the gearbox control unit via the CAN bus and/or received and used by the networked control units.
Additional shift stage Interfaces Terminal 30 … ... is used for the control unit run-on. Via terminal 30, control unit J554 and thus the whole system (including J556) remains active for approx. 30 seconds after ignition “OFF”. Further information on control unit run-on can be found on Page 55. K wire Communication for self-diagnosis between control unit J554 and the diagnostic tester is effected via the familiar K wire. A new feature is the data message, i.e.
ESP in the Audi allroad quattro The Bosch ESP 5.3 system forms the basis of the driving dynamics control in the allroad quattro (as for the Audi A6). The most significant innovations/features are described below. ESP influences To optimise “off road” characteristics, the extended application range and the new part system (4-level air suspension, additional shift stage) of the allroad quattro required readaptation and extension of the part functions of the driving dynamics control (ESP/ABS/EDL/TCS/MSR).
Additional shift stage ESP function passive By actuating the ESP button, the ESP function (anti-skid function) switched to passive. This means that skidding (rotation about the vehicle's vertical axis) will not affect the driving dynamics control until the brake pedal is actuated. As soon as the “brakes actuated” information is present, the ESP function will be reactivated for safety reasons.
TCS function deactivated As is already familiar, if the ESP button has been actuated, the TCS functions are deactivated. Situations in which increased wheel slip can be advantageous: • When driving on soft surfaces or in deep snow. By activating the ESP influences (via the ESP button or in low range operation), a so-called off-road ABS is activated. This controls the brake pressure at the front axle when wheel slip increases. The off-road ABS is available up to speeds of 60 km/h.
Additional shift stage Electronic differential lock EDL One of the main aims of the adaptation of electronic differential locks via brake intervention (EDL) is to create a locking torque with minimum wheel slip. The following applies: If a high engine torque is available, the EDL control intervenes at lower differential wheel speeds, compared with a low engine torque. The wheel speeds were considered as the primary control parameters when introducing the EDL system.
The EDL function has been adapted in the following areas specifically for use in the Audi allroad quattro and its off-road use. • Significant reduction of the minimum control thresholds and corresponding adaptation to engine / gearbox versions. • Re-adapted synchronous brake intervention, e.g. simultaneous pressure increase at all 4 wheels to support the TCS function. • Modification of the centre differential lock. • Optimisation of diagonal brake intervention.
Additional shift stage Functional diagram Terminal 30 Terminal 15 Terminal 30 J555 V190 S N331 M - + J554 1 2 3 4 J556 E287 G182 F194 G302 31 241_009 72
Key: to the functional diagram E287 Button for additional shift stage F194 Clutch pedal switch G182 G302 Gearbox speed sender Travel sensor for hydraulic regulator J554 J555 J556 Control unit for additional shift stage Relay for hydraulic pump, additional shift stage Control unit for travel sensor N331 Solenoid valve for hydraulic regulator S Fuse V190 Hydraulic pump for additional shift stage 1 2 3 4 Diagnostic connector for K wire CAN drive high CAN drive low To buzzer H3, panel-mounted =
Service Self-diagnosis of the additional shift stage As already mentioned on Page 64, communication takes place between the control unit and the diagnostic tester using the new data protocol KWP 2000. The diagnostic testers must have been updated accordingly in order to be able to communicate with the control unit. The VAS 5051 cannot yet be used for the new data protocol (anticipated from Oct./2000 with new CD 2.0 basis and corresponding CD brand ). Address word 22 V.A.G 1551 Program version 9.0 V.A.
Special tools Test box V.A.G 1598/18A The V.A.G. 1598/A test box is designed as a Y adapter and allows dynamic tests with the control unit connected. The V.A.G 1598/A test box replaces test box V.A.G 1598 (T adapter). A 8-18A 1598-18 G. 159 V.A. V.A.G.
241 241 Service. The Audi allroad quattro with additional shift stage Design and Function Self-study programme 241 All rights reserved, including the right to make technical changes. AUDI AG Dept. I/VK-5 D-85045 Ingolstadt Fax 0841/89-36367 040.2810.60.
