Programa de estudio eSelf 990163

El 2017 Audi Q7 Introducción

yo
 Audi of America, LLC Servicio de
capacitación Creado en los EE. UU.
Creado el 9/2015 Número de curso
990163 © 2015 Audi of America, LLC

Todos los derechos reservados. La información contenida en este manual se basa en la información
más reciente disponible al momento de la impresión y está sujeta a los derechos de autor y otros
derechos de propiedad intelectual de Audi of America, LLC., Sus compañías afiliadas y sus
licenciantes. Todos los derechos están reservados para realizar cambios en cualquier momento sin
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previo expreso permiso por escrito del editor. Todas las solicitudes de permiso para copiar y redistribuir
información deben remitirse a Audi of America, LLC.

Siempre consulte los Boletines técnicos y la última literatura de reparación de servicios electrónicos para

obtener información que pueda reemplazar cualquier información incluida en este folleto.

Este eSSP contiene enlaces de video que puede usar para acceder a

medios interactivos.

Revisión 1: 10/2015

ii
 Introducción ................................................. .................................... 1

Cuerpo ................................................. ................................................. 6

Uniendo tecnología ................................................ .................................................. ................................................ 8
Sistemas de asiento ................................................ .................................................. .................................................. ..... 13

Seguridad del ocupante ................................................ .............................. dieciséis

Motores ................................................. .......................................... 18

Motor de gasolina ................................................ .................................................. .................................................. 18 años
Motor diesel ................................................ .................................................. .................................................. ..... 20
Cubierta del motor TDI con filtro de aire integrado ........................................... .................................................. ............ 24
Combinaciones de motor / transmisión .............................................. .................................................. .................... 25

Transmisión de potencia ................................................ ....................... 26

Visión general ................................................. .................................................. .................................................. ........... 26
Transmisión automática de ocho velocidades 0D5 ............................................. .................................................. ........... 28
Convertidor de doble amortiguador con absorbedor de péndulo integrado ........................................ ......................... 30
Módulo mecatrónico ................................................ .................................................. ......................................... 31
Sistemas de aceite para engranajes y ATF ............................................. .................................................. ...................................... 32
Mecanismo selector ................................................ .................................................. ........................................... 36
Funciones de transmisión ................................................ .................................................. ...................................... 46
Servicio ................................................. .................................................. .................................................. .............. 49

Suspensión ................................................. .................................... 50

Concepto general ................................................ .................................................. .................................................. .50
Ejes y alineación de las ruedas .............................................. .................................................. .................................. 51
Suspensión neumática y control electrónico de la compuerta ............................................ .................................................. .... 52
Dirección en todas las ruedas .............................................. .................................................. ................................................. 53
Sistema de frenos ................................................ .................................................. .................................................. ..... 54
Sistema de dirección ................................................ .................................................. .................................................. 55
Control de crucero adaptativo (ACC) ............................................ .................................................. ................................ 56
Ruedas y gomas ............................................... .................................................. .................................................. 57

Sistema eléctrico ................................................ ............................ 58

Lugares de instalación de módulos de control ............................................. .................................................. ........... 58
Topología ................................................. .................................................. .................................................. ........... 60

Infoentretenimiento ................................................. ................................. 62

Resumen de versiones ............................................... .................................................. ............................................ 62

Control climatico ................................................ ............................... 63

Introducción ................................................. .................................................. .................................................. ..... 63
Calentador y aire acondicionado ............................................. .................................................. ..................... 66

Programas de autoaprendizaje .............................................. ......................... 68

Evaluación del conocimiento ................................................ .................. 69

Este programa de estudio eSelf enseña un conocimiento básico del diseño y funciones de nuevos modelos, nuevos componentes Nota
automotrices o tecnologías.
¡No es un manual de reparación! Todos los valores dados son solo una guía.
Para trabajos de mantenimiento y reparación, consulte siempre la literatura técnica actual.
Referencia
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iv
 Introducción

Técnicamente y en términos del diseño del Audi Q7, encarna el espíritu del Se ha aplicado una construcción ligera en todas las áreas, desde el sistema eléctrico
Audi quattro. El diseño del nuevo Audi Q7 es masculino y resuelto. Las líneas hasta el piso del maletero. La clave es la estructura del cuerpo, un nuevo diseño de
horizontales se extienden por encima de las ruedas. Son un sutil homenaje a múltiples materiales que implica el uso de piezas de fundición de aluminio, secciones
los clásicos modelos quattro de Audi. extruidas y paneles en los extremos delantero y trasero, así como la superestructura.

En un segmento en crecimiento, el Audi Q7 es una figura segura con su

impresionante exterior, calidad de construcción superior y su tecnología de motor El nuevo Audi Q7 da la bienvenida a sus pasajeros con una atmósfera de
deportiva y eficiente. elegancia cultivada y amplitud. El panel de instrumentos está visualmente
separado de la consola central, acentuando la deportividad y la ligereza del
El nuevo Audi Q7 es un automóvil imponente. Aunque es más corto y interior.
estrecho que su predecesor, el habitáculo es más largo y ofrece más espacio
para la cabeza. 20 años de experiencia en diseño liviano se han dedicado al Dos potentes motores estarán disponibles en la presentación del Q7 2017: un
desarrollo del nuevo Audi Q7. 3.0l V6 TDI y un 3.0l V6 TFSI. Un motor TFSI 2.0l se ofrecerá en una fecha
posterior. Gracias a refinamientos intensivos, el CO 2 Se han reducido las
emisiones de ambos motores.

Suave, rápido, ligero y eficiente. En el nuevo Audi Q7, un Tiptronic de ocho

velocidades recientemente desarrollado transfiere la potencia del motor al sistema
de tracción total permanente quattro.

Objetivos de aprendizaje de este programa de estudio eSelf: 632_002

Este programa de estudio eSelf describe el diseño y la función del Audi Q7 • Nuevas características del tren de rodaje y la suspensión.

2017. Después de leer este programa de autoaprendizaje, podrá responder • Modificaciones a la electrónica y los sistemas de asistencia al conductor.
preguntas sobre los siguientes temas:
• Nuevas características del sistema eléctrico y redes.
• Nuevas características del sistema de control climático.

• Nuevas características de la estructura del cuerpo multimaterial. • Modificaciones y nuevas características del sistema de infoentretenimiento.

• Nuevas características del sistema de protección de ocupantes.

• Combinaciones de motor / transmisión.

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El nuevo Audi Q7 es una declaración de nuestra competencia. Su peso Aunque las dimensiones exteriores son más pequeñas, ofrece mucho más
reducido y su bajo centro de masa lo hacen extremadamente ágil. Con un peso espacio interior para pasajeros y equipaje que su predecesor. Sus innovadores
en vacío de solo 4398 lb (1995 kg), pesa 716 lb (325 kg) menos que su sistemas de asistencia e información y entretenimiento llevan al SUV al frente del
predecesor. paquete.

Motores Sistemas de asistencia

Motores V de 6 cilindros con turbocompresor y sistema de Los siguientes sistemas están disponibles opcionalmente:
arranque y parada: • Alerta de tráfico cruzado trasero

• 3.0l TFSI - 330 hp (245 kW) • ACC stop & go, incluido el asistente de atascos
• 3.0l TDI - 270 hp (200 kW) • Audi active lane assist
• Audi pre sense basic, delantero, trasero y city
• Asistencia de salida del vehículo

• Asistente de visión nocturna

• Ayuda para evitar colisiones

• Asistencia de giro

Faros Control climatico

Dependiendo del nivel de equipamiento, el Q7 viene con faros LED de xenón. Las luces diurnas Un sistema de control de clima de tres zonas es un equipo estándar, mientras que un sistema de cuatro zonas

de los faros LED tienen la forma de una flecha doble. está disponible opcionalmente.

2
Cuerpo Transmisión de potencia
Las piezas de ultra alta resistencia hechas de acero conformado en caliente forman la columna vertebral de la celda Un Tiptronic de ocho velocidades recientemente desarrollado transfiere la potencia del motor al sistema de
ocupante. Se utilizan piezas de fundición de aluminio, secciones extruidas y paneles en la parte delantera y trasera, así tracción total quattro Además del modo automático, el conductor también puede elegir controlar el Tiptronic
como la superestructura. Otros componentes hechos completamente de aluminio son las puertas, los guardabarros usando las paletas estándar en el volante o usando una palanca selectora. En ambos casos, los comandos
delanteros, el capó y la escotilla trasera. Un techo solar panorámico de vidrio de dos piezas es estándar. se transmiten de forma totalmente eléctrica.

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Displays y operación Chasis

Aparecen pantallas en el monitor MMI central que se eleva desde el panel de instrumentos cuando se inicia El sistema de dinámica de conducción select Audi drive select funciona junto con la
el sistema. El punto focal del sistema operativo es el centro MMI con una superficie táctil completa. Se suspensión neumática adaptativa para ofrecer seis modos. El sistema de dirección en
puede acceder a las funciones principales utilizando el botón giratorio y dos interruptores basculantes. todas las ruedas con accionamiento eléctrico ajusta las ruedas traseras hasta 5 grados
Dependiendo del nivel de equipamiento, el Audi Q7 presenta un grupo de instrumentos totalmente digital: la según la situación. Esto aumenta la agilidad del vehículo y reduce el radio de giro en
cabina virtual de Audi. hasta tres pies (un metro).

3
Dimensiones

68.5 in (1741 mm)

47,9 pulgadas (1219 pulgadas)

66,1 pulg. (1679 mm) 66,6 pulgadas (1691 mm)

77,5 pulgadas (1968 mm) 87.1 pulgadas (2212 mm)

632_024 632_025
3

)
mm
m)
m

016
071

in (1
in (1

33.9
42.1

31.0 in (788 mm)

38,5 pulgadas (978 mm) 117,9 pulgadas (2994 mm) 42.5 pulgadas (1080 mm)

198,9 pulgadas (5052 mm)

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44
 59.6 in (1513 mm) 1)
61.8 in (1571 mm) 2)

61.8 in (1571 mm) 2)

59.6 in (1513 mm) 1)

46.4 en

42.7 in 1086 mm)

(1179 mm)

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Dimensiones y pesos exteriores. Dimensiones internas y otras especificaciones.

Longitud 198,9 pulgadas (5052 mm) Ancho de cabina delantera 61,8 pulgadas (1571 mm) 3)

Anchura 77,5 pulgadas (1968 mm) Espacio libre delantero 42,2 pulgadas (1071 mm) 4)

(sin incluir espejos exteriores)

Ancho de hombro delantero 59,5 pulgadas (1512 mm) 5)
Anchura 87.1 pulgadas (2212 mm)
Espacio para la cabeza trasera 6) 39,9 / 36,1 pulgadas
(incluidos los espejos exteriores)
(1016/917 mm)
Altura 68,5 pulgadas (1741 mm)
Ancho de carga 42,7 pulgadas (1086 mm)
Ancho de vía delantera 66,1 pulg. (1679 mm)
Altura del umbral de carga 31.0 pulgadas (788 mm)
Ancho de vía trasera 66,6 pulgadas (1691 mm)
Capacidad de equipaje de 5 plazas 31.4 / 73.3 pies cúbicos
Distancia entre ejes 117,9 pulgadas (2994 mm) (890/2075 l) 7)

Peso en vacío 4343 libras (1970 kg) 1) Capacidad de equipaje de 7 plazas 27.5 / 69.0 pies cúbicos
(770/1955 l) 9)
Peso bruto del vehículo 6041 libras (2740 kg) 2)
Capacidad del tanque de combustible 22,4 galones (85 l)
Coeficiente de arrastre c w 0,32

1) Aplicable a 5 plazas con motor 3.0l TFSI

2) Una barra de remolque instalada de fábrica aumenta el peso bruto máximo en 220 lb (100 kg)
3) Ancho de la sala de codo

4) Altura máxima
5) Ancho de la sala de hombro

6) Segunda fila de asientos / tercera fila de asientos

7) Con los respaldos de los asientos de la segunda fila plegados (sin equipo opcional)
8) Con los respaldos de los asientos de la tercera fila plegados

9) Con los respaldos de los asientos de la tercera fila y los respaldos de los asientos de la segunda fila plegados

Todas las dimensiones se refieren al peso sin carga del vehículo.

55
Cuerpo

El Audi Q7 se basa en la segunda generación de MLBevo (Modular Longitudinal La alta calidad de los materiales seleccionados ofrece no solo un peso reducido, sino que
Platform Evolution). El cuerpo liviano de construcción de múltiples materiales también proporciona la base para cumplir con los estándares de seguridad de vehículos
representa, con su función y diseño optimizado de peso, un ejemplo más de un más estrictos.
cuerpo de vehículo moderno muy avanzado. Para cumplir con los requisitos de
un SUV, los componentes se seleccionaron deliberadamente de acuerdo con el
principio de usar el material correcto en el lugar correcto.

Componentes de aluminio

Se utilizan piezas de fundición de aluminio, secciones extruidas y paneles en la parte

delantera y trasera del vehículo, así como en la superestructura.

Representan el 41% de la estructura del cuerpo y se desglosan de la siguiente

manera:

• 23% de chapa de aluminio.

• 15% de aluminio fundido a presión.

• Perfil de aluminio al 3%.

La construcción de varios materiales reduce el peso total del cuerpo Q7 en 156 lb (71
kg). Las puertas (52,9 lb [24 kg] más ligeras), así como los guardabarros delanteros, el
capó y la escotilla trasera están hechos completamente de aluminio.

Llave:

Hoja de aluminio

Aluminio fundido a presión

Sección de aluminio

Acero de resistencia ultra alta (conformado en caliente)

Acero avanzado de alta resistencia

Acero de alta resistencia

Acero de baja resistencia

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632_083

77
Componentes conformados en caliente de ultra alta resistencia

El uso de materiales de acero de ultra alta resistencia requiere, en caso de reparaciones Después de varias pruebas y pruebas de choque, se aprobó dos áreas de
del cuerpo, métodos de reparación especiales adaptados a las propiedades de los reparación en secciones en las que se permite la soldadura MAG en el caso del
materiales. Audi Q7:

La alta transferencia de calor en las áreas soldadas debilita significativamente la 1 Exterior superior izquierdo / derecho 'A' pilar 2

resistencia y la estructura del componente al alterar la microestructura del material. Pilar interior izquierdo / derecho 'B'

Por esta razón, el uso de soldadura con gas inerte MAG solo para fines de
reparación seccional solo está permitido en estos aceros de alta calidad en casos Los siguientes componentes conformados en caliente de resistencia ultraalta deben

aislados y en áreas definidas con precisión. reemplazarse por completo si están dañados:

3 Alféizar interior izquierdo / derecho

4 Travesaño del mamparo exterior izquierdo / derecho 5

Sección final del travesaño izquierdo / derecho 2 6

Refuerzo del túnel superior

1
2
3

6
44

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Unirse a la tecnología

La clave para optimizar la estructura del cuerpo es usar "los materiales correctos
en el lugar correcto". El desafío resultante para la tecnología de unión fue
desarrollar soluciones universales y confiables para la gran variación en las
combinaciones de material / espesor en el cuerpo.

El cuerpo se construye utilizando los siguientes métodos de unión:

Métodos de unión "en frío" Métodos de unión "calientes"

• 2125 remaches perforados (remaches semi-huecos). • 2579 soldaduras por puntos.

• 108 remaches perforados (remaches semi-huecos especiales). • 105 elementos de fricción.
• 610 tornillos de taladro de flujo. • 7,5 pies (2,3 m) de costuras de soldadura TIG.
• 58 puntos de remache. • 6.6 pies (2.0 m) de costuras de soldadura MAG.
• 479 pies (146 m) de adhesivo. • 30,2 pies (9,2 m) de costuras soldadas con láser.
• 14,7 pies (4,5 m) de costura.

8
Técnicas de unión

Puñetazo remachado

El remachado con remaches semi-huecos es un método en el que las piezas de

trabajo no perforadas se unen para formar dos o más capas. El remache perfora los
componentes superiores y luego se expande hacia el componente básico. La unión
de componentes conformados en caliente de ultra alta resistencia requiere un nuevo
remache semi hueco especial para el Audi Q7.

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Soldadura por elementos de fricción

La soldadura del elemento de fricción se usa por primera vez en el cuerpo Q7. Un
elemento de fricción une al menos dos piezas de trabajo. En el caso del Q7, por
ejemplo, los elementos de fricción se utilizan para unir chapas de aluminio con
chapas de acero conformadas en caliente de ultra alta resistencia. El elemento de
fricción giratorio inicialmente penetra en la capa superior de la pieza de trabajo
(aluminio) y luego produce una unión por fricción con el material básico (acero en
forma de calor de ultra alta resistencia) mediante la aplicación de calor por fricción y
alta presión axial. La presión de contacto axial también se mantiene durante un
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corto tiempo después de soldar los componentes para homogeneizar las zonas en
las que se cambia la microestructura.
Aluminio en chapa Aluminio Acero Acero de ultra alta resistencia
fundido a presión (22MnB5)

Unir técnicas en resumen

Tipos similares de articulaciones Diseño mixto

Aluminio / aluminio Acero / acero Aluminio / acero con R metro de Aluminio / acero con R metro de 800 MPa
hasta 800 MPa o más

Punzonado con remaches semi huecos Soldadura por puntos de resistencia Punzonado con remaches semi huecos Punzonado con remaches especiales
semi-huecos

Atornillar taladro de flujo Soldadura MAG Atornillar taladro de flujo Soldadura por elementos de fricción

Remachado Remachado Costura

Soldadura por láser Costura

soldadura TIG

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Techo solar panorámico de vidrio

A diferencia del modelo anterior, el techo solar panorámico del nuevo Audi Q7 es un Los elementos de techo reforzados en el riel de guía y sobre la tercera fila de
diseño de dos piezas solamente. El panel frontal de vidrio es móvil y puede inclinarse o asientos aumentan la rigidez del cuerpo de tal manera que ya no hay ninguna
deslizarse hacia atrás. El panel de vidrio trasero es fijo. diferencia en la rigidez en comparación con un Audi Q7 sin un techo corredizo
panorámico.

Esto reduce el peso bruto del techo corredizo panorámico de vidrio en aproximadamente 22.0 Una persiana enrollable eléctrica para ambos paneles de vidrio proporciona
lb (10 kg) al tiempo que aumenta el espacio para la cabeza en el compartimiento de pasajeros protección contra la luz solar si es necesario.
trasero.

Panel de vidrio 2 (fijo) Panel de vidrio 1

Mecanismo panorámico de techo

solar

Deflector de viento

Sello de corte de techo

Drenaje de agua trasera

trasero para Dirección de desplazamiento

techo corredizo de vidrio

panorámico

Drenaje de agua frontal

Motor del techo solar V1

techo solar eléctrico J245
Módulo de control del

Marco de drenaje de agua Techo del techo solar motor V260 Toldo enrollable Drenaje de agua frontal

632_066

Nota
Para garantizar el correcto funcionamiento del techo solar panorámico después de retirar / instalar / reemplazar el motor, se debe realizar un Plan de prueba de

configuración básica con la herramienta de escaneo VAS.

10
Aerodinámica y aeroacústica.

La parte inferior está casi completamente revestida y un pequeño alerón en el área del eje

trasero proporciona una carga aerodinámica adicional.

Rejilla del radiador

Se ha instalado una rejilla del radiador (estremecimiento) entre la rejilla de un solo Esta medida también permite una mejor economía de combustible y reduce el
marco y la sección superior del radiador principal. Las lamas se abren o cierran según CO 2 emisiones La rejilla cerrada también es beneficiosa para la gestión térmica
sea necesario para proporcionar un mejor rendimiento aerodinámico. del motor.

Rejilla del radiador cerrada

Motor del obturador del radiador V544

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Rejilla del radiador abierta

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11
Escotilla trasera eléctrica

La escotilla trasera envolvente que abarca los pilares "D" fuertemente inclinados, un Cuando el microinterruptor en el bloqueo de la escotilla trasera indica que el delantero está
elemento de diseño típico de los modelos Audi Q en la posición de prebloqueo y el Módulo de control de la tapa trasera J605 indica que la
- Está hecho completamente de aluminio. Una unidad de escotilla trasera eléctrica es un escotilla trasera está en la posición "cerrada", una rueda de leva montada excéntricamente
equipo estándar. en el motor de asistencia de cierre de la tapa trasera V382 tira el pestillo de la compuerta
trasera se bloquea aún más en la posición completamente bloqueada por medio de un cable
El sistema de enclavamiento eléctrico es nuevo. En el Audi Q7, esta función se realiza Bowden, de la misma manera que la función de cierre eléctrico de las cerraduras de las
mediante el bloqueo de la escotilla trasera; en otros modelos de Audi se utiliza el delantero puertas.
en el parachoques trasero.

La posición final de la rueda de levas es monitoreada por J605, mientras que la

posición de la captura es monitoreada por el Módulo de control central Comfort
System J393 a través de microinterruptores.

Motor de asistencia de cierre de tapa trasera V382

Cable de Bowden

central de tapa trasera V53 (girado para una mejor vista)

Trinquete Bloqueo de escotilla trasera con motor de sistema de bloqueo

Captura

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12
Sistemas de asiento

Dependiendo de la variante del asiento, se podría instalar un calentador del asiento, Plegados, los respaldos de los asientos están integrados en el piso de
ventilación del asiento, respaldos neumáticos del asiento, soporte lumbar neumático y una carga y pueden elevarse o bajarse eléctricamente. Los interruptores se
función de masaje neumático. encuentran en cada área del pilar 'C' y en el maletero.

El asiento de la segunda fila tiene tres asientos, todos con respaldos ajustables. Los asientos de

la segunda fila se pueden mover manualmente hacia delante y hacia atrás hasta 4,3 pulg. (110 Los asientos en la segunda fila tienen una función plegable para facilitar la entrada y salida de la

mm). La tercera fila de asientos es estándar. tercera fila de asientos. El respaldo del asiento se pliega hacia adelante, después de lo cual todo

el asiento se puede plegar verticalmente. Todos los asientos en la segunda y tercera fila tienen

asientos de seguridad para niños LATCH. Esto significa que los clientes pueden asegurar hasta

seis asientos para niños en el Audi Q7.

Ajuste eléctrico del Reposacabezas ajustables horizontal y Asientos traseros deslizantes como asientos individuales, con

asiento verticalmente función plegable

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Asientos individuales de contorno

La opción de asiento de contorno ofrece las siguientes funciones: La ventilación del asiento es opcional para los asientos delanteros y para los dos asientos

traseros exteriores en la segunda fila. Los asientos tienen un sistema de admisión para este
• Ajuste eléctrico del asiento.
propósito.
• Refuerzos laterales neumáticos en la base del asiento y el respaldo.

• Ajuste neumático del soporte lumbar.

Los controles de ventilación del asiento delantero se comunican con la Unidad de control del sistema
• Asiento calefactado.
eléctrico del vehículo J519 mediante el bus de datos LIN. Los controles de ventilación del asiento trasero
• Asiento de ventilación.
están conectados al cabezal de control de la pantalla del aire acondicionado trasero E265.
• Funcionalidad de masaje.
• Función de memoria y personalización del contorno del asiento (cada contorno del

asiento se asigna a una llave específica del vehículo).

Módulo de control del asiento multi-contorno del conductor

J873

Refuerzo del respaldo del asiento, neumático

Cojín de masaje neumático

Ventilación del respaldo del asiento

Ventilación de la base del asiento

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Asientos de la tercera fila

El Audi Q7 está disponible con una tercera fila de asientos. Es un banco de dos asientos Esto se hace automáticamente mediante el mecanismo cinemático dentro del
con dos respaldos eléctricos plegables. asiento o se puede hacer manualmente usando una lengüeta debajo del
reposacabezas. Después de levantar el respaldo, los reposacabezas deben
Los reposacabezas de estos asientos deben plegarse cuando los asientos están levantarse manualmente. Esto se hace girándolos hacia arriba hasta que encajen en
plegados. su lugar.

Pull-tab para manual Ajuste de respaldo de la tercera fila derecha Motor del

pliegue de la cabecera seguro de bloqueo F525

Cable Bowden para plegado

automático del reposacabezas

Ajuste de respaldo de la tercera fila

derecha Motor de bloqueo de bloqueo 2

F544

Motor de ajuste del respaldo derecho del

asiento de la tercera fila V361

Botón de ajuste del respaldo del asiento de la

tercera fila izquierda E565 Botón de ajuste del

respaldo del asiento de la tercera fila derecha

E549 Botón izquierdo de la tercera fila 2 para el ajuste del

respaldo E801 y botón derecho de la tercera fila 2 para
el ajuste del respaldo E804

632_051

Operación

Los respaldos se pliegan con los botones de operación en el compartimento Un motor eléctrico desbloquea y mueve cada respaldo; La posición final es
del pasajero trasero y en el maletero. Debe presionar los botones hasta que el monitoreada por dos microinterruptores. Si un respaldo no ha alcanzado su
respaldo esté completamente plegado o desplegado. posición final, la luz de advertencia del respaldo aparece en el DIS y los LED en los
botones de operación comienzan a parpadear.

Botones de operación en el habitáculo trasero Botones de operación en el maletero

632_031 632_030

15
Seguridad del ocupante

Airbag del conductor Airbag del acompañante

Airbag lateral delantero

Componentes

Dependiendo de la versión del país y el nivel de equipamiento, el sistema pasivo de

protección de ocupantes en el Audi Q7 puede tener los siguientes componentes y
sistemas:

• Módulo de control de airbag. • Cinturones de seguridad delanteros con carrete de inercia y tensores pirotécnicos.

• Airbag adaptativo para el conductor. • Cinturones de seguridad delanteros con carrete de inercia y tensores eléctricos.

• Airbag adaptativo del acompañante • Cinturones de seguridad de carrete de inercia delanteros con limitadores de fuerza de correa activos.

(airbag del acompañante, versión de dos etapas). • Cinturones de seguridad de carrete de inercia para la segunda fila de asientos con tensores de cinturón

• Bolsas de aire laterales delanteras. pirotécnicos, lado del conductor y del pasajero delantero.

• Bolsas de aire laterales traseras (opción de equipo). • Cinturones de seguridad de carrete de inercia para la tercera fila de asientos con tensores de cinturón

• Airbags de cabeza. pirotécnicos, lado del conductor y del pasajero delantero).

• Sensores de choque del airbag frontal. • Tensor de cinturón de regazo delantero.

• Sensores de choque para detección de impacto lateral en las puertas. • Advertencia de cinturón de seguridad para todos los asientos.

• Sensores de choque para detección de impacto lateral en los pilares 'C'. • Sensor de ocupación de seguridad en el asiento del acompañante.

• Sensor de choque para detección de impacto lateral y longitudinal. • Airbag del acompañante apagado y encendido.
• Sensores de posición del asiento del conductor y del pasajero delantero.

• Circuito interruptor de batería.

dieciséis
Airbag lateral delantero Airbag de cabeza, Airbag lateral trasero

lado del conductor y pasajero delantero

Airbag lateral trasero

632_072

Referencia

Para obtener más información sobre las características de seguridad activa y pasiva en el Audi Q7, consulte el Programa de estudio eSelf 

970363 El sistema de protección e información para ocupantes Audi Q7 2017.

17
Engines

Motor de gasolina

Torque/power curve of 3.0l V6 TFSI engine 369/500 335/250

332/450 302/225
Power output in hp/kW

Torque in lb/Nm 295/400 268/200

258/350 237/175

221/300 201/150

184/250 168/125

148/200 134/100

111/150 100/75

74/100 67/50

37/50 34/25

632_060

Engine speed [rpm]

632_012

Caracteristicas Especificaciones

Código del motor CREC

Tipo Motor V de 6 cilindros con ángulo de 90 ° V

Desplazamiento 182.7 pies cúbicos (2995 cc)

Carrera 3.5 pulgadas (89.0 mm)

Aburrir 3,3 pulg. (84,5 mm)

Número de válvulas por cilindro. 44

Orden de abrir fuego 1-4-3-6-2-5

Índice de compresión 10.8: 1

Salida de potencia 330 hp (245 kW) a 5500-6500 rpm

Par en 295 lb ft (440 Nm) a 2900 - 5300 rpm

Fuel type Premium unleaded 91 AKI

Engine management system Simos

Supercharging Clutched supercharger (Roots blower)

Lambda control Two sensors upstream of catalytic converter and two sensors downstream of catalytic converter

Mixture formation Combined (dual) direct (FSI) and multipoint (MPI) injection

Emission standard ULEV125

Referencia

Para obtener más información sobre el motor 3.0l V6 TFSI, consulte el Programa de estudio eSelf 
920323 El motor Audi 3.0l V6 TFSI de cuarta generación.
18 años
Cooling circuit of 3.0l V6 TFSI engine

1 2

V55 3

N279

5 6 N509

4 V50 9 G694 4

12

7 8 10

11

13

15

16

14

G62

J671 J293

17
16

19 V188

18 20
632_009

Key:

1 Front heater heat exchanger 18 Auxiliary radiator

2 Rear heater heat exchanger 19 Front cooler for charge air cooling circuit
3 Auxiliary heat exchanger 20 Left cooler for charge air cooling circuit
4 Vent screw
5 Flow restrictor G62 Engine Coolant Temperature Sensor
6 ATF cooler G694 Engine Temperature Control Sensor
7 Right charge air cooler J293 Radiator Fan Control Module
8 Cylinder head, bank 1 J671 Radiator Fan Control Module 2
9 Engine oil cooler N279 Heater Coolant Shut-Off Valve
10 Cylinder head, bank 2 N509 Transmission Fluid Cooling Valve
11 Left charge air cooler V50 Coolant Recirculation Pump
12 Coolant expansion tank V55 Recirculation Pump
13 Switchable coolant pump V188 Charge Air Cooling Pump
14 Coolant thermostat
15 Coolant shutoff valve
Cooled coolant Cooled coolant (charge air
16 Non-return valve
cooling) Hot coolant Hot coolant (charge air
17 Radiator
cooling)

19
Diesel engine

Torque/power curve of 3.0l V6 TDI engine

Power output in hp/kW

Torque in lb ft/Nm

516/700 295/220

479/650 268/200

443/600 241/180

406/550 215/160

369/500 188/140

332/450 161/120

295/400 134/100

258/350 107/80

221/300 80/60

632_005

Engine speed [rpm]

The engine code is, as seen in the direction of travel, located at the front
632_003
left below the cylinder head on the protruding edge of the engine block.

Features Specifications

Engine code CRTC

Type 6-cylinder V-engine with 90° V angle

Displacement 181.0 cu in (2967 cc)

Stroke 3.9 in (91.4 mm)

Bore 3.3 in (83.0 mm)

Number of valves per cylinder 4

Firing order 1-4-3-6-2-5

Compression ratio 16.0 : 1

Power output 270 hp (200 kW) at 4000 rpm

Torque 442 lb ft (600 Nm) at 1500 - 3000 rpm

Fuel type ULSD (Ultra Low Sulfur Diesel) with a sulfur content of 15 ppm or less; must meet ASTM D975 Grade 2 S15
specifications

Engine management system Bosch EDC 17 with start-stop and recuperation

Maximum injection pressure 29007 psi (2000 bar)

Fuel injectors 8-port piezo injectors

Exhaust gas treatment Oxidizing catalyst, SCR coated diesel particulate filter, particulate sensor, oxygen sensor

Emission standard ULEV125

20
Coolant circuit of 3.0l V6 TDI engine

1 2

V55 3

N279

V50

5
6 N509

N474
8

11 14 10

9 G62 N489 13
12

10

G694

5
15
5 5

G802 G8

F265 16

10

J671 J293

17

5
632_010
Key:

1 Front heater heat exchanger F265 Map Controlled Engine Cooling Thermostat
2 Rear heater heat exchanger G8 Oil Temperature Sensor
3 Auxiliary heat exchanger G62 Engine Coolant Temperature Sensor
4 Vent screw G694 Engine Temperature Control Sensor
5 Non-return valve G802 Coolant Temperature Sensor 2
6 ATF cooler J293 Radiator Fan Control Module
7 Exhaust turbocharger J671 Radiator Fan Control Module 2
8 Exhaust gas recirculation cooler N279 Heater Coolant Shut-Off Valve
9 Coolant expansion tank N474 Reducing Agent Injector
10 Flow restrictor N489 Cylinder Head Coolant Valve (rotary valve)
11 Cylinder head, bank 1 N509 Transmission Fluid Cooling Valve
12 Engine block, bank 1 V50 Coolant Recirculation Pump
13 Cylinder head, bank 2 V55 Recirculation Pump
14 Cylinder head, bank 2
15 Engine oil cooler
Cooled coolant Cooled coolant (charge air
16 Coolant pump
cooling) Hot coolant Hot coolant (charge air
17 Radiator
cooling)

21
SCR system

Reducing agent tank Equalization chamber

The reducing agent tank is manufactured from two halfshells as an injection To accommodate the filling of reducing agent at a high flow rates, there is an
molding (not as a blow-molded tank). This has the advantage of saving weight. equalization chamber in the upper section of the tank and at the filler neck.
Since splashing reducing agent would cause the fuel nozzle to shut off, reducing
agent is retained and allowed to settle in the equalization chamber.

Reducing Agent Tank Sensor G684

Reducing agent filler neck

The tank sensor is an entirely electronic component and does not require float
Equalization chamber
contact points. An antenna (coil) and the reducing agent (capacitive fluid) form
an electrical resonant circuit.

A change in the fluid level alters the impedance of the circuit and shifts
the resonance frequency (5 MHz – 12 MHz) proportional to the fluid
level.

Vent duct

Charging port

Antenna (coil)
Sensor G684
Reducing agent
(fluid)
Reducing Agent Tank

Resonance frequency

Function

The resonance frequency is determined by a microcontroler by coupling a high

frequency signal into the medium and scanning the upper frequency range. It is
located at the base of the fluid level sensor. It computes the reducing agent
level using a temperature correction function. At the same time, the functioning
of the tank heater is checked by determining the temperature.

Baffle

Reducing Agent Tank Heater Z102

632_006 Reducing Agent Pump V437

22
Reducing Agent Quality Sensor G849

To monitor the quality of the reducing agent, a special quality sensor is

integrated in the reducing agent tank. It is located next to the swirl pot on the
bottom of the tank.

632_011

Reducing Agent Pump V437

Reducing Agent Quality Sensor G849

Outlet for draining the reducing agent

Function

The sensor determines the density of the reducing agent by deflecting the light If the reducing agent is degraded, contaminated or diluted with water, the light
beam onto a CMOS cell. An LED emits light within a prism and deflects the light beam is deflected and impinges on the electronic evaluation unit at a different
beam through the sight glass filled with reducing agent. angle. This sets a DTC in Reducing Agent Metering System Control Module
J880 and sends a warning message to the to the driver via the DIS.

If the reducing agent is in good condition, the light beam travels straight through
the sight glass and hits an opposing prism. This light beam impinges on a
CMOS line sensor with a resolution of 1024 pixels. The impinging light beam is
evaluated and assessed in the electronic evaluation unit. The quality of the
reducing agent is determined by reducing and increasing the deflection of the
light beam impinging on the CMOS line sensor.

Prism Sensor cap with sight glass agent Prism

CMOS line sensor

(reader unit) Reducing

250 px

Diesel Adblue Water

1024 pixel resolution

LED Sensor housing CMOS line sensor 632_008

23
TDI engine cover with integrated air filter

The engine cover also serves as a cover for the air filter. It is a The bypass flap is switched by Air Filter Bypass Door Valve N275 (open/close)
plastic-welded multi-piece construction. The lower section of the cover that is integrated in the air filter. The bypass flap is closed when depressurized.
houses the air filter on the bottom side. It also has attachment points for the Air filter drainage is through an integrated with multi-outlet water discharge
Mass Airflow Sensor and oil filler tube. system which allows safe drainage from driving in spray/ rain and during offroad
operation on inclines within the permissible operating parameters.

The air filter housing has two connecting ports on the unfiltered air side. One of
the two connecting ports can be sealed with a bypass flap. The bypass flap is
vacuum-operated. Several criteria influence the position of the bypass flap (see table below):

Acoustics To reduce drive-by noise and passenger compartment noise, the bypass flap is closed, reducing the orifice cross-section. Signals for engine speed,
engine torque, power demand and vehicle speed are supplied by the ECM.

Snow To ensure low snow/snow free air intake, the flap is opened at an ambient temperature of 41 °F (5 °C), resulting in a lower flow rate at the intake. The
ambient temperature signal is supplied by the Climatronic Control Module.

Water spray To ensure low-spray air intake with no water inlet on the clean air side, the bypass flap is opened as a function of speed, resulting in a lower flow rate at
the intake. The signal is supplied by the rain sensor or wiper control unit via the ECM.

Power Low pressure loss, power increase, reduction in fuel consumption, reduced charge air temperature. The flap is opened upwards of approximately
3500 rpm as a function of power output, necessitating a lower flow rate (additional air). The engine speed and power demand signals are supplied by
engine control unit.

Diagnostics Output check diagnosis (can only be checked at idle); visual inspection of flap circuit.

Air filter element

Air filter bottom part filler tube

Connection for air Mass Airflow Sensor or

adaptor

Vacuum motor

Main intake
Air filter box Oil

Bypass flap

Air intake from the front end

632_004

24
Engine/transmission combinations

Engines 3.0l TFSI engine (CREC) 3.0l TDI engine (CRTC)

8-speed
Automatic gearbox 0D5

AL552-8A

Rear axle drive 02D

HL600B

Breakdown of manufacturer codes: for

example: AL552-8A

M Manual transmission 8 Number of speeds

A Automatic transmission F Front-wheel drive
L Longitudinal mounting A quattro all-wheel drive
552 Rated torque capacity

25
Power transmission

Overview

The quattro drive concept of the Audi Q7 uses the technology of the Modular The software of the 0D5 uses the data from the navigation system to assist the
Longitudinal Platform with full-time all-wheel drive. This is typified by the start-stop system and neutral control. The transmission parameters can be
8-speed automatic transmission 0D5. It has a front axle drive in front of the selected via Audi drive select. The Transmission Control Module is a
torque converter and houses an integrated transfer case. participant of the immobilizer system.

The transfer case has a self-locking center differential with The transmission in the Audi Q7 is entirely operated using
asymmetrical-dynamic torque split and the rear axle drive through the open "shift-by-wire" technology. The selector mechanism and the operating concept
differential 0D2. are new.

This drive concept saves weight compared to the predecessor Audi Q7 and The parking lock is electro-hydraulically actuated and can be released using
increases efficiency. an emergency release mechanism. The Auto P function provides added
operating comfort.

Selector mechanism with "shift-by-wire"

technology, refer to page 36

8-speed automatic transmission 0D5, refer to

page 28

ATF cooling,
refer to page 34

Emergency release of
parking lock, refer to
page 44

Slide-on propeller shaft

Assembly of the front propeller shaft

The propeller shaft is splined to the transmission.

For more information, please refer to eSelf-Study Program

950103, The 2011 Audi A8 Power Transmission.

Clamp
632_111

26
Rear axle drive 0D2

The rear axle drive is derived from the previous 0BC rear axle drive. The The rubber-metal bearings must be installed in the position specified by the
housing is designed so it can be mounted to the sub-frame by a four-point repair information.
mounting system.

The front rubber-metal bearing is press-fit to the case and then bolted to the
sub-frame. It is supported by an additional bearing which moves in the Z
direction. This design provides selective vibration insulation.
Rubber-metal bearing

Sub-frame

Rubber-metal bearing

Seal

Rear prop shaft

Assembly of the rear prop shaft

The special procedure for attaching and tightening the propeller shaft to the
rear axle drive (triangular matching) is described in the workshop manual.

For detailed information about triangular matching, please refer to eSelf-Study Rubber-metal bearing
Program 991803, The 2009 Audi A4 Vehicle Introduction and the Audi Service TV 632_112

program "Audi A5 Power Transmission / Topic Prop Shaft Assembly Concept"

of 23.02.2010.

Additional bearing
z

x
y

Front differential bearing

Rear axle drive 0D2

632_113

27
Eight speed automatic transmission 0D5

The 0D5 transmission is based on the 0BK transmission first used in the • Plastic ATF pan with integrated ATF suction filter and an ATF drain plug
2011 Audi A8. with bayonet catch in place of a thread (refer to page 33).

It has the internal designation AL-52-8Q. The manufacturer ZF Getriebe GmbH • Combined ventilation of the 3 oil systems, the ATF, the transfer case
uses the designation 8HP65A. It is rated for up to 516 lb ft (700 Nm) of input and the front final drive (refer to page 33).
torque. • For the first time in a conventional converter-type automatic transmission,
the operating software supports the coasting mode (refer to page 47).
The key new features of the 0D5 transmission compared to the 0BK are:
• The neutral control function has been re-configured (refer to
page 48).
• Twin-damper converter with integrated pendulum-type absorber.

• Reinforced gear set with revised shift elements, the number of brake discs In addition, as with the 0BK transmission, the software of the 0D5 transmission
and clutch plates is dependent on engine version, brake B is now activated uses data from the navigation system and supports the start-stop system.
by a simplex cylinder, the number of discs of brakes A and B is configured
for active disc separation using corrugated springs.
Various driving modes can be selected via Audi drive select. The TCM is a
• Mechatronics with modified hydraulic interfaces and a vehicle plug participant of the Immobilizer system. ATF system cooling is regulated by the
connection facing in the direction of travel (refer to page 31). engine's thermal management system (refer to page 34).

Transfer case

The transfer case of the 0D5 transmission can be ordered with a self-locking The mechanical center differential interacts directly with the torque vectoring
differential. The are manufactured by either AAM of JTEK. system, which improves traction and driving dynamics when cornering at high
speeds.

Both differentials have an asymmetric-dynamic torque split and, depending on

traction conditions, distribute up to 70% to the front axle or up to 80% to the
rear axle without any deceleration or the need for corrective action by ESC For
more information about torque vectoring, please see eSelf-Study Program 990203,
The 2012 Audi A7 Vehicle Introduction.

Welded housing

used, depending on engine type

Transfer case ventilation

632_148

Oil pump

gear carriers with 3 or 4 planetary gears are

AAM self-locking center differential

JTEK self-locking center differential Planetary

28
 Active brake disc separation in brakes A and B

Brakes A and B have corrugated springs between the discs. When the brakes
are open, the springs provide a clearance which minimizes drag torque. This
helps to save fuel and reduces C0 2 emissions.

Corrugated springs for brake disc separation

for piston resetting in brake

by coil springs Coil springs

for brake B, piston resetting

Brake A Simplex cylinder

Clutch D Clutch E Brake B

page 32 and 37
Ventilation port, refer to
Clutch C
absorber (refer to page 30)
integrated pendulum-type
Twin-damper converter with

Brake A Front final drive

Parking lock with reinforced pawl and enlarged Plastic ATF pan with integrated ATF suction filter and an ATF drain
parking lock gear diameter plug with bayonet catch in place of a thread (refer to page 32)
632_149

29
Twin-damper converter with integrated pendulum-type absorber

The torque converter of the is a twin-damper converter with integrated The four pendulum masses complement the conventional working principle of
pendulum-type absorber. the twin-damper converter by damping engine torsional vibration as a function of
engine speed. This is achieved through the interaction of centrifugal force (F z) and
This cannot be seen from the exterior, but if the torque converter is rolled the shape of the bearing races. At low engine speed, a low centrifugal force
or shaken the very loosely mounted pendulum-type absorbers can produce produces more pronounced pendulum movement than a high centrifugal force
typical rattling noises. This is not an indication of a damaged or faulty at high engine speed. The pendulum masses and the shape of the bearing race
converter. Even at low engine speeds, the pendulum masses produced by are adapted to the engine so the pendulum movement counteracts the torsional
the centrifugal force are thrust outwards and no longer generate any noise. vibration of the engine.

Bearing plate Bedplate side

bearing race
For more information about the functional principle of pendulum-type
absorbers, refer to the Audi Service TV program "Dual mass flywheels with
Fz pendulum-type absorbers" of 16.01.2015.

Pendulum bearing

632_141
Pendulum-type absorber

Pendulum-type absorber Pendulum bearing Compression springs

Bearing race on pendulumtype Pendulum movement
absorber side

Bearing plate

Turbine wheel

Pump wheel

Impeller

Spline for transmission input shaft

(spins at transmission input speed)

Spline for
ATF pump shaft (spins at
engine speed)

Spline for impeller shaft (supported by

the gear case)

Piston for converter lockup clutch

Converter lockup clutch

632_142

Arc springs

Key:

The blue-colored sectional edges show the components connected to the internal The magenta-colored sectional edges show the components connected to the
combustion engine when the converter lockup clutch is open (primary side). transmission input shaft when the converter lockup clutch is open (secondary side).

30
Mechatronics module

The Mechatronics module of the 0D5 transmission has the ZF designation The sensors and actuators as well as the design of the hydraulic parking lock
E26/29. It is an enhanced version of the module used in the 0BK transmission and the hydraulic pulse accumulator (HIS) are identical. This means the shift
of the 2011 Audi A8. The key differences between the two modules are the elements are activated the same way. For further information, see eSelf-Study
modified hydraulic interfaces for brake B and the ATF cooler which no faces in Program 950103, The 2011 Audi A8 Power Transmission.
the direction of vehicle travel.

Clutch E Brake A Clutch D Hydraulic pulse accumulator (HIS)

Clutch C

Close converter lockup clutch

From converter

To converter

vehicle
Lubrication Brake B
pressure
limitation

Connector to

Parking lock
slide valve

632_143

Pressure connection from mechanically Hydraulic pressure supply to mechatronics module from
driven ATF pump hydraulic pulse accumulator (HIS)

Suction connection to mechanically driven ATF cooler intake

ATF pump
Pressure connection of
from ATF cooler return to
hydraulic pulse
lubrication pressure limitation
accumulator (HIS)

To converter

converter
lockup clutch From
Close converter

Clutch C

Clutch E

Clutch D
632_144

Oil bleed port for double shaft oil seal (refer to Brake A Brake B
31
page 32)
ATF and gear oil systems

The 0D5 transmission of the Audi Q7 has three separate lubrication The plastic ATF pan saves weight. It forms a unit together with the ATF suction
systems: filter and must be replaced when replacing the mechatronics module or the
hydraulic pulse accumulator. The ATF pan has reinforcing ribs which offer
ATF system for the planetary gears and the hydraulic control module (lifetime)
sufficient stability to allow the transmission to be set down flat on the ATF pan.

Oil system for the transfer case (gear oil with

STURACO 1), lifetime)
The ATF drain plug has a bayonet catch in place of the usual thread. It may not
be reused and must be replaced after checking the oil level.
Oil system for front final drive (gear oil without
STURACO 1), lifetime)

Transfer case vent ATF filler and inspection plug Torque converter bell housing Vent port

Inspection and filler plug for the transfer case gear

oil

Flexible absorber,
use depends on engine type

Inspection and filler plug for

front final drive

632_129

Oil bleed port directly below (not shown

here).
Permanent magnets ATF suction filter
The oil bleed port leads to the space between the
sealing lips of the double oil seal separating the final
Oil pump for transfer case Integrated seal Plastic ATF pan drive oil system from the transfer case oil system.

1) STURACO is an oil additive that protects against excessive stresses in the center differential and thus helps to enhance ride comfort. Pay attention to exact assignment of gear oils in accordance with the part

numbers in ETKA.

32
Combined transmission ventilation

The vent pipe leading into the collection chamber is sealed off from the The ventilation port in the converter housing provides the necessary pressure
collection chamber by an O-ring. The sealing sleeve prevents the ingress of equalization after heating or cooling of the transmission. To allow pressure
operating fluids into the converter housing. equalization to take place, the ventilation port must be open and unobstructed.

Vent pipe Vent for front final drive Transfer case vent

Vent port

Sealing sleeve

ATF vent

chamber ATF cooler return

632_130
starter opening ATF cooler intake

reusable O-ring Collection

Transmission Fluid Cooling Valve

N509 (refer to page 34)

Oil bleed port Leading to the space between the sealing lips of
the double oil seal separating the ATF system from the transfer
case oil system.

catch in place of a thread, not

Cover for service opening

632_131

Drain plug for front final drive Cover for ATF cooler (refer to page 34) ATF drain plug with bayonet Oil drain plug for the transfer case

Note
When moving or working on a transmission, the gear oil and ATF may mix via the common gear box vent if the transmission is tilted too far. Always follow the
instructions given in the electronic repair information.
33
ATF cooling

The ATF cooling system is integrated with the engine coolant circuit. It is If the ATF cooler is leaking, coolant (glycol) will mix with the ATF. Even the
controlled by Transmission Fluid Cooling Valve N509. N509 is actuated by smallest quantities of coolant in the ATF can have a detrimental effect on the
Transmission Control Module J217. J217 receives the command to open or transmission clutches. A glycol test can done to confirm this condition.
close N509 from the ITM software in the ECM.

Integration in the coolant circuit

The diagram shows a section of the coolant circuit of the

3.0l V6 TDI engine (refer to page 21).

ATF cooler Transmission Fluid Cooling Valve N509

2 1

632_058

34
Start phase

When the engine is cold started, N509 is energized closed. The cooling circuit
path for the ATF heat exchanger is blocked. This allows the engine to reach
operating temperature more quickly. The ITM software of the ECM decides
when N509 is to be re-opened. The criteria are: ambient temperature, engine
temperature, engine speed and the heat demand of the Climatronic system.

Heating of the ATF

If the engine has reached operating temperature and there is sufficient heat for
the passenger compartment, N509 is opened and the ATF is heated. The
lower viscosity ATF now used improves efficiency of the transmission.

Normal operation / cooling of the ATF

The coolant temperature of the engine is kept between 176 °F and 190° F (80
°C - 90 °C). This corresponds to the nominal temperature range of the ATF.
During normal operation, N509 is de-energized (open) and the ATF
temperature is kept at that range.

Transmission Fluid Cooling Valve N509 ATF return line

• de-energized and open
• de-energized and closed
• Final control test using Guided Fault Finding

632_132

ATF cooler ATF supply line

35
Selector mechanism

The Audi Q7 uses a “shift-by-wire” operating concept.

• There is no mechanical connection between the selector lever and the • Only gears R, N, D and S are selected through the automatic gate.
transmission.

• The driver input is registered by the selector mechanism and transmitted • The parking lock can only be activated manually using the P  button.
electronically to the transmission without the need for a mechanical There is no selector lever position for P.
fail-safe.
• To operate the Tiptronic function (manual mode M), the selector lever must
• The parking lock is operated electro-hydraulically and activated be moved into the Tiptronic gate (this is only possible if gear position D or S is
automatically (Auto P function). active).

• In the event of a fault, a mechanical emergency release mechanism • The release button Selector Lever Release Button E681 is integrated in
allows the parking lock to be released to move the vehicle (refer to the selector lever and configured for redundancy (refer to function
page 44). diagram).

Cover

Bolt

Selector lever

Selector Lever Release Button E681

P button, Parking Lock Button

E816 with Parking Lock Button
K320. K320 is lit when the parking
Selector lever sleeve
lock is active.

Selector Lever Transmission Range Selector mechanism cover

Display Y5

Plug connection C

Plug connection E

Plug connection C
Plug connection A

Selector Lever E313

632_114

Parking Lock Button E816, P button

To manually activate the parking lock, the driver must press the P button. For The shift status is indicated to Selector Lever Sensor System Control Module
activation, the vehicle must be traveling less than 0.5 mph (0.1 km/h). To help J587 via two interfaces and plug connection E (refer to the diagram). If the P
ensure reliability and facilitate fault diagnosis, the P button assembly has three button is defective, a DTC is generated and a message appears in the DIS and
shift elements. the system reverts to the Auto P function when the engine is switched off.

36
Information flow

The communication path between the selector mechanism and the The TCM engages the gear corresponding to the driver input and sends this
transmission is: Infotainment CAN > Gateway > FlexRay. The selector lever information to the selector lever control module. J587 then activates Shift Lock
sensor control module determines the positions of the selector lever as well as Solenoid N110, the selector lever position display LEDs and Parking Lock
the signals of the buttons and transfers the information to the TCM. Indicator Lamp K320. When selecting a gear, this information flow causes a
short delay until the corresponding gear symbol lights up.

Functional diagram of selector mechanism

Selector mechanism Selector lever

CAN-High

632_115

CAN-Low

Key:

E313 Selector Lever (selector mechanism) J587 Selector Lever Sensor System Control Module
E681 Selector Lever Release Button K320 Parking Lock Indicator Lamp

E816 Parking Lock Button N110 Shift Lock Solenoid

G727 Selector Lever Position Sensor V577 Transverse Selector Lever Lock Motor
G868 Transverse Selector Lever Lock Sensor Y5 Selector Lever Transmission Range Display

VAS 642 001

The Y adapter VAS 642 001 allows measurements to be taken between

Selector Lever E313 and Selector Lever Transmission Range Display Y5.

632_116

37
Display logic

Display in instrument cluster when

D coasting

Instrument cluster display during use

M 1-8 M 1-8 of Tiptronic in D/S

Instrument cluster display

R N P D 1-8 S 1-8 M 1-8 M 1-8
Transmission Range Display Y5

+ + Illumination of Selector Lever

R N P∆
∆
D/S D/S
- -

632_134

Shift diagram

Selectable
positions

Current
gear position
selected
positions Basic

Selectable
Selectable
gear

Selector lever in automatic gate, Selector lever in automatic gate, Selector lever in Tiptronic gate, Selector lever
Tiptronic gate blocked Tiptronic gate free, D/S shift Tiptronic function active, manual mode  M positions

632_117

Key to selector lever lock – longitudinal

Software lock: deactivation by pressing the foot brake Mechanical locking effect of Shift Lock Solenoid N110: deactivation by pressing the
Selector Lever Release Button E681 1)

Software lock: deactivation by pressing the Selector Lever Release Button E681 1)

Speed-dependent transmission protection function

A change in driving direction from D to R and vice versa is only possible at a

speed below 5.0 mph (8.0 km/h).

The transmission protection function locks out a change in driving direction

shifting (1st gear and into R) at speeds above 5.0 mph (8.0 km/h).

1) In the event of a fault, E681 is considered actuated. The red and grey locks are deactivated and a DTC is entered in the control module. The selector can be moved out of positions P and N by pressing the

foot brake.

38
Shift Lock Solenoid N110

The selector lever also serves as an ergonomic hand rest for operating the To minimize noise, N110 remains energized after shifting to the Tiptronic gate.
MMI. To avoid unintentional selector lever operation when operating the MMI, The locking effect of the bolt is, however, deactivated because the locking gate
forward movement of the selector lever is blocked in selector positions D and S. swivels away when the selector lever is moved into the Tiptronic gate. The
locking effect is reactivated when the selector lever is moved back into the
automatic gate.
In selector position D/S Shift Lock Solenoid N110 is energized and the
locking bolt engages the selector lever locking gate. The selector can now
be moved back into position B1 from the basic position in order to shift from When the Selector Lever Release Button E681 is pressed, the power supply
to N110 is disconnected and the locking effect is deactivated.
D to S or from S to D.

Selector Lever Release Button E681

Plug connection C

Pawl

Locking pin

Shift Lock Solenoid

N110 energized in D and S

Automatic gate track of

locking element, the locking
element has two gate tracks,
one for the automatic gate
and one for the Tiptronic
B2 gate.

B1

A1 A2

Basic position X
632_118

39
Selector lever lock – transverse

To ensure that the selector lever cannot be inadvertently moved into the
Tiptronic gate, it is locked transversely in selector positions P, R and N.

Selector position P/R/N – selector lever – transverse, active

The locking cam is positioned in such a way that it engages the locking slot in
the crosspiece in which the selector lever is mounted. The selector lever cannot
be moved into the Tiptronic gate.

Transverse Selector Lever Lock Motor V577 The resetting shaft Worm gear
is bidirectional. V577 is energized for this purpose, the direction
of current flow (polarity) producing the desired direction of
rotation.

Resetting shaft, with axial resetting plate

and locking cam

632_119

Release direction

Transverse Selector Lever Lock Sensor G868 G868 is a Hall-effect

sensor. The control module is able to determine the position of the
selector lever lock based on the movement of the magnet detected
by the Hall-effect sensor.

Locking cam, selector lever

locked

40
Selector position D/S –selector lever lock– transverse, inactive

The transverse lock is deactivated in selector position D or

S. The locking cam is rotated out of the locking slot by the worm gear.

The selector lever can now be moved into the Tiptronic gate.

Locking direction

Magnet

Transverse Selector Lever Lock Sensor G868 (Hall-effect

sender) The magnet is positioned to the side of G868.

The movement of the magnet over the Halleffect sender

indicates to the selector lever sensors control unit that the
transverse lock is inactive.

Locking slot in crosspiece

632_120

Resetting direction Resetting plate

Resetting the selector lever

If the selector lever is in the Tiptronic gate when the driver shuts off the engine,
it is automatically moved back into the automatic gate. Transverse Selector
Lever Lock Motor V577 turns the resetting shaft one full turn in the resetting
direction. The resetting plate exerts axial lift on the selector lever and moves it
back into the automatic gate.

Selector Lever Position Sensor G727 checks whether the selector lever is in
the Tiptronic gate or the automatic gate (refer to page 42). If the selector lever
has been moved back into the automatic gate, the selector lever lock motor
turns the resetting shaft in the locking direction and locks the selector lever in
the transverse direction.

Resetting the selector lever in emergency mode

If the transmission enters emergency mode as a result of a fault and can no

longer perform the Tiptronic function, the selector lever is moved back into the
automatic gate and locked. Locking direction

If the selector lever is again moved into the Tiptronic gate in such a situation,
it will again be moved back to the automatic gate. 632_121

41
Selector Lever Position Sensor G727

Selector Lever Position Sensor G727 tracks the position of the selector lever. The TCM determines the desired selector lever positions and sends the
G727 has two sensors: one sensor for the automatic gate and one sensor for information back to Selector Lever Sensor System Control Module J587.
the Tiptronic gate.

Selector Lever Sensor System Control Module J587 tracks the position of the Based on this feedback, the system activates the relevant LEDs in Selector
selector lever based on the signals from these sensors and sends the Lever Transmission Range Display Y5, Parking Lock Button E816 and Shift
information to Transmission Control Module J217. Lock Solenoid N110.

How selector lever positions are detected:

The longitudinal and transverse movements of the selector lever are

transmitted to a slider with two diamond-shaped sender elements. The sender
elements influence the magnetic flow at both sensors according to the
movement of the selector lever. Selector Lever Sensor System Control Module
Selector lever in automatic gate
J587 generates the following selector lever positions from the sensor signals:

Basic position X

A1
A2 • Automatic gate:
B1

B2 A2 – A1 – X (basic position) – B1 – B2

• Tiptronic gate:
T+ – T (basic position) – TRefer to the shift

schematic on page 26.

Slider with sender elements

Sensor for automatic gate

Support plate

Plug connection A

selector lever lock

senders for the selector lever and the transverse
with control unit for selector lever sensors and
Transverse Selector Lever Lock Sensor G868 PCB

632_123
Sensor for Tiptronic gate Basic position T

T+

Transverse Selector Lever Lock Sender element for T-

Sensor G868 automatic gate

Implied sensor for

automatic gate

with sender elements

Selector lever in Tiptronic gate

together with the slider

The movement of the selector lever is limited to one position forwards (T+)
and one position back (T-) by the Tiptronic gate track of the locking element
(refer to page 39, Fig. 632_118). of the support plate
632_122

Tiptronic gate Movement

Implied sensor for Sender element for

42 Tiptronic gate
The Auto-P functions enables the TCM to engage the transmission parking lock The parking lock is engaged automatically if the following conditions are met:
independently and without driver input.
• Selector position D or R is active.
• The vehicle is stationary (speed less than 0.6 mph [0.1 km/h]) 1)).

Activating selector position N (P-OFF position)

• The engine was shut off by turning the ignition off (terminal 15 = off).

To be able to move the vehicle without the parking lock, for example in a car wash,
automatic engagement of the parking lock can be prevented. A condition for this is that
Tip shifting in D/S
the selector mechanism, the P  button and the transmission are functioning properly. If
these conditions are not met, the Auto-P function is activated at "ignition off".
Manual gear shifts can be performed at any time by operating the steering wheel
Tiptronic in selector position D or S.
To this end, the TCM switches to manual mode M
(Tiptronic mode) for a limited time.
To activate selector position N, first it must be selected when the engine is running and
then the engine switched off with the selector in N.
The D/S symbol is lit in the selector lever position display Y5 and the gear indicator  M 1 – 8
appears in the instrument cluster.

In this case, the parking lock is not engaged (P-OFF position). The Auto-P function is
suppressed for a limited period of 30 minutes 1).
If the vehicle is in a normal, constant driving state for a period of about 8 seconds 1), the
transmission shifts back into selector position D or S.

After 29 minutes 1) a message appears in the DIS indicating that the parking lock will
shortly be engaged and after 30 minutes 1,2) the parking lock is engaged.
The countdown from about 8 seconds 1) is stopped in the following cases:

• Sporty driving style.

When selector position N is activated and the door is opened, the following messages
• Cornering.
appear in the DIS:
• Overrun mode.
the selector in N. Rocking the vehicle backwards and forwards Auto-P function
• Selection of another gear with the steering wheel Tiptronic.
Shift to P, otherwise vehicle can roll away Doors do not lock
if lever is not in P

The transmission can be immediately switched from manual mode M back to selector
An audible warning is given if one of the doors is opened.
position D or S by pressing Tip+ for a period greater than 1 second 1).

In this situation the vehicle cannot be locked from the outside. The vehicle must be
Tip shifting in D can be activated or deactivated with the diagnostic tester by
secured to stop it from rolling away while in the P-OFF position.
selective adaptation (refer to page 49).

Button E681 is pushed and the vehicle is not stationary for longer than 1 second 1) with

If it is necessary to hold the parking lock in the P-OFF position for a longer period
Shifting in R
of time, the parking lock emergency release mechanism must be actuated (refer
to page 44).
A software lock prevents the driver from engaging reverse at speeds of greater than 5.0
mph (8.0 km/h) 1).

If reverse is selected, an audible signal sounds from the instrument cluster and a large
white R appears in the display. Repetitive signalling is suppressed while manoeuvring as
long as a forward speed of 5.0 mph (8.0 km/h) 1) is not exceeded.
mph (8.0 km/h) 1) without applying the brake provided that Selector Lever Release
A stuck vehicle can be freed by quickly and skillfully rocking it backwards and forwards.

Shifting from D to R and vice versa is always performed via selector position N. To Diagnostics, actuator test
deactivate the selector lever locks in the longitudinal direction, it is normally necessary
to apply the brake and push the release button in order to shift from The electrical components of the selector mechanism can be diagnosed using the VAS
Scan Tool under Address Word 81.
N to D or from N to R ( refer to page 38, Fig. 632_117).
Output checks can be done using the VAS Scan Tool for the following components:
Shifting from D to R and vice versa can, therefore, be performed below a speed of 5.0

• Selector Lever Transmission Range Display Y5.

• Shift Lock Solenoid N110.
• Transverse Selector Lever Lock Motor V577.

1) The given values provide a guideline and are not binding. They may deviate depending on model version.
2) If a speed signal is detected (v = greater than 0.6 mph [1.0 km/h]), the time is extended accordingly until either a minimum stationary period of 5 minutes is detected or the vehicle battery is

discharged. 43
Emergency parking lock release

The parking lock is operated and released electro-hydraulically during normal

operation. The engine must be running in order to release the parking lock, and
a sufficient power supply must be available in order to hold the parking lock in
the P-OFF position.

The emergency release mechanism holds the parking lock in the P-OFF
position longer in order to release the parking lock and should be operated in
the following situations:
• To tow the vehicle.
• If the parking lock cannot be released electro-hydraulically due to a
malfunction.
• If the vehicle cannot be maneuvered or moved due to low battery
voltage.
• If the engine is not running and it is necessary to move the vehicle.

If it is no longer necessary to hold the parking lock in the P-OFF position, it

should be released again and moved back into the P-ON position.

Gear selector lever for emergency

After carrying out assembly work on components of the emergency releasing the parking lock
release mechanism, it must be checked (see note on right).

Emergency release Bowden cable 1

The parking lock is emergency released using a vibration-damped Bowden

Cover
cable. The actuating mechanism is located on the driver's side under the
floor mat.

Caution! Before actuating the parking lock emergency release

mechanism, the vehicle must be secured to prevent it from rolling
away.

Emergency releasing the parking lock (P-OFF position)

• Remove cover.
• Insert the emergency release wrench insert into the actuating
mechanism as shown under position 1 in Fig. 632_124. 3

• Turn the socket wrench insert clockwise through 90° (position 2) while
pushing it down (position 3 in Fig. 632_126). 2

When the parking lock emergency release mechanism is Actuating mechanism

actuated, the yellow transmission MIL and the gear selector

632_126
position indicator  N are illuminated in the instrument cluster. The
following message is also displayed in the DIS:

"Vehicle may roll away! P cannot be selected. Please apply

parking brake."
4
Locking the parking lock (P-ON position)
Emergency release wrench insert (in tool
kit)
• Pull the socket wrench insert upwards out of the actuating
mechanism (position 4 in Fig. 632_127).

Note: The wrench insert must not be turned back as this will damage
the emergency release mechanism.

• Reinstall the cover.

Decoupling lugs
632_127

44
 Reduction of structure-borne noise transmission

Mushroom-shaped plate A special feature is the positioning of the emergency release Bowden cable in
relation to the gear selector lever. A rigid rod and a mushroom-shaped plate are
attached to end of the emergency release Bowden cable and contactlessly
envelop the gear selector lever. This minimizes structure-borne noise
transmission from the transmission to the Bowden cable, and thus into the
passenger compartment. The plate and the gear selector lever do not make
contact until the emergency release mechanism is actuated.

632_146

632_124

Emergency release Bowden cable 1

Emergency release Bowden cable 2

Quick-release coupling Quick-release coupling

To simplify removing and installing the transmission, the emergency release

Bowden cable consists of two parts interconnected by a quick-release
coupling.

Note that when the emergency release mechanism is not actuated, the plate Locking sleeve

of the Bowden cable must not be in contact with the gear selector lever and
there must be sufficient clearance (refer to Fig. 632_146 "Reduction of
structure-born noise transmission").

Insulating elements in the quick-release coupling bracket and in the actuating

mechanism reduce structure-borne noise transmission.

Decoupling element 632_125

Note
After removing and installing the transmission or carrying out assembly work on components of the emergency release mechanism, a function test must be
performed as described in the repair manual. 45
Transmission functions

Audi drive select

With Audi drive select, it is possible to select between different vehicle Transmission setups are tailored to the customer's requirements in a
setups. country-specific manner. For this reason, only typical differences between the
various modes are shown here.

Mode Transmission setup

offroad In offroad mode the TCM assists driving in rough terrain by using adapted functions. Gear selection follows a fixed shift program without
(with steel suspension) driver type recognition. The gears are held for long as in selector position S. Selector position S is not available, however manual shifting is
possible in Tiptronic mode (manual mode M).

lift / offroad In Tiptronic mode, automatic upshifting of the transmission is deactivated. The engine runs up to the speed limiter without shifting up in
(with air suspension) order to prevent undesirable up-and-down shifting.

The deactivation of automatic upshifting allows the engine to stop on a hill at full engine speed. Even if brief loss of traction occurs, the
gear is held to ensure that full drive torque is available when the wheels regain full traction.

The deactivation of automatic upshifting allows the full braking effect of the engine to be utilised when driving downhill. To protect the
engine against overspeeding, the transmission shifts up before a defined engine speed is reached.

allroad The allroad mode does not have any effect on the transmission setup.

comfort This setup is especially comfort-oriented with soft gear shifts and low engine speeds. As is the case in auto mode, gear selections are
made with the assistance of driver type recognition.

auto Driver type recognition in selector positions D and S: In selector positions D and S a driver type recognition is made on the basis of the
driver's driving style. Criteria for driver type recognition include the mode of actuation of the brake and accelerator, the speed of the vehicle
as well as transverse and longitudinal acceleration within defined periods. Accordingly, an economical driving style leads to early upshifts
and late downshifts. A sporty driving style leads to late upshifts and early downshifts. The driving phases in which the driver adopts an
efficient, economical, sporty or manual driving style can be read out using the diagnostic tester.

Selector position D: Gearshifts are comfort-oriented and shift point selection is adapted to the driver's driving style with the aid of driver
type recognition.

Selector position S 1): In Sport mode (sport program), the shift points are sporty and adapted to the performance range of the engine. The
shift points are configured with the aid of driver type recognition. The shift times and shift points vary from driving in the normal sport program
to a handling course setup with short, noticeable shift cycles.

dynamic If the dynamic mode is selected, the TCM activates the sport program (selector position  S). In dynamic mode, both the Tiptronic functions and
selector position D are available. If selector position D is activated before shutting off the engine, selector position ( D) is again activated when
the engine is subsequently started 1). If the driver wishes to have selector position S, he must select it.

individual In individual mode, the driver can freely select the transmission setup irrespective of other vehicle systems.

1) Based on the emission class, the drive programs of selector position D is always selected when the vehicle is restarted.

46
Navigation-based gear selection

Provided that suitable data is available from the navigation system (optional This information reduces shift frequency and makes it easier for the TCM to
and market dependent), the 0D5 transmission uses relevant route data for gear select or preselect the correct gear. Navigation based gear selection can be
selection purposes. The TCM processes information about the route ahead, for activated or deactivated by selective adaptation using the VAS Scan Tool (refer
example, corner radii or corner length. The TCM also determines whether the to page 49).
vehicle is driving in an urban area or the countryside.

47
Neutral control

The neutral control system disengages the engine from the transmission when This helps save fuel and reduces C0 2 emissions. In addition, the engine runs
stopping or when the vehicle is stationary. The engine idle torque can be more smoothly and quietly at low idle torque. For this reason, the neutral
reduced to a minimum because the engine does not have to work against the control system is activated after starting the engine.
torque converter.

Neutral control in 1st gear and R Operating conditions

As soon as the ATF pressure supply is ensured after the engine is started,
• Full adaptation of the shift elements (brakes, clutches).
brake A is closed and brake B is moved to the initial friction point. The neutral
• ATF temperature greater than approximately 68 °F (20 °C) 1).
control system is still not active (selector position P or N) at this point.
• Gradient less than 4% 1) ( the gradient is determined by the longitudinal
acceleration sensor of the brake electronics).
• Selector position  D or R.
The neutral control system is active if the conditions are met, the driver has
• Accelerator not pressed.
applied the brake and selector position
• Foot brake pressed.
D or R is selected. If selector position  D is selected, clutch C of 1st gear is not
initially closed. If selector position R is selected, clutch D of R  gear is likewise
not initially closed.

Switch-off conditions
As soon as the driver releases the brake, brake B and clutch C are closed in
selector position D ( in selector position R, • Selector position  S 2) or the Tiptronic mode
brake B and clutch D are closed). Brake B, which is already at the initial friction • Brake released (unless the vehicle is secured by the electromechanical
point, is closed with a steep rise in pressure, while clutches C or D are closed parking brake or hill start assist is active.)
with a gentle rise in pressure. Traction can be comfortably established in this • Accelerator pressed
way. The remainder of the start-up operation is performed using the torque
converter.
Shift matrix

Neutral control when start-stop mode is active The shift matrix illustrates the activation of the shift elements for gears 1, 2
and R. For further information about the shift schematic and the shift matrix of
If start-stop mode is active and the command to start the engine is given, the
the 0D5 transmission, refer to SSP 457, page 28 ff. and 44. The shift
neutral control system is activated to start the engine. To accelerate ATF
operations of transmissions 0BK and 0BL which are identical to those of the
pressure buildup, the hydraulic pressure accumulator (HIS) assists the closing
0D5 transmission are described here.
of brake A and the movement of brake B to the initial friction point.

The remainder of the operation follows the neutral control function described
above.

Stopping with the neutral control system

1st gear
When the vehicle is stopped by applying light pressure to the foot brake, the gear Shift matrix
system normally shifts down from 2nd to 1st gear immediately before the 2nd gear

vehicle comes to a stop. As a result, the driver barely notices the 2-1 downshift. kisspoint Clutch closed R
632_151
To avoid stalling the engine when stopping, the converter lockup clutch is
always opened before the transmission input speed reaches the engine idle Brake closed Brake at

speed.

With a further reduction in speed, the transmission input speed drops below
engine idle speed. The resultant converter slip produces a converter torque
which the engine has to compensate by increasing load.

To prevent this converter torque from being produced when converter slip The neutral control system can be activated or deactivated with the VAS Scan
occurs, neutral control is activated in 2nd gear by opening clutch E. If the driver Tool through selective adaptation (refer to page 38).
releases the brake when the vehicle is stationary, clutch E is closed for 2nd gear
or clutch C for 1st gear depending on the speed of the vehicle.

1) The given values provide a guideline and are not binding. They may deviate depending on model version.
2) Neutral control is not activated in selector position  S in order to allow more direct drive-away. Without neutral control, clutch C or D is immediately closed when selector positions S and  R are selected. This is
why traction is noticeable on selection of 1st gear or R gear, as is the traction reversal when shifting from 1st gear to R gear (or vice versa). This traction reversal is barely noticeable in selector position D. Reason:
when neutral control is active, clutch C or D is opened and traction cannot be established until the brake has been released.
48
Start-stop system Downhill assist

The system helps save fuel and reduce CO 2 emission. In start/stop mode, the The downhill assist functions aids the driver on downhill gradients. It is
engine is shut off automatically when the vehicle stops, for example, at traffic activated in selector positions D and S when the foot brake is pressed or after
lights. The ignition remains "off" during this stop phase. The engine is the cruise control system is activated.
automatically restarted when required.

The transmission selects a gear appropriate to the gradient. Downhill assist

The requirements for this are a very short starting time and that the vehicle attempts to maintain the reduced speed within the bounds of its physical
quickly be ready for drive-away. To enable the 0D5 transmission to meet these and drive-related limitations.
requirements, it is equipped with a hydraulic pulse accumulator (HIS). The
function of the pulse accumulator is described in eSelf-Study Program 950103,
The 2011 Audi A8 Power Transmission. It may be necessary to additionally correct the vehicle's speed with the foot
brake. Downhill assist cuts out again as soon as the gradient lessens or the
accelerator is pressed. Downhill assist cannot overcome the physical limitations
of the vehicle and therefore cannot maintain a speed in all conditions. The
driver must always be ready to apply the brakes!
Service

Towing

Reason
If a vehicle with an 0B5 transmission needs towing, the usual restrictions
apply:
When the engine is at standstill, the oil pump is not driven and certain parts of
• Emergency release the parking lock.
the transmission are not lubricated. Failure to observe the towing conditions
• Maximum towing speed of 30 mph (50 km/h).
can lead to serious damage.
• Maximum towing distance of 30 m (50 km).
• Do not tow the vehicle with the front or rear axle raised off the ground.

Diagnostics, basic setting, adaptations, warnings

Diagnostics Basic setting

The electrical/electronic components as well as the control operations of the The following adaptation processes can be performed using the basic setting
0D5 transmission can be diagnosed using the Address Word 02. function.

• Quick adaptation when the vehicle is stationary, for example, after

Adaptation
changing the ATF, replacing the brakes/ clutches or the mechatronics
module.
The following functions can be activated or deactivated using the
adaptation function of the VAS Scan Tool. • Reset all programmed values, the adaptation values of the clutches can
be read and collectively reset. It is not possible to reset individual
• Individual selector lever position display: The gear display for selector adaptation values.
lever positions D and S can be separately shown or hidden in the instrument
cluster by adapting the individual selector lever position display. Selector
lever position display is always active in manual mode M ( Tiptronic mode). Transmission warning lights

If the yellow transmission warning light appears in the instrument

• Route data: Navigation data based gear selection can be activated or cluster, it is normally possible to continue driving the vehicle.
deactivated using the adaptation function (refer to page 47).
Driver information is displayed telling the driver what to do.

• Automatic upshift: When the automatic upshift function is activated, the

transmission shifts to the next higher gear before the engine speed limiter If the red transmission warning light appears in the instrument
cuts in. If the automatic upshift function is deactivated, the engine runs up to cluster, the driver is instructed to stop the vehicle.
the speed limit without shifting up.

• Neutral control: Navigation based gear selection can be activated or

deactivated using this adaptation function (refer to page 48). For detailed and current information, please refer to the vehicle Owner's
Manual.
• Tiptronic selector: This adaptation function can be used to activate or
deactivate tip shifting in D or S ( refer to page 38).

49
Suspension

Overall concept

The suspension also features numerous changes. Both the front and rear axles The Audi Q7 already offers excellent comfort even with the standard steel
are five-link designs, replacing the double wishbone axles of the previous suspension. Rolling is even smoother with the adaptive air suspension, which
model. New elastomer bearings and separate springs and dampers at the rear is managed by a newly developed central vehicle control module that drives all
axle enhance responsiveness. body control systems.

The new electromechanical power steering with servotronic function provides The new controllers developed by Audi for the air suspension and active
direct steering response - several of the new driver assistance systems would damping vary the body height and body comfort as a function of the driving
not be possible without it. situation.

The Audi Q7 comes as standard with 19-inch wheels and 255/55 R19 111H
Compared with the previous model, the suspension of the new Audi Q7 is XL all-season tires. Audi offers additional wheels in sizes up to 21 inches
over 220.4 lb (100 kg) lighter. The wheel suspension links for example are as options.
now made of aluminum and high-strength steel, the front axle drive shafts are
hollow and the pivot bearings are aluminum forgings. Large, vented brake discs bring the SUV safely to a stop. They are gripped up
front by aluminum six-piston calipers. The electromechanical parking brake,
updated with convenient hill hold and startup functions, acts on the rear
Audi also offers the innovative all-wheel steering as an option. wheels.

New ESC and ACC generations provide the basis for a number of
driver assistance systems.

632_098

Reference
For further information about the chassis and the ACC system, refer to eSelf Study Program
960163 The 2017 Audi Q7 Running Gear and Suspension System.
50
 Suspension versions Features

Standard suspension (1BA) 1) The standard suspension comes as standard with steel springs and an unregulated damping
system.

Suspension with air suspension and electronic damper control This suspension version is optional.
(adaptive air suspension, 1BK)

Axles and wheel alignment

Front axle

The front axle is based on the Modular Longitudinal Platform The Audi Q7 adopts the tried and tested five-link axle concept used on
(MLBEvo). other Audi models.

632_077

Rear axle

The rear axle is also based on the Modular Longitudinal Platform By paying close attention to lightweight design, the weight of the axle has been
(MLBevo). The Audi Q7 features a newly developed five-link axle. reduced by 88.1 lb (40 kg) compared with the previous model.

1) Production control number

632_078

51
Air suspension and electronic damper control

The system is based on systems already in use on other Audi models. A key The system will, in the future, also include control algorithms for other
new feature is Drivetrain Control Module J775. This module houses the suspension control systems. The rear end of the vehicle can be lowered in
software for the air suspension and damping systems. order to simplify loading and unloading.

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52
All-wheel steering

Rear axle steering is being offered optionally on an Audi model for the first The rear axle steering has a beneficial effect on driving dynamics and driving
time with the Q7. Depending on the speed of the vehicle and the driving comfort. In general, the control system involves two different steering
situation, the tracking is adjusted dynamically. operations: counter-steering and parallel steering of the front and rear axles.

632_099

Counter-steering

One of the key aims for counter-steering the front and rear wheels is to
improve handling at low speeds and to reduce the travel envelope of the
vehicle. The advantage for the driver is that less steering effort is required
R1
given the same curve radius and the same speed. The vehicle is much more
maneuverable and agile. R2

To make full use of the advantages offered by the system, counter-steering is

only activated in the low speed range (up to 37.2 mph (60 km/h). The graphic
shows the advantage of rear axle steering using the smallest turning circle as
an example. Radius R2, which is achieved using rear axle steering, is much
smaller than the radius (R1) achievable with traditional steering.

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53
Parallel steering (in same direction)

At higher vehicle speeds, the system responds to the driver's steering inputs The change in the direction of travel is initiated much more harmoniously and
by parallel steering the rear wheels. comfortably and the danger of yaw oscillation is reduced

The resulting yaw torque is much lower than in a vehicle with front-steered
wheels only. The immediate buildup of lateral (cornering) force at both axles In addition, the system also limits the yaw rate when the driver takes sudden
significantly reduces the transition time from the initial steering input to a evasive action through over-proportional parallel steering of the rear wheels,
steady-state condition - a well-known effect which occurs in purely front-steered thus increasing driving stability in critical situations.
vehicles.

632_101 632_102

Brake system

The Audi Q7 is equipped with a generously dimensioned brake system which The Audi Q7 is now equipped with the electronic parking brake (EPB). The
offers a high performance reserve. The front axle wheel brakes have lightweight brake pedal assembly and the brake servo are new developments designed
aluminum calipers and lightweight discs. Increased brake caliper rigidity with a strong emphasis on weight saving. The Audi Q7 features the new ESC
conveys a direct and sporty braking feel. All brake pads already meet the system (ESP 9) by Robert Bosch AG - a high-performance stability control
highest environmental standard (copper free), which will not become a statutory system.
requirement until

2021.

Fixed brake caliper used on the front axle Floating caliper with electro-mechanical parking brake on the rear axle

632_103 632_104

54
Steering system

The Audi Q7 now has electro-mechanical steering (EPS). In terms of design A mechanically adjustable steering column is standard and an electrically
and function, it is identical to the systems used in the Audi A6 and A7 models adjustable steering column is optional.
although special steering maps were developed for the Q7.
A newly designed three-spoke multi-function steering wheel is standard.

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55
Adaptive Cruise Control (ACC)

System overview

The fourth-generation ACC is used for the first time on the Audi Q7. The As with previous Audi models, a master/slave concept with two radar units is
modified design and extended range of functions provide a significant used on the 2017 Q7. Each unit has its own control module. Data is exchanged
improvement in driving comfort. System availability has also been increased. via the FlexRay data bus.
For example, a system shut-down due to insufficient sensor vision now takes
effect much later than before.

System limitations have been pushed further back by the modified hardware.
For example, radar signal reflection (which can lead to misinterpretation when
driving through tunnels) has been minimized and is unlikely to cause the
system to shut down.

New functions include the system response to stationary vehicles. The

measurement data generated by the ACC is an important basis for the following
new functions:

• Predictive efficiency assist.

• Collision avoidance assist.
• Turning assist.
• Traffic jam assist.
• Distance indicator.
• Distance warning.

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Right Adaptive Cruise Control Sensor and Left Adaptive Cruise Control Sensor
Distance Regulation Control Module J428 and Distance Regulation Control
(master) Module 2 J850 (slave)

Reference
For further information about the function of the ACC, please see Self-Study Program
970263, The 2017 Audi Q7 Driver Assistance Systems.
56
 Wheels and tires

The Audi Q7 comes as standard with 19" wheels. The 20” and 21” wheels The "Tire Mobility System" is standard equipment as well as a tool kit and
are optional. The range of tires for the engine versions available at launch vehicle jack.
extends from 255/60 R18 to 285/40 R21.

19" and 20" tires with run-flat properties and 20" offroad tires with reinforced
sidewalls are standard or optional in certain markets.

A. B. C.

PR Code Q7 Q7
3.0T TDI®

A. 8.5” x 19” 5-V-spoke design wheels 255/55 R19 CH6

111H XL all-season tires ▪ ▪
H79

B. 9.0” x 20” 10-spoke-star design wheels (Gray/Polished finish) 285/45 R20 112H F06
XL all-season run-flat tires
H93

C. 9.5” x 21” Audi Sport® 5-twin-spoke design wheels 285/40 R21 F50
109Y XL summer performance tires
H2Q

D. 255/55 R19 111H XL all-season run-flat tires (not shown)

H92

▪ = Standard =
Optional

Low tire pressure indicator

The second-generation low tire pressure indicator (RKA+) is standard

equipment for the Audi Q7. In terms of design and function, operation and
driver information as well as service and diagnosis functions, the system is
identical to the systems already in use in other Audi vehicles.

Tire pressure monitoring system

A third-generation direct tire pressure monitoring system is optional for the Audi
Q7.

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57
Electrical system

Installation locations of control modules

Some of the control modules shown in the overview are optional and/or Notes on the exact locations of the control modules and their removal and
country-specific equipment. installation instructions can be found in the current service literature.

J428 J387

J1023

A27

J794

E380
J844

J500 J869 J685 J775 J234

E87 R242
J1018
J587

J853

J533

J764

J898 J285 J527

J623

A31 J104

J519

J850 J386

Key:

A27 Right Led Headlamp Power Output Module 1 J386 Driver Door Control Module
A31 Left Led Headlamp Power Output Module 1 J387 Front Passenger Door Control Module
J393 Comfort System Central Control Module
E87 Front A/C Display Control Head J428 Distance Regulation Control Module
E265 Rear A/C Display Control Head J500 Power Steering Control Module
E380 Multimedia System Control Head J519 Vehicle Electrical System Control Module
J521 Front Passenger Memory Seat Control Module
J104 ABS Control Module J525 Digital Sound System Control Module
J136 Memory Seat/Steering Column Adjustment Control Module J527 Steering Column Electronics Control Module
J234 Airbag Control Module
J245 Power Sunroof Control Module
J285 Instrument Cluster Control Module

58
 J927
J857 J769

J880

J521 J1019

J772
J245 E265 J605

J136

J525

J928 J770

R161 J393
J926

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J533 Data Bus On Board Diagnostic Interface J857 Third Row Seat Adjustment Control Module
J587 Selector Lever Sensor System Control Module J869 Structure Borne Sound Control Module
J605 Rear Lid Control Module J880 Reducing Agent Metering System Control Module
J623 Engine Control Module J898 Windshield Projection Head Up Display Control Module
J685 Front Information Display Control Head J926 Driver Side Rear Door Control Module
J764 Electronic Steering Column Lock Control Module J927 Passenger Side Rear Door Control Module
J769 Lane Change Assistance Control Module J928 Peripheral Camera Control Module
J770 Lane Change Assistance Control Module 2 J1018 Left Light Control Module
J772 Rearview Camera System Control Module J1019 Rear Axle Steering Control Module
J775 Drivetrain Control Module J1023 Right Light Control Module
J794 Information Electronics Control Module 1
J844 Automatic High Beam Assist Control Module R161 DVD Changer
J850 Distance Regulation Control Module 2 R242 Driver Assistance Systems Front Camera
J853 Night Vision System Control Module

59
 Topology

The topology shows all control modules with connectivity to the bus systems. Some of the control modules shown here are optional or country-specific
equipment or are due for rollout at a later date.

Flap Control Control Front A/C Display Control Head E87 Rear A/C Display Control Head
Motors 1  – 15 E265

Driver Side Rear Door Control Driver Door Control Module Flap Control Control
Module J926 J386 Motors 1  – 7

Passenger Side Rear Front Passenger Door

Door Control Module Control Module J387
J927

Control Module J126

Fresh Air Blower Air Intake Duct G657
Control Module J391 Humidity Sensor In Fresh
Valve Block 1 In Driver Memory Seat/ Steering Rear Fresh Air Blower Air Quality Sensor G238
Seat N475 Column Adjustment Control
Module J136

Data Link Connector

Valve Block 2 In Driver Flap Control Control High Pressure

Seat N476 Motors 1  – 5 Sensor G65

Valve Block 1 In Front Front Passenger Memory Seat Data Bus On Board Diagnostic Interface J533
Passenger Seat N477 Control Module J521

Valve Block 2 In Front Power Adjustable Multifunction Steering

Passenger Seat N478 Steering Column Control Wheel Control Module
Module J866 J453

Left Front Seat Backrest Garage Door Opener Control Light Switch E1
Fan 1 & 2 V512 + V513 Head E284

Third Row Seat Adjustment Left Front Seat Cushion Garage Door Opener Wiper Motor Control
Control Module J857 Fan 1 & 2 V514 + V515 Control Module J530 Module J400

Power Sunroof Right Front Seat Backrest Automatic Dimming Rain/Light Recognition
Control Module J245 Fan 1 & 2 V516 + V517 Interior Rearview Mirror Sensor G397
Y7

Rear Lid Control Right Front Seat Cushion Roof Electronics Humidity Sensor G355
Module J605 Fan 1 & 2 V518 + V519 Control Module J528

Electronic Steering Vehicle Electrical System Control Module J519

Column Lock Control
Module J764

Anti-Theft Alarm Alarm Horn H12 Rear Lid Opener Interior Light Interior Light
System Sensor G578 Control Module J938 Module Module

Comfort System Central Control Module J393

Key:
Convenience CAN Infotainment CAN bus

Hybrid CAN Diagnostics CAN bus

Extended CAN Flex Ray

60
 For presentation purposes, the FlexRay topology does not mirror the actual
configuration of the control modules. This also applies to the control modules on
the MOST bus.

Driver Volume Digital Sound System

Control E67 Control Module J525

Multimedia System Control

DVD Changer
Head E380
R161

Front Information Display Instrument Cluster Control

Information Electronics
Control Head J685 Module J285
Control Module 1 J794

Battery Monitoring Control

Module J367

Alternator C

Reducing Agent
Metering System
Control Module J880

Module J898

Left Light Control Driver Assistance Engine Control NO x Sensor Control Module Night Vision System Control
Module J1018 Systems Front Camera Module J623 J583 Head UpJ853
Module Display Control
R242

R212 Windshield Projec- tion

Right Light Control Module ABS Control Radiator Shutter Motor NO x Sensor Control Night Vision System Camera
J1023 Module J104 V544 Module 2 J881

Left Led Headlamp Power Transmission Control Steering Column Particulate Sensor G784
Output Module 1 A31 Module J217 Electronics Control
Control Module J587
Module J527

or

Right Led Headlamp Power Distance Regulation Control Distance Regulation Control Structure Borne Peripheral Camera
Output Module 1 A27 Module J428 Module 2 J850 Sound Control Module Control Module J928
J869
Lever Sensor System

Rear Axle Steering Drivetrain Control Module

Control Module J1019 J775

Control Module J772

Module J234 Selector

Power Steering Level Control System Rearview Camera

Automatic System
High Beam
Control Module J500 Compressor Motor V66 Assist Control Module
J844
Control Module J769

Control Unit 1 For Airbag Control Left Front Seat Belt Lane Change Assistance
Driving And Tensioner Control
Convenience Functions E791 Module J854

Passenger Occupant Right Front Seat Belt Lane Change Assistance

Detection System Control Tensioner Control Control Module 2 J770
Module J706 Module J855

632_133

Modular Infotainment Platform (MIB) CAN MOST bus

LIN bus LVDS

Sub-bus systems "OR" configuration

61
 Infotainment

The infotainment systems of the Audi Q7 have been completely revised compared to the previous model. The Audi Q7 features a new operating concept first rolled
out in the Audi TT.

Overview of versions

Two versions of the MMI are available on the Audi Q7: From a technical point of view, MMI Radio plus is identical to the
• MMI Radio plus. second-generation MIB Standard.
• MMI Navigation plus.
MMI Navigation plus is a second-generation MIB High system.

MMI Radio plus (I8E) MMI Navigation plus (I8H)

Standard equipment

7.0“ TFT color monitor with 800 x 480 pixel resolution 8.3“ TFT color monitor with 1024 x 480 pixel resolution

Without navigation (7Q0) 3D SSD navigation system (7UG)

Operating unit (UJ0) MMI touch (UJ1)

7“ display in the instrument cluster with driver information system (9S7) 7“ display in the instrument cluster with driver information system (9S7)

AM/FM radio with phase diversity AM/FM radio with phase diversity and background tuner

Jukebox (approx. 11 GB)

CD drive (MP3, WMA, AAC) DVD drive (audio/video)

1 SDXC card readers 2 SDXC card readers

Audi music interface with 2 USB ports and AUX-in jack (UE7) Audi music interface with 2 USB ports and AUX-in jack (UE7)

Audi sound system (9VD) Audi sound system (9VD)

Bluetooth interface (9ZX) Bluetooth interface (9ZX)

UMTS/LTE data module (EL3)

Audi connect (IW3)

Digital radio SDARS (QV3) Digital radio SDARS (QV3)

Optional equipment

Provision for Rear Seat Entertainment 9WQ Provision for Rear Seat Entertainment 9WQ

Bose Sound System with 3D sound (9VS)

Bang & Olufsen Advanced Sound System with 3D sound (8RF)

Audi virtual cockpit (9S8)

Reference
For further information about the infotainment system in the Audi Q7, refer to eSelf Study Program 
62 970363 The 2017 Audi Q7 Occupant Protection and Infotainment System.
Climate control

Introduction

The Audi Q7 is equipped as standard with a newly developed three-zone The front A/C operating and display unit E87 uses fewer buttons and controls,
deluxe climate control system. The front control head has two rotary dials for making for intuitive operation of the air conditioning system.
temperature control into which the temperature displays are integrated.

In the four-zone system, the right-hand side of the instrument panel includes
Four-zone deluxe climate control is optional. A display with toggle switches an air vent strip which provides indirect and draft-free air flow into the cabin.
shows the status of selected functions. Touching the toggle switches enlarges
the menu for easier legibility and operation.

Rear heater and air conditioner Front heater and air conditioner

Air vent strip (wide band outlet) on the front

passenger side

632_052

63
Versions

The front control panel has the component name Front A/C Display Control
Head E87 and can be diagnosed using Address Word 08.

three-zone system and a deluxe four-zone system. The rear A/C control panel is called the Rear A/C Display Control Head
E265 and can be diagnosed in four-zone systems under the Address Word
28.
compartment. Two climate control versions are available for the Q7: a

E265. E265 has only a central temperature display for the rear passenger
Three-zone deluxe automatic climate control

Three-zone systems come equipped with Rear A/C Display Control Head

Front A/C control panel Rear A/C control panel

(Three-zone deluxe automatic air conditioning only; no diagnosis possible
using Address Word 28)
Infrared interior termperature sensor, non-ventilated

632_053 632_054

Rear air distributor housing

Left B-Pillar/Footwell ShutOff Door Right Rear Upper Body Rear Fresh Air Blower V80
Motor V212 Vent Motor V316

Left Rear Upper Body

Vent Motor V315

Right B-Pillar/Footwell ShutOff Door Rear Fresh Air Blower Control Module J391
Motor V211
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64
Four-zone deluxe automatic air conditioning

Rear A/C Display Control Head E265 with two temperature controls is used for
the rear passenger compartment climate control in vehicles with four-zone
deluxe automatic air conditioning.

Front A/C control panel Rear A/C control panel

Infrared interior temperature sensor, (no fan used)

632_055 632_056

Rear heater and air conditioner housing

Left B-Pillar/Footwell Shut-Off Door Motor V212 Left Rear Temperature Control Right Rear Temperature Control Rear Recirculation Door Motor
Door Motor V313 Door Motor V314 V421

Left Rear Upper Body

Vent Motor V315

Rear Fresh Air Blower V80

Rear Fresh Air Blower Control Module

J391

Right B-Pillar/Footwell Shut-Off Door Motor Right Rear Upper Body Vent Motor
V211 V316
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65
Heater and air conditioner housing

The different climate control versions of the Q7 have a different number of The control motors are all identical and their function is programmed by auto
control motors. In the four-zone system there are 17 control motors. addressing. When replacing the control motors, the basic setting procedure
must be carried out.

If repair work is needed, the following components of the air conditioner can be If repair work is needed, the cables and plugs leading to the control motors
removed and replaced without removing the instrument panel: and the cable connections to the temperature sensor must not be
interchanged because the components could otherwise be incorrectly
addressed. Incorrect addressing can lead to complaints regarding the A/C
• The control motors. control system, even if this incorrect addressing may not necessarily be
• The heat exchanger. identified as a fault by the system.
• The Auxiliary Heater Heating Element Z35
• The Fresh Air Blower V2 and the Fresh Air Blower Control Module J126.

Front air conditioner housing

Left Temperature Control Door Motor V158

Defroster Door Motor V107

Left Center Vent Motor V110

Left Side Vent Motor V299

Coolant pipes to heat
exchanger

Left Footwell Temperature Control

Door Motor V411

Rear Temperature Control Door

Motor V137

Expansion valve

632_033

Left Footwell Vent Right Side Vent Right Center Vent Motor Right Temperature Control Door Motor V159
Temperature Sensor G261 Motor V300 V111

Right Footwell Vent

Temperature Sensor G262

Rear Air Distribution Door Motor V427

Rear Air Quantity Motor V443 Right Footwell Door Right Footwell Temperature Control 632_032
Motor V109 Door Motor V412

66
Cleaning the evaporator

The evaporator can be cleaned with compressed air using VAG 1538 and Right Side Vent Right Footwell Temperature Control

the corresponding probe. Motor V300 Door Motor V412

A service opening must be drilled for this purpose. On completion of

cleaning, the service opening can be re-sealed with a plug (refer to
Electronic Parts Catalog).

632_034

Right Footwell Door Motor Service opening for flushing the

V109 evaporator

Fresh Air Blower V2 Fresh Air Blower

Removing the dust and pollen filter
Control Module V126

It can be accessed through the front passenger footwell. To take out the dust
and pollen filter, the insulating mat, lower front passenger side dash panel and
the shaft cover must first be removed. The dust and pollen filter can then be
pulled out.

To reinstall, the filter must be flexed slightly to adapt it to the shape of the filter
shaft.

632_035

Shaft cover of dust and pollen filter, in front

passenger footwell

Note
For the exact procedure for replacing the dust and pollen filter, please refer to the electronic service literature.

67
Self-Study Programs

For more information about the technology of the Audi Q7, please refer to the following eSelf-Study Programs.

eSelf Study Program 970263

SSP 920323 The Audi 3.0l V6 SSP 970263 The 2017 Audi Q7
The 2017 Audi Q7 Driver Assistance Systems

TFSI Fourth Generation Engine Driver Assistance Systems

eSelf Study Program 970163

eSelf Study Program 970363

The 2017 Audi Q7 Onboard Power Supply and Networking System

SSP 970163 The 2017 Audi Q7 SSP 970363 The 2017 Audi Q7 Occupant Protection
The 2017 Audi Q7 Occupant Protection and Infotainment System
Onboard Power Supply and and Infotainment System
Networking System

eSelf Study Program 960163

SSP 960163 The 2017

The 2017 Audi Q7 Running Gear and Suspension System
Audi Q7
Running Gear and Suspension System

68
Knowledge assessment

An On-Line Knowledge Assessment (exam) is Available for this eSelf-Study Program.

The Knowledge Assessment is required for Certification credit.

You can find this Knowledge Assessment at:

www.accessaudi.com

From the accessaudi.com Homepage:

• Click on the “ACADEMY” tab

• Click on the “Academy site” link
• Click on the Course Catalog Search and select “990163 - The 2017 Audi Q7 Introduction”

Please submit any questions or inquiries via the Academy CRC Online Support Form which is located under the
“Support” tab or the “Contact Us” tab of the Academy CRC.

Thank you for reading this eSelf-Study Program and taking the assessment.

69
 990163

All rights reserved.

Technical specifications are subject to change
without notice.

Audi of America, LLC

2200 Ferdinand Porsche Drive Herndon,
VA 20171
70