324

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Audi A6‘05 - Running Gear

Self-Study Programme 324

All rights reserved.

Subject to
technical change.

Copyright
AUDI AG
I/VK-35
[email protected]
Fax +49-841/89-36367

AUDI AG
D-85045 Ingolstadt
Technical release 01/04

Printed in Germany
A04.5S00.07.20
 General information

The basic version of the Audi A6’05 is equipped with a steel spring chassis. There are three different types of
running gear:

Normal running gear: Designation: 1BA

Sports-style running gear: Designation: 1BE, vehicle trim is positioned 20 mm lower than on the normal
running gear

Rough-terrain running gear: Designation: 1BR, vehicle trim is positioned 13 mm higher than on the normal
running gear
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324_000
 Contents

Front axle

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Rear axle

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Running gear alignment/adjustment

Adjusting the front axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Adjusting the rear axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Brake system
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Wheel brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Electromechanical parking brake – EPB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ESP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Steering system

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Wheels/tyres

Wheel programme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Tyre pressure monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Tyre pressure monitoring system for USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

The Self-Study Programme provides information on the fundamentals of the design and function of new
vehicle models, new vehicle components or new technologies. Reference Note

The Self-Study Programme is not a Workshop Manual!

Specified values serve only to make the information easier to understand and relate to the software version
that was valid at the time the Self-Study Programme (SSP) was created.

For maintenance and repair work, please make sure to use the current technical documentation.
 Front axle

Overview
The well-known four-link front axle is also used in In addition to improved spring and shock absorber
the new Audi A6’05 (see SSP 161). settings, spring travel has been increased by
Given the geometric and kinematic changes 30 mm. This results in a significant improvement in
compared to the predecessor vehicle, all axle driving comfort and driving stability. With regard to
components except for the top-level axle control the passenger compartment, the axle was moved
arms and the wheel hubs (adopted from the forward by 83 mm. This provides better axle load
Audi A8) are new parts. distribution and has advantages from the point of
view of driving dynamics.

Mounting block
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Spring/shock
Guide arm absorber unit

Upper axle control arm

Pivot bracket

Stabiliser

Subframe

Supporting arm 324_001

Wheel bearing/
Wheel hub

4
 System components
Pivot bracket

The pivot bracket is an aluminium forged part,

while the support for the trailing arm mount for the
guide and supporting joints is formed from pressed
Pivot bracket
zinc/iron-coated bushings. Because of the different
wheel bearing dimensions, there are two types of
pivot brackets.
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Bushings for 324_002

control arm supports

Wheel bearing

A 2nd generation wheel bearing (double-flange

bearing) is used. Because of the different axle loads,
an 85-mm Ø bearing is used for all 4-cylinder
engines and for 6-cylinder petrol engines.
All other engines (higher axle loads) have a
bearing Ø of 92 mm. The ring for wheel speed
sensing is part of the wheel bearing.

Wheel hub

The wheel hub for the 85 mm Ø wheel bearing is

the same part that is used in the Audi A8’02. Wheel hub
The larger wheel hub (Ø = 92 mm) is adopted
from the Audi A8’03).

Wheel bearing

324_003

5
 Front axle

Mounting block

The mounting block is made of aluminium poral

casting. It is bolted to the body and is used to
support the top control arms and the
spring/shock absorber unit.

Note
324_004
Observe the tightening sequence for securing
the bolts to the body, see Workshop Manual.
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Control arm

The top- and bottom-level control arms are

aluminium forged parts. The top-level control arms
are the same parts that are used in the Audi A8’03.
Unlike the predecessor model, however, the bottom
control arms are larger because of the higher
maximum axle load.

Note

The new product T 40067 is used to secure the

top control arms to the pivot bracket.

324_005

6
 Spring/shock absorber unit

Twin-tube shock absorbers with linear steel springs

are used.
The more direct spring strut setting compared to
the predecessor vehicle as well as the increased
spring travel results in a significantly better
response.

Additional spring

Shock absorber
mounting
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Shock absorber

324_006
Bottom spring plate

7
 Front axle

Subframe

The subframe is a monocoque-constructed, welded The rubber-metal mounts, which are larger than in
part made of high-strength steel. To make it more the predecessor model, ensure improved passenger
rigid, the U shape is closed using a transverse bar compartment comfort in all road conditions.
bolted at the back.
A modified subframe is used for all vehicles with the
09L gearbox. This gearbox is mounted on two
additional subframe brackets.

Bracket for
engine mount
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Transverse bar

324_007

Subframe

8
 Stabiliser

Two tubular stabilisers are used to reduce the Bracket for

weight. Vehicles with a quattro sports-style running engine mount
gear have a stabiliser with a higher spring constant.

Stabiliser
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324_008

Stabiliser bar

Stabiliser
324_009

9
 Rear axle

Overview
The rear axle represents a further development of The axle struts are now longer compared with the
the trapezoid link axle, with which you may be A4’00 in order to guarantee a larger toe width.
familiar from the A4’00. Because of the geometric For vehicles with V8 TDI engines with quattro dirve,
and kinematic changes compared with the the toe width on the rear axle is reduced so that
predecessor vehicle and the use of the trapezoid wider tyres can be used. This is achieved using
link axle, all axle components are new parts. modified wheel hubs.

Wheel carrier
Subframe
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Shock absorber
Transverse control arm

Spring

Trapezoidal control arm Wheel bearing 324_010

10
 System components
Wheel carrier
Wheel carrier

The wheel carrier is made of cast aluminium.

It is manufactured using the Cobapress method.
A subsequent forging procedure is then performed
while it is still hot. This achieves a very Wheel bearing /
homogeneous material structure with high wheel hub
component strength.

Wheel bearings and wheel hubs

Front wheel drive:

3rd generation wheel bearings are used. The wheel
bearing and wheel hub thus form one structural
unit.

324_011
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quattro:
Wheel carrier
The same wheel bearings, which are installed on
the front axle of the Audi A8’03, are used here
(2nd generation, diameter = 92 mm).

Wheel bearing

Wheel hub
324_012

11
 Rear axle

Trapezoidal control arm

The trapezoid control arm is made of high-strength

steel. It is the connecting element between the
wheel carrier and the subframe on the bottom level.
The control arm also has a plastic cover to protect it
against stone/chipping damage.

324_013

Transverse control arm

The top control arm is a steel welded part. The same

parts are now used on the right and left axle side.
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324_014

Toe control arm

The toe control arm is a steel part. An additional

plastic cover is fitted as chipping protection on the
rough-terrain running gear.

324_015

12
 Spring

The spring has a linear characteristic. For the rough-

terrain running gear, additional washers are fitted
between the springs and the body in order to raise Washer for
the position of the trim when the vehicle is empty rough-terrain
running gear
(+13 mm compared with the normal running gear).

Top spring plate

Note
Due to the installation position of the spring,
the new special tool VAS 6274 is used to tension
the spring.
Please observe correct installation position for
spring.
See current Workshop Manual.
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324_016
Bottom spring plate

Shock absorber

A conventional twin-tube shock absorber is used. Shock absorber mounting

Additional spring

Shock absorber 324_017

13
 Rear axle

Subframe

The subframe is a welded construction made of Four hydraulic mounts are used for mounting on the
internal high-pressure recast (IHU) parts. body. The mounts are not the same – the front and
The quattro subframe is fundamentally different to rear mounts have different spring properties (spring
the front-wheel-drive variant in that it has a front stiffness). The same mounts are used for front-
cross tube, which is used for mounting the rear axle wheel-drive and quattro vehicles.
transmission.
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Front cross tube

(for quattro only)

Hydraulic mounts 324_018

Note

The installation position of the mounts in

the subframe is predefined, see current
Workshop Manual.

Stabiliser

The stabiliser is mounted on the subframe in rubber Two different stabilisers are used. The stabiliser for
mounts and is secured to the trapezoid control the sports vehicle has a higher torsion resistance.
arms with rubber-cushioned connecting rods.

Subframe Stabiliser

Stabiliser

324_021

Connecting rod 324_020

14
 Running gear alignment/adjustment

Adjusting the front axle

The basic procedure for aligning and adjusting the

front axle is still the same.

Individual toe values and the toe change pattern The camber values can be centred between the
during spring tensioning/release (= ”toe-in curve”) right and left axle side. This is done by shifting the
can be adjusted as before on the four-link front axle. subframe together with the engine mounting
The procedure for this remains unchanged. bracket sideways.
(see current Workshop Manual)

Toe adjustment
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Toe constant
adjustment

Ca
mb
er
ad
j us
tm
en
t

324_022

15
 Running gear alignment/adjustment

Adjusting the rear axle

The camber adjustment is performed with an

eccentric screw at the position at which the control
arm is bolted to the wheel carrier.
Toe adjustment is performed at the front bolt
securing the trapezium control arm to the
subframe.
(For further details, see current Workshop Manual)

Eccentric screw for

camber adjustment
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Eccentric screw for

toe adjustment

324_023

16
 Brake system

Wheel brake
Front-axle overview

Engine 3.0 litre V6 TDI 3.2 litre V6 FSI 4.2 litre V8 MPI

Minimum wheel size 16” 16” 17”

Brake type FNR-G 60 16” FNR-G 60 16” FNR-G 60 17”

Number of pistons 1 1 1

Piston diameter (mm) 60 60 60

Brake disc diameter (mm) x 321 x 30 321 x 30 347 x 30

thickness (mm) Ventilated Ventilated Ventilated
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324_024a

17
 Brake system

Wheel brake
Rear-axle overview

Engine 3.0 litre V6 TDI 3.2 litre V6 FSI 4.2 litre V8 MPI

Minimum wheel size 16” 16” 17”

Brake type Colette II C41 Colette II C41 Colette II C43

Number of pistons 1 1 1

Piston diameter (mm) 41 41 43

Brake disc diameter (mm) x 302 x 12 302 x 12 330 x 22

thickness (mm) Not ventilated Not ventilated Ventilated
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18
 System components

Brake master cylinder

An 8/9-inch tandem brake master cylinder is used.

The piston diameter has been increased. The brake
master cylinder is the same design as S4 and RS6.

By optimising the internal design, it was possible to

improve brake pressure metering and the reporting
of the current braking pressure to the driver.
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324_025a

Brake servo unit

The brake servo unit operates according to the dual- The well-known electric vacuum pump UP-28
rate principle. is used for the V8 engine with automatic
(For a description of how it works, see SSP 313.) transmission to improve the vacuum supply during
The vacuum is supplied by the intake pipe vacuum. engine warm-up. A mechanical vacuum pump is
used for the V6 and diesel engines.

Brake fluid reservoir

The brake fluid reservoir was adopted from the A4.

Additional
power assistance
Dual-rate characteristic

Standard characteristic
Brake pressure

Pedal pressure
324_025b

19
 Brake system

Electromechanical parking brake - EPB

General information

Following its initial introduction in the Audi A8, the

electrical parking brake EPB is now also used in the
Audi A6’05. The basic mechanical design, the boost
factor levels and the general functionality are still
the same (see SSP 285). The adaptation of the EPB
to suit the A6’05 has resulted in the new features
described below.
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324_025c

Right locking motor V283 Left locking motor V282

Control unit for electromechanical

parking brake J540 in luggage
compartment, right

Control unit with display unit in dashboard insert J285 Pressure switch for parking brake F234

324_025d

20
 System components

Parking brake motor V282/V283

The engine and gearbox are now mounted The toothed belt for the gearbox drive is now
separately in two damping elements and thus helical-cut at a 2° angle. These measures
separated from the housing. The engine and significantly improve the noise characteristic when
gearbox are positioned exactly in the damping the engine and gear mechanism are running.
elements using a positioning plate.

Damping element on transmission mount

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Helical-cut toothed belt

Positioning plate

Damping element on engine mount 324_027

21
 Brake system

The electric line connection is now plugged in

directly at the parking brake motor. This makes
assembly easier through improved handling.

The number of revolutions and the current rotor

position of the electric motor is no longer recorded.
The control unit essentially determines the motor
cut-off point when the brakes are closed by
evaluating the power consumption of the motor.

The correct amount of free play between the brake

pad and the disc is set by evaluating the power and
voltage pattern when the motor is activated.
Complex control algorithms are stored in the
control unit for this purpose.
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Electric line connection 324_028

Note

Rear brake pad wear is no longer measured.

As a result, the brake pad quality is not specified
in Customer Service when the brake pads are
replaced.

If the EPB is not actuated for a long time, the free

play increases as a result of brake pad wear through
operational braking.
The EPB control unit performs an automatic
adjustment approx. every 1,000 kilometres. To do
this, the ignition must be switched off, the steering
locked, the parking brake must not be actuated
and the selector lever must be in position ”P” for
vehicles with automatic transmission.

22
 System components

EPB fault displays

The EPB fault displays in the dashboard insert and The operating and display concept corresponds to
the audible signal (gong) are now activated by the that used in the Audi A8 (see SSP 285).
CAN Instrument Cluster. Without the discrete
activation function, the driver in the control unit
with display unit in the dashboard insert J285 is no
longer needed.
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324_029

23
 Brake system

Functionalities
DriveAssist

The DriveAssist function can now be used on all By evaluating a CAN message from the control unit
vehicles with manual gearbox. The brake opening for central convenience electronics J393, the
time depends on the vehicle tilt, accelerator pedal EPB control unit determines whether the
position, clutch pedal position and clutching speed. reversing light is on.
The EPB control unit calculates the clutching speed While detecting the intended forward or reverse
by evaluating the change in the position of the travel down a slope, the brake is opened for driving
clutch pedal over time. A newly developed contact- off, even with a considerably reduced engine
free pedal sensor is used to record the clutch pedal torque.
position. Generally, the function can only be activated when
The EPB control unit must also consider whether the safety belt is fastened.
the vehicle, which is positioned on a slope, is taking The DriveAssist function can no longer be
off forwards or backwards. deactivated in Customer Service.
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24
 V282 V282
Left parking brake motor Right parking brake motor

Accelerator
pedal value Tilt angle sensor
Engine torque (integrated in control unit)
Engine speed

J540
Control unit for electromechanical
Parking brake
Belt buckle J234
status Airbag control unit
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J533
Diagnostic interface

J220 Clutch pedal value

Motronic control unit

J519
On-board power supply control unit

Reversing light switch

Accelerator
pedal value

CAN Drive

CAN Convenience
324_030

25
 Brake system

Function diagram

Dimming
signal
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324_031

F234 Pressure switch for parking brake Input signal

F36 Clutch pedal switch Output signal

J540 Control unit for electromechanical parking brake Positive

J285 Control unit with display unit in dashboard insert Ground

V282 Left parking brake motor CAN Drive

V283 Right parking brake motor

26
 CAN Data Exchange

J540 Control unit for electric parking brake J393 Central control unit for convenience
Parking brake status – open/closed (2) system (7)
Clamping force reached (2) Reversing light on/off
Deceleration request (2)
Deceleration request approval (2)
Terminal 15 status (2)
Parking brake fault status regarding cl. force reached (2)
Tilt angle (2)
Indicator light for EPB function (6) J518 Control unit for access and start
Brake indicator light (6) authorisation (5)
EPB malfunction indicator light (6) Steering wheel lock status
Sleep indication (1) Terminal 15 on
Warning tone/text messages (6)
Fault memory entry (1)

J533 Data bus diagnosis interface (1)

Mileage, old J285 Control unit in dashboard insert (6)
Time, old Mileage
Sleep acknowledge Date
Time
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Idle time
J104 Brake control unit (2) Outside temperature
Wheel speeds
ASR/MSR request
ABS braking operation
ESP/EPB operation
Brake pressure
EPB deceleration available J217 Control unit for automatic transmission
EPB message plausible (4)
System status Transmission Info (stepped operation or CVT)
Target gear/engaged gear
Selector lever position
Converter clutch status
J220 Motronic control unit (3)
Engine speed
Empty gas information
Accelerator pedal value
Engine torque loss J234 Airbag control unit
Belt buckle query, driver’s

Information sent by control unit J540 CAN Instrument Cluster

Information received and evaluated by

CAN Diagnosis
control unit J540

CAN Drive

324_032

CAN Convenience

27
 Brake system

ESP
General information

A new ESP generation from Bosch in the form The basic functionalities of the subfunctions EBD,
of ESP 8.0 is used in the Audi A6’05. ABS, TCS, EDTC, EDL, ESP and ECD are the same as
The familiar basic functions already available in the in the predecessor version 5.7.
other Audi models have been adapted to the The control unit and hydraulic unit cannot be
conditions in the A6’05. separated in Customer Service. There are two
different parts for front-wheel-drive and quattro
drive.

Design and function

Changes compared with ESP 5.7

– The hydraulic unit and control unit are now The computing power has been increased
lighter (1.6 kg) and smaller as a result of further significantly through the use of a new micro-
miniaturisation of the electronics. At the same controller family and a more efficient processor.
time, the hydraulic efficiency has been improved The control unit can now be flashed.
significantly.
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324_034

28
 – The ESP pressure sensor is integrated into the The sensor measures the brake pressure at the
hydraulic unit. This integration offers particular input of the hydraulic control unit in the primary
advantages with regard to reducing the amount circuit.
of cables required and increasing functional
safety.

Pump motor

Pilot valves
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Valve block

Pressure
sensor

Control unit
324_035

– The sensor unit G-419 still contains the sensors

G200 – Transverse acceleration sensor – and
G202 – Rotation rate sensor. It is installed on the
tunnel in the centre console. The sensor unit now
communicates with the control unit through the
Private CAN.
The Private CAN is a high-speed CAN, which
supports real time. In spite of nominally similar
data transfer rates to those on the CAN Drive, the
Private CAN assures very fast data transmission
between the sensor unit and the ESP control unit
at a virtually constant speed.

324_036

29
 Brake system

– While travelling in rain or snow, the front brake – The opening cross-section of the ESP switch-over
pads are applied periodically (every 185 seconds) valves can now be varied by changing the
to the brake discs at a minimum pressure (0.5 - activating signal as required. (For details of how
1.5 bar) for a short time (approx. 2.5 seconds). this works, see SSP285, page 49.)
This cleans the brake pads and discs, thereby As a result, the brake pressure can be regulated
improving braking response. To do this, the more specifically, the acoustics are improved and
windscreen wiper must be switched on and the pulsations on the brake pedal are significantly
vehicle speed must be > 70 km/h. reduced.

– The so-called ”hill holder” function is used for

vehicles with Multitronic transmission. If the
driver takes his/her foot off the brake pedal after
stopping on a slope, the momentary braking
pressure is kept constant by closing the ABS
outlet valves. If the driver puts his/her foot on to
the accelerator pedal within a time period of
max. one second, the brake is then opened if the
available engine torque is sufficient to prevent
the vehicle from rolling back.
If the accelerator pedal is not pressed
immediately after letting off the brake pedal, the
brake is opened again after one second. This
function helps the driver to take off again after
stopping for a short time on a slope.
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Unlike ”traditional” automatic gearboxes,

Multitronic gearboxes do not have a creep
function for when the vehicle is stationary and
in gear.

30
 – The functionality of the button E256 for ESP and
ASR has been enhanced as follows:
Pressing the button quickly (<3 seconds) at a
driving speed of less than 50 km/h
deactivates ASR. TCS will be automatically
activated again if the vehicle speed increases to
in excess of 70 km/h. Switching off TCS improves
traction when driving on a loose surface
(e.g. snow).

324_037
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If the button is pressed for longer than 3 seconds,

the ESP function is deactivated. ESP remains
deactivated, even with subsequent braking. The
deactivation of these functions is also indicated in
the central display of the dashboard insert.

324_038

If the button is pressed for longer than 10 seconds,

ESP is automatically activated again and can only
be deactivated by switching the ignition off and
then back on.

31
 Brake system

Function diagram

Dimming
signal
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32
 J104 Control unit for ABS with EDL/TCS/ESP
J393 Central contr. unit for convenience system
G419 ESP sensor unit
G200 Transverse acceleration sensor
G202 Rotation rate sensor
E256 TCS/ESP button
F63 Brake pedal switch
S Fuse
G44-47 Engine speed sensor

V64 ABS hydraulic pump

N99/101/ ABS inlet valves
133/134
N100/102/ ABS outlet valves
135/136
N225 Pilot valve -1- for driving dynamics contr.
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N226 Pilot valve -2- for driving dynamics contr.

N227 High-pressure switch-over valve -1- for
driving dynamics control
N228 High-pressure switch-over valve -2- for
driving dynamics control
a Brake light switch signal
b Brake test switch signal
c Plug coupling for retrofitting, wheel
speed gauge signal
d Signal from rear right speed sensor
e Signal from rear left speed sensor

g Motronic power supply relay

CAN
Drive

Input signal

Output signal

Positive

Ground

CAN Drive

324_039

33
 Brake system

CAN Data Exchange

J104 Brake control unit G419 Sensor unit

ASR/MSR request/torque specifications (1,2,3,6,8) Transverse acceleration
ABS braking (1,2,3,6,7,8) rotation rate
EBV/EDS operation (1,2,3,6)
ESP operation (1,2,3,6,7,8)
ASR shift influence (3,6)
ABS/ESP/brake indicator light (1,10)
Brake light switch signal (2,7,9)
Brake test switch signal (2)
Driving speed (1,2,3)
ESP system status (1,6,8)
Passive ESP activated (6)
Transverse acceleration request (4)
Transverse acceleration (3,7)
Wheel speeds (1,2,3,8,9)
Direction of travel of wheels (9)
Average wheel speed (1,10)
Yaw speed request (4)
Yaw speed (1,9)
Brake pressure in brake master cylinder (7,8,9)
Diagnosis transport duct opening (1,6)
Fault memory entry (1,12)
Calibration message (5)
Brake light for ECD braking (1,11)
EPB deceleration available (8)
Vehicle speed (2,7)
Initialisation and calibration of steering-angle sensor (5)
Rough-terrain trim (1,2,6)
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ABS in diagnosis (6)

Brake temperature (8)
Brake status – acc request (13)
Deceleration active through electric parking brake (8)

J533 Data bus diagnosis interface (1)

Diagnosis mode opening
Date
Time
Mileage
Sleep acknowledge
Front wiper on
Reversing light switch (actuated/not actuated)
Reversing light (on/off)

Data link connector (12)

J428 Control unit for distance control (13)

Deceleration request
Brake pressure dynamics (reduction/build-up)
Brake system pre-filling
Forced ESP activation

J393 Central control unit for convenience system (11)

J285 Control unit with display unit

in dashboard insert (10)
Wheel size
Idle time
Outside temperature

34
 Information sent by
J220 Motronic control unit (2) the power steering
Engine data (intake system, displacement, engine power) control unit
Engine speed
Engine torques (inner torque, mechanical torque loss)
Driver setpoint torque Information received and
Accelerator pedal value evaluated by the power
Empty gas information steering control unit
Clutch switch
Gearbox coding information
Maximum transferable torque
Minimum torque for ignition timing retardation
Normal operating status CAN Convenience
Cruise control status

CAN Distance Control

J217 Control unit for automatic transmission (3)

Gearshift active
CAN Instrument Cluster
Target gear/engaged gear
Selector lever position (for CVT gearboxes only)
Transmission torque loss
CAN Diagnosis

CAN Drive

Private CAN
J217 Control unit for automatic transmission (3)
Gearshift active
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Target gear/engaged gear A new feature here is the

Selector lever position (for CVT gearboxes only)
incorporation of the
Transmission torque loss
airbag control unit J234
in data exchange.
Information about the
J527 Steering column switch module (5)
drive and brake variants
installed on the vehicle
G85 Steering-angle sensor
Steering wheel angle
is stored in the airbag
Steering wheel angle sign control unit and is read
Steering angle ID (for calibration) in by the ESP control
Battery detection (terminal 30) off unit J104. The
G85 status ESP control unit J104
compares this
information with its own
coding. If the
J234 Airbag control unit (6)
information does not
Brake variant correspond,
Drive variant ESP operation is not
Belt buckle query, driver’s permitted and an entry
is recorded in the fault
memory.
J197 Level control unit (7)*
ESP influence

The number shown in

brackets after the
message contents
indicates the control unit
J540 Control unit for electric parking brake (8)
responsible for
Status (open/closed)
Clamping force reached processing the
Deceleration request corresponding
Tilt angle information: e.g. ”ASR/
MSR request” is
processed by control
units no. 2 and 3
J431Control unit for headlight beam adjustment (9) (J220 and J217).
Receiver only

* Not used at start of production (SOP) 324_040

35
 Brake system

Service

Significant changes compared with ESP 5.7

The following service topics have been changed

significantly compared with ESP 5.7:

– Calibration of the steering-angle sensor G85

is no longer tied in with coding the ESP control
unit J104.

– The login code is no longer entered for coding

the ESP control unit J104 in on-board diagnosis.
Before coding the ESP control unit, the drive and
brake variants must be coded in the airbag
control unit.

– Measured-value blocks with extended scope.

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Reference

For a detailed description of the range

of services available, see current
Workshop Manual.

36
 ProCarManuals.com Notes

37
 Steering system

Overview
A conventional, hydraulic rack-and-pinion servo Servotronic II, which was used before in the Audi
steering system is used. A8, is also used here. (For details of design and
A high degree of sporty steering precision has been function, see SSP 285.)
achieved through the consistent further A mechanically adjustable steering column is used
development of the steering used in the in the basic model. Electrical adjustment is
predecessor model. The speed-dependent optional.
Servotronic servo-support is available as standard.

Steering gear
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Suction hose
Steering pump

Oil reservoir

Expansion hose

Return line

Return hose
Servo oil cooler

324_041

38
 System components

Steering pump

The vane-type pumps FP4 and FP6, which you may

already know, are used here.

324_057
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Engine Pump type Maximum pump Feed volumes Direction of rotation

pressure (bar) (cm3/rev)

3.0 litre V6 TDI FP4 123 11 Right

3.2 litre V6 FSIFP6 FP4 120 12,5 Right

4.2 litre V8 MPI FP6 chain drive 123 13 Left

System components

Steering gear

Four different types of steering gear are used. The piston diameter of the steering gear is 44 mm.
There are geometric differences between right- and
left-hand drive vehicles. The rotary valve is bolted to the aluminium-cast
In addition, steering gears with more direct steering gear housing as a separate component.
transmission ratios and bigger track rod joints are The steering gear is connected to the bottom of the
used for the powerful eight-cylinder engines. radiator tank with three bolts.

Generally, a constant conversion of steering wheel

movement into track rod stroke movement is
achieved.

Note

If repairs are needed, the entire steering

gear/rotary valve unit must be replaced
(see current Workshop Manual).

39
 Steering system

Steering gear

Solenoid valve for

Servotronic

Rotary valve

Bolting points
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324_044

System components
Solenoid valve for
Servotronic Servotronic

The control unit -2- for on-board power supply J520

activates the solenoid valve for Servotronic. The
input signal for the control unit is the speed signal
from the ESP control unit J104.

324_045

40
 The functionality of the solenoid valve for This increases the pressure until the pressure-
Servotronic is also used in the A6’05 for the first control valve in the pump opens. The pump then
time to reduce the thermal load on the steering feeds via short circuit. This means that the supplied
pump. oil travels back to the intake side of the pump the
The highest thermal load on the pump occurs when short way via the pressure-control valve. This
the steering is held at the limit position. The end increases the oil temperature significantly in a short
position of the piston in the steering gear is then space of time.
reached, but the pump continues to supply oil.
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Pressure-control valve opens

Piston in end position

324_046

41
 Steering system

In this situation, the control unit supplies more This reduces the oil temperature. The control unit
power to the solenoid valve. The opening cross- determines the time and amperage for activating
section of the valve becomes larger than the actual the solenoid valve based on the steering-angle
driven speed requires. As a result, an additional oil CAN message from the steering-angle sensor G85.
stream flows to the tank via the open valve. On its Control is only active at speeds of up to 10 km/h.
way, the oil gives off temperature to the
environment.

Valve opens
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Solenoid valve

324_047

Additional oil stream through the open solenoid valve for Servotronic

42
 System components

Oil reservoir

The oil reservoir is equipped with a fine filter. Dirt

and wear particles are thus effectively kept out of
the hydraulic system. This keeps wear-and-tear to a
minimum, especially on the pump, steering valve
and piston seals.
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Fine filter
324_047a

System components

Mechanically adjustable steering column

Adjusting
The steering column can be adjusted smoothly in lever open

both length and height.

The adjustment range is 50 mm length-wise and
40 mm height-wise.
The steering column is locked by multi-plate
packets. When the steering column is locked, the
plates are tensioned together by an eccentric screw.
(For details of how this works, see SSP 285.)
The actuating lever for adjustment is located
outside of the critical area for knee impact in the
event of a front crash. The opening kinematics were
adapted in order to implement this position. The
lock is now opened by pulling the lever towards the
driver.
Adjusting
324_047b
lever closed

43
 Steering system

Release tab
Steering wiring

Guide box

Bracket
Multi-plate packets for
adjustment/clamping

Adjusting lever

Drive for electric

steering lock
Telescopic shaft

Clamping teeth for 324_047c

steering pinion gears
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Electrically adjustable steering column

The basic design is the same as the mechanically that are used in the A8’03 are used here. (For details
adjustable steering column. of design and function, see SSP 285.)
The same adjusting elements and drive motors

324_047d

44
 Electric steering lock

Like the A8’03, the A6’05 also has an an The control unit for the lock drive now also
electric steering lock. performs all the functions for vehicle access and
It is required for the keyless driver access system, start authorisation. (For details, see SSP 326.) The
which is available as an optional extra. entire structural unit, comprising drive, locking unit
The mechanical design and function are the same and control unit, cannot be separated from the
as the locking unit used in the A8’03 (see SSP 285). steering column.
The electric drive for the lock has been modified.

Steering wheel

A newly developed three/four-spoke steering-wheel

generation is used.
The technical design of the steering wheel, airbag
and operating concept of the multi-function
steering wheel corresponds to that of the A8’03.
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324_047e

324_047f

45
 Wheels/tyres

Wheel programme
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Engine Basic wheels Winter wheels Optional wheels Run flat system PAX

4 and 6-cylinder 7J x 16 ET 35 (1) 7J x 16 ET 42 (4) 7.5J x 16 ET 45 (7) 8J x 17 ET 48 (10) 225 x 460 ET 46 (13)
Cast alum. wheel Forged alum. wheel Cast alum. wheel Cast alum. wheel Cast alum. wheel
205/60 R16 205/60 R16 or 225/55 R16 245/45 R17 (PAX)
225/55 R16 235/660 - R460
7.5J x 16 ET 45 (2) 225 x 460 ET 46 (5) 7.5J x 17 ET 45 (8) 8J x 18 ET 48 (11)
Forged alum. wheel Cast alum. wh. (PAX) Cast alum. wheel Cast alum. wheel
225/55 R16 225/650 - 460 225/50 R17 245/40 R18

8-cylinder 7.5J x 17 ET 45 (3) 7J x 17 ET 42 (6) 7.5J x 17 ET 45 (9) 8J x 18 ET 48 (12)

Cast alum. wheel Cast alum. wheel Cast alum. wheel Forged alum. wheel
225/50 R17 225/50 R17 98 M+S 225/50 R17 245/40 R18

324_048

As in the A8’03, the PAX emergency-run system in The PAX system always comes hand-in-hand with
conjunction with summer and winter tyres is now the tyre pressure monitoring system in the A6’05.
also available as an optional extra for the A6’05. The (For details of design and function, see SSP 285.)
A6’05 is thus the first vehicle in its class with this
innovative system.

46
 Tyre pressure monitoring
General information

A new generation of the tyre pressure monitoring A modified system, adapted according to the
system is available for the Audi A6’05. national legislation in force in the USA, is used
It is modular in design and is significantly different exclusively for the US market.
from the systems used up to now at Audi from the
point of view of functionality and design.
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324_058

Tyre pressure monitoring system (designed for all markets except USA)

Design

The control unit for tyre pressure monitoring J502 is The transmitters and the antenna are linked to the
connected to CAN Convenience. A transmitter for control unit via LIN bus. A tyre-pressure sensor
tyre pressure monitoring G431….G434 is installed in G222….G226 is installed in each wheel.
each wheel housing. As before, there are two country variants for the
The antenna for rear tyre pressure monitoring R96 sensors and the antenna (433 and 315 MHz).
is located between the interior light and the sliding
roof module in the roof area.

47
 Wheels/tyres

Communication: transmitter – sensor

Control unit for tyre
pressure monitoring
Communication: sensor – antenna J502

Transmitters for tyre

pressure monitoring
Antenna for tyre G431 - G434
pressure monitoring
Tyre-pressure sensors R96
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G222 - G226
324_049

How it works

The system’s initialisation phase begins on opening Following this, no further communication takes
the driver's door or when terminal 15 is on. The place as long as the vehicle is stationary. The tyre-
control unit then sends a special LIN address at pressure sensors are fitted with centrifugal sensors
offset times to each transmitter for tyre pressure for the detection of rotary movement for this
monitoring G431...G434 and to the antenna R96. purpose.
Following initialisation, each transmitter in turn The possibility of immediately displaying a warning
receives a message from the control unit. The as soon as terminal 15 comes on and the increased
currently addressed transmitter then sends a once- service life of the transmitters are distinct
off radio signal at a frequency of 125 kHz. Given the advantages compared to earlier systems. At the
limited range of this radio signal, it is only received start of a journey, the sensors are allocated to wheel
by the related tyre-pressure sensor. The signal positions in approx. 2 minutes. Once a driving
prompts the sensor to send the current measured speed of around 20 km/h is reached, each sensor
values for pressure and temperature. This signal is automatically sends its current measured values
recorded by the antenna and transmitted to the without having to wait for a signal from the related
control unit via LIN bus. transmitter. The radio signal that is sent also
contains the ID of the relevant sensor. This allows
the control unit to differentiate between the
individual sensors and their positions in the vehicle.
In normal operation, each transmitter sends a
signal periodically approx. every 30 seconds.
If the sensor measures a fast change in pressure
(>0.2 bar/min), it automatically switches to fast-send
mode and sends the current measured values once
per second.

48
 Operation and displays

The system is operated in the MMI (see operating

instructions).
The relevant tyre pressures must always be released
as nominal values when the air-pressure levels in
the tyres/wheels fitted on the vehicle have been
changed.
If wheel positions on the vehicle are interchanged,
or if wheels are changed, the position-based
nominal pressure values must be re-learned.
The MMI includes a new menu item for this
purpose. As is already the case in the A8’03, the
pressure and temperature values are only displayed 324_050
in the MMI.
The driver can no longer deactivate the tyre
pressure monitoring system.

As before, we differentiate between a ”hard

warning” (red display) for a large loss of pressure
(0.5 bar or more below the nominal pressure when
the cold-fill pressure is adjusted in accordance with
the specification in the filler flap as nominal
pressure levels) and a ”soft warning” (yellow
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display) for a lower loss of pressure (0.3 bar or more

below the nominal pressure). If the difference from
the nominal value is at least 0.3 bar, the control unit
”observes” the difference for a while without
immediately issuing a warning.
If the difference of at least 0.3 bar remains
unchanged, a ”soft warning” is issued after
17 minutes.

324_051

If the control unit detects a difference from the

nominal pressure of at least 0.5 bar for two directly
consecutive measured values, a ”hard warning” is
issued.
In addition to the optical display, an audible
warning is also issued in the form of gongs.

324_052

49
 Wheels/tyres

Tyre pressure monitoring system for USA

Design

The transmitters for tyre pressure monitoring G431 -

G434 are not used. The tyre-pressure sensors
G222....G225 and the antenna R96 are the same
parts that are used in the system for all other
markets. The control unit for tyre pressure
monitoring J502 has a different software part
number due to the modified software.

How it works

This system essentially works in the same way as No position detection is performed. The control unit
the known systems that are already in use: The tyre- merely assigns the sensors to the vehicle. A driving
pressure sensors G222....G225 send regular radio time of up to 20 minutes is required for this
signals containing their individual IDs and the following ”wheel change” confirmation in the MMI.
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current tyre pressure levels and tyre temperatures. The vehicle speed must be more than 40 km/h. The
These signals are then received by the shared current measured values are compared with the
antenna R96 and transmitted to the control unit nominal values released by the driver. If defined
via the LIN bus. limit values are exceeded, a warning is issued to the
driver.

50
 Operation and display

The current tyre pressure levels are released as In the US, a warning is issued in the event of a loss
nominal values in the MMI. Warnings are indicated in pressure of more than 75 % of the pressure
by the legally required yellow indicator light for tyre placard (nominal pressure in the filler flap:
pressure monitoring in the dashboard insert. = coded value) or if the loss in pressure is more than
0.4 bar at vehicle speeds of more than 160 km/h or if
the loss in pressure is greater than 0.5 bar,
depending on which condition applies.
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324_054

51
 Wheels/tyres

Function diagram
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324_055

J502 Control unit for tyre pressure monitoring LIN bus

R96 Antenna for tyre pressure monitoring, rear

CAN Convenience

G222 - G225 Tyre-pressure sensors

Positive

Ground

52
 CAN Data Exchange

J502 Control unit for tyre pressure R96 Antenna for tyre pressure monitoring
monitoring (1)
Identifier allocation (1,2) Tyre pressure levels, temperatures,
Request to transmitters (2) sensor battery status
Warning signs of system faults (5) Level of received signals
Pressure, temperature (8)

G431 - G434 Transmitter for tyre pressure

monitoring (2)*
Receiver only

J518 Control unit for access and start

authorisation (3)
Terminal 15 status

J533 Data bus diagnosis interface (1)

Mileage
Date
Time J386 Driver’s door control unit (4)
”Door open” signal
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J220 Motronic control unit (7)

Engine speed

J285 Control unit with display unit in

dashboard insert (5)
Outside temperature
J523 Control unit for display and
operating unit for front information (8)
User requests (save pressure levels,
change wheels, pressure/temperature
J104 ESP control unit (6)
displays)
Speed signal

324_056

Information sent by control unit J502 * not for USA version

Information received and evaluated by

control unit J502

CAN Drive

CAN Convenience

CAN Instrument Cluster

MOST bus

LIN bus

53
 ProCarManuals.com

54
Notes
 ProCarManuals.com Notes

55
 324
Vorsprung durch Technik www.audi.co.uk Service Training
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Audi A6‘05 - Running Gear

Self-Study Programme 324

All rights reserved.

Subject to
technical change.

Copyright
AUDI AG
I/VK-35
[email protected]
Fax +49-841/89-36367

AUDI AG
D-85045 Ingolstadt
Technical release 01/04

Printed in Germany
A04.5S00.07.20