Service Training

Audi A5

Self-Study Programme 392

The new Audi A5

A fascinating new model series marks Audi's entry into a highly emotional market segment. The Audi A5 unies fascinating design with outstanding driving dynamics, driving sophistic ation and exceptional quality. With its Nuvolari quattro study, Audi had previously unveiled to great acclaim its vision of a powerful and stylistically condent coup with impressive performance and a progressive design in a highquality package. However, the production model which has evolved from this idea surpasses the even the Nuvolari. The new Audi A5 is the epitome of sportiness and elegance. At the same time, the Coup offers a driving experience of outstanding dynamics. Audi has created a new concept for it: Grand Coup - grand in appearance and driveability, generous in spaciousness and comfort. Coup drivers make their choice of car on a very emotional level, and the main motive for buying a sporty two-door car is its design. And in that regard, the Audi A5 truly speaks for itself. This model also represents the culmination of the equally progressive and stylistically condent Audi styling idiom. The sporty silhouette and precise lines combine with the muscular body, expressive front end and bold rear end to create a perfect and highly desirable coup. "The Audi A5 is the most beautiful car I have ever designed", assures Walter deSilva. The proportions of the coup are characterised by a very broad and at prole, short front overhang and an elongated transition from the C-post to the small boot lid. The singleframe grille is the hallmark of the new Audi generation, while the slender, rectangular headlights and the large air scoops make the car look wider from the front. Likewise the rear end: striking horizontal lines and broad rear lights underscore the sporty appeal of the A5.

Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Occupant protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Infotainment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

The Self-Study Programme teaches the design and function of new vehicle models, automotive components or technologies. The Self-Study Programme is not a Repair Manual! The values given are intended as a guideline only and refer to the software version valid at the time of publication of the SSP . For maintenance and repair work, always refer to the current technical literature.

Reference

Note

Introduction

Overview

392_037

Body

Bodyshell
The extremely high rigidity of the bodyshell typical provides precise handling and a pleasant feeling of solidness and comfort. In the case of the Audi A5, the engineers have succeeded in achieving a high degree of sportiness and agility combined with exceptional vibration comfort. Cutting-edge technology, such as tailored blanks of various wall thickness and weldbond joining, have made possible a lightweight body construction. Likewise the aluminium front wings. The largely smooth underbody cladding enhances the aerodynamics of the Audi A5. All these efforts have resulted in a very high degree of rigidity in addition to a low body weight and wellbalanced axle load distribution.

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392_140

Body

Materials
In future body construction, lightweight build and rigidity of the overall structure will be key factors. The most recent innovation in this area is what is known as ultra high strength hot-formed steel, which is used for the rst time in multiple applications on the Audi A5/S5. The existing joining techniques were modied accordingly.

Conventional deep-drawn steel Higher-strength steel High-strength steel

Ultra high strength steel Ultra high strength hot-formed steel Aluminium

The body construction is a testimony to Audi's experience in lightweight design and its knowledge of innovative welding and joining techniques. Here are examples: body weight was reduced by 17.6 kilogrammes through the use of hot formed steel joining techniques were employed in a property-oriented manner, i.e. according to component-specic load tailored blanks of various wall thickness were used to increase overall body rigidity aluminium wings

392_091

The result of these efforts is a very high rigidity in addition to low body weight and a well-balanced axle load distribution. For the occupants of the Audi A5/S5 this means a marked improvement in safety, agility and driving dynamics. Body vibration has also been reduced, bringing a further noticeable improvement in driving comfort.

Body

Repair concept of hot formed steel

Hot formed steel is used in the following areas: B-post Sill inner side Rear longitudinal beam Tunnel reinforcement Tunnel bridge Longitudinal beam reinforcement

392_089

New repair methods are required for the repair of hot formed steel. Straightening and reshaping even of minor deformations are not possible due to the high tensile yield strength and the rebound effect of hot formed steel. A damaged component must be completely cut out and partially replaced in accordance with the manufacturer's specications. The use of butt welding for the repair of hot formed, ultra high strength steel causes weakening in this region because of microstructural changes in the material arising from the heat input into the material during the welding process.

For this reason, suitable service solutions were incorporated into the development of the body structure. This means that affected components can be replaced wholly or partially in special parting sections (depending on energy ow).

Upper area of the B-post: The parting cut must be made as described in the Workshop Manual on General Body Repairs. Lower section of B-post: possible using a service part. The parting cut must be made as described in the Workshop Manual on General Body Repairs.

Rear longitudinal beam: As a tailored blank component, the rear longitudinal beam was designed in such a way that the ultrahigh-strength section will only deform if major damage occurs to the surrounding body structure and straightening and reshaping are no longer possible. Partial replacement of the rear longitudinal beam is possible. The parting cut must be made as described in the Workshop Manual on General Body Repairs.

392_090

Tailored blank components: Hot formed steel - high-strength steel

Occupant Protection

Occupant protection system on the new Audi A5

The Technical Development Team of Audi AG was tasked with developing a high-quality occupant protection system. Compliance with current legislation and consumer protection tests is only one of the many safety requirements. In addition analyses of actual accidents in road trafc were included into the development process. Audi's in-house requirements presented additional challenges to the development team.

The occupant protection system on the Audi A5 comprises the following components and systems: Airbag control unit Driver airbag, two stage Front passenger airbag, adaptive Front side airbags Head airbags (sideguard) Crash sensors for front airbag (upfront sensors) Crash sensors for side impact detection in the doors Crash sensors for side impact detection in the C-posts Front belt tensioner with switchable belt force limiter Battery disconnect Seat belt reminder for driver and front passenger Seat belt switch, driver and front passenger side Seat occupied recognition feature in the front passenger seat Driver and front passenger seat position detection Backguard

The vehicle is optionally available with a key switch for deactivating the front passenger front airbag with associated warning lamp. Due to the various requirements and statutory market regulations incumbent upon vehicle manufacturers, equipment can vary, particularly for the US market.

Legend: E24 E25 E224 Driver side belt switch Front passenger side belt switch Airbag disabling key switch, front passenger side (optional) J393 J533 J623 K19 K75 K145 N95 N131 N132 N153 N154 N199 N200 N250 N251 N252 N253 T16 Convenience system central control unit Data bus diagnostic interface (Gateway) Engine control unit Seat belt warning system warning lamp Airbag warning lamp Passenger airbag off warning lamp (optional) Airbag igniter, driver side Front passenger side airbag igniter 1 Front passenger side airbag igniter 2 Driver seat belt tensioner igniter -1Front passenger seat belt tensioner igniter -1Side airbag igniter, driver side Side airbag igniter, front passenger side Driver side airbag igniter -2Driver side curtain airbag igniter Front passenger side curtain airbag igniter Battery isolation igniter Connector, 16-pin, diagnostic port

G128 Seat occupied sensor, front passenger side G179 Side airbag crash sensor, driver side (driver door) G180 Side airbag crash sensor, front passenger side (front passenger door) G256 Rear side airbag crash sensor, driver side (C-post) G257 Rear side airbag crash sensor, front passenger driver side (C-post) G283 Driver side front airbag crash sensor (left front end) G284 Front passenger side front airbag crash sensor (right front end) G551 Belt force limiter, driver side G552 Belt force limiter, front passenger side G553 Seat position sensor, driver side G554 Seat position sensor, front passenger side J234 J285 Airbag control unit Control unit with display in dash panel insert

10

392_010

11

Occupant Protection

Airbag control unit J234

The airbag control unit J234 and the electronics integrated therein basically have the following main tasks: Collision detection (front, side, rear) Evaluation of all input information Dened deployment of the belt tensioners, airbags and battery disconnect Dened deployment of the second airbag stage (driver side) Control of the adaptive front passenger front airbag Belt force limiter control Seat belt reminder control Continuous monitoring of the complete airbag system Independent energy supply via capacitor for a dened period of time (up to 200 ms) Fault indication via failure warning lamp Storage of fault and crash information Indication of a collision event to other system components via powertrain CAN bus

The airbag control unit is integrated within the powertrain CAN data bus so it can exchange information with other control units. An airbag control unit can only be replaced using a VAS tester and the "Guided Fault Finding" or "Guided Functions" application.

Airbag control unit J234

392_012

12

Airbag igniter, driver side N95 Driver side airbag igniter -2- N250
As with other Audi models, the Audi A5 is equipped with a two-stage driver front airbag. The airbag control unit J234 is capable of adapting the interval between the two ignition stages depending on the accident severity and type. In any event, both propellant charges are ignited. This prevents the propellant charge from remaining active after the airbag has deployed.

Schematic diagram of the gas generator

Ignition charge Propellant charge 1

Housing End cap

Metal lter

Metal lter

392_013

Nozzle ports Igniter 1 Igniter 2 Propellant charge 2

Propellant charge 1

Igniter 1 activated by the airbag control unit J234 res ignition charge. The actual propellant charge 1 is ignited via nozzle bores. If the gas pressure produced by the burn-off of propellant charge 1 exceeds a predened value, the gas generator housing deforms thereby opening the path via the metal lter to the airbag. The airbag unfolds and is inated.

On expiration of a predened interval, the airbag control unit J234 energises the igniter 2. which directly ignites the secondary propellant charge. When a set pressure is exceeded, the developing gas lifts the cap off the second-stage chamber and ows through the stage 1 combustion chamber and into the airbag.

13

Occupant Protection

Front passenger side airbag igniter 1 N131 Front passenger side airbag igniter 2 N132
The Audi A5 is the rst vehicle in the Audi model range to be equipped with an adaptive front passenger airbag. It takes the form of a single-stage hybrid gas generator with a second discharge port. This type of gas generator allows variable degrees of ination of the front passenger airbag. The airbag control unit J234 determines the interval between activation of the two igniters based on accident severity and front passenger seating position.

The pyrotechnic propellant charge which is activated by airbag control unit J234 is integrated in the pressurised gas bottle. The so-called cold gas in the pressurised gas bottle is pressurised to approx. 400 bar and is a mixture of approx. 95 % argon and approx. 5 % helium.

The schematic diagrams below show the gas generator. Ignition charge Pressurised gas bottle Igniter 2

392_001 Igniter 1 Propellant charge Rupture disc 1 Rupture disc 2

The ignition charge red by igniter 1 ignites the actual propellant charge. The pressure inside the pressurised gas bottle increases, bursting rupture disc 1 at a certain pressure. The gas mixture inates and unfolds the airbag.
Ignition charge

392_002 Igniter 1 Propellant charge Rupture disc 1

After a dened interval, the airbag control unit J234 activates igniter 2. A targeted pressure pulse from igniter 2 causes rupture disc 2 to burst. A portion of the remaining gas from the pressurised gas bottle now ows into the atmosphere, and no longer into the airbag.
Rupture disc 2 Igniter 2

392_003

14

Side airbag igniter, driver side N199 Side airbag igniter, front passenger side N200
The side airbags are so-called "Soft Cover Modules". In these modules, the plastic case which encloses the entire airbag module has been replaced by a textile sleeve. The soft surface of the textile sleeve allows better integration of the airbag module in the seat back. The lower weight of the sheath is a further advantage.

Side airbag unfolded

392_025

The airbag control unit J234 energises the corresponding side airbag igniter. The ignition charge red by the igniter in turn ignites the actual propellant charge. The developing gas is cleaned by the metal lter and cooled down, unfolding and inating the airbag.

Schematic diagram of the gas generator

Discharge port

Metal lter

Ignition charge

Propellant charge

Igniter

392_026

15

Occupant protection

Driver side curtain airbag igniter N251 Front passenger side curtain airbag igniter N252
The head airbags on the Audi A5 extend from the A post to the C post and therefore cover almost the entire side window area. This method of installing the airbags ensures that the occupants are well protected in the event of a side impact.

Head airbag unfolded

392_023

A hybrid gas generator performs the task of inating the head airbag. A pressurised gas bottle is lled with compressed gas. The gas is pressurised to approx. 450 bar and is approx. 95 % argon and 5 % helium. The igniter is activated by the airbag control unit J234. The propellant charge is ignited as a result. The combustion of the propellant charge produces a gas pressure which causes the rupture disc 1 to burst. The gas pressure expands inside the pressurised gas bottle and causes rupture disc to break at a dened pressure. The gas mixture ows through the lter into the airbag.

Schematic diagram of the gas generator

Igniter

Propellant charge

Filter

Filter

392_024

Rupture disc 1

Pressurised gas bottle

Rupture disc 2

16

Driver seat belt tensioner igniter -1- N153 Front passenger seat belt tensioner igniter -1- N154
The Audi A5 is equipped with driver and front passenger belt tensioners. So-called band tensioners are used on all models world-wide.

The schematic diagrams below show the principle of the belt tensioner.

Electrical connector Igniter

A metal band is wrapped around the seat belt retractor shaft. Both open ends are connected to the seat belt retractor shaft. The closed end is looped around the belt tensioner igniter.
Metal band

Seat belt retractor shaft

Metal band loop

392_014

Electrical connector Igniter

If the igniter is ignited by the airbag control unit J234. The loop of the metal band enlarges due to the evolving pressure. The movement of the metal band exerts a pull on the seat belt retractor shaft, which thereupon begins to rotate tensioning the seat belt.
Metal band

Seat belt retractor shaft

To reduce the pressure losses, the housing cover surface between which the metal band moves is coated with a lm of silicone.

Metal band loop

392_022

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Occupant Protection

Belt force limiter, driver side G551 Belt force limiter, front passenger side G552
The front inertia-reel seat belts have a two-stage belt force limiter. In the event of a collision, the belt tensioners (band tensioners) are ignited rst. The belt tensioner retracts the seat belt as far as possible. The inertia-reel seatbelt subsequently blocks the seat belt retractor shaft and prevents the seat belt from unwinding, which would otherwise occur due to the forward motion of the vehicle occupants. If the occupant's body now moves further forwards due to deceleration, the belt force limiter will allow limited unwinding of the seat belt upwards of a dened force.

Torsion shaft 2

Igniter

Spline end

Gear 2

Seat belt retractor shaft The schematic diagrams on the right show the principle of the belt force limiter. Gear 1

392_015 Torsion shaft 2 subjected to torsion

Spline end

Spline end decouples gears 1 and 2

The seat belt retractor shaft is designed as a torsion shaft and is connected to torsion shaft 2 via gears 1 and 2. Both torsion shafts are subjected to torsion (high belt force).

Gear 2

Gear 1

Seat belt retractor shaft (subjected to torsion)

392_017

392_018

Torsion shaft 2

Depending on accident severity and seating position, the airbag control unit J234 decides when the belt force limiter igniter is activated. The second torsion shaft is decoupled. The seat belt retractor shaft now counteracts by itself the seat belt unwinding force (low belt force level). To ensure a good level of occupant protection, the belt tensioner, belt force limiter and front airbags work in concert with one another. In a side or rear collision, the belt force limiter igniters are not activated.

Igniter

Spline end

Gear 2

Seat belt retractor shaft

Gear 1

392_016 18

Seat position sensor, driver side G553 Seat position sensor, front passenger side G554
The driver and front passenger seats on the Audi A5 are equipped with seat position sensors G553 and G554. They are of the type Hall sensor. Based on the power consumption of the seat position sensors, the airbag control unit J234 is able to determine whether the seats are located in the front third or in the rear two thirds of the seat adjustment range. The airbag control unit J234 uses this information to activate adaptivity of the belt force limiter and the front passenger airbag to the correct timing. If the seat is in the front third of the adjustment range, the airbag control unit J234 can activate igniter 2 of the adaptive airbag earlier than if the seat was in the rear two thirds of the adjustment range. The earlier ignition of the second igniter makes the airbag softer and allows smaller individuals to sink into the airbag in a controlled fashion. The belt force limiter igniters G551 and G552 are also activated earlier. Thus, the restraint systems are adapted to the accident situation and seat position. Again, the following rule of thumb applies: A correctly adjusted seat, correct seating position and a correctly fastened seat belt are the basic requirements for effective occupant protection.

The seat position recognition sensors work in conjunction with the seat rails mounted on the tunnel side. If the seat occupied recognition sensor is located above the seat guide rail attached to the vehicle, its power consumption is approx. 5 - 7 mA. The airbag control unit J234 determines that the seat is in the back position.

Seat guide rail on seat

392_008

Seat position sensor

Seat guide rail on vehicle

Seat guide rail on seat

If the seat is pushed forward and the seat position sensor moves beyond the seat guide rail attached to the vehicle, the power consumption of the sensor increases to approx. 12 - 17 mA. The airbag control unit J234 determines that the seat is in the front position.
392_009

Seat position sensor

Seat guide rail on vehicle

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Occupant Protection

Battery isolation igniter N253

The battery isolation igniter N253 disconnects the vehicle battery from the starter and alternator in the event of a collision. Use is made of a pyrotechnic component, which is activated by the airbag control unit J234 upon deployment of the airbag in an accident of high severity. In the event of a rear collision, only the belt tensioners and the battery isolation igniter are activated. If the pyrotechnic propellant charge is ignited, the resultant gas pressure displaces the bolt of a piston and disconnects the two terminals. After activation, the battery isolation igniter must be replaced.
Battery isolation igniter

Bolt

Connecting element with terminals

392_019

Igniter

The battery isolation igniter N253 is located in the main fuse box directly on the battery in the boot of the Audi A5.

Battery isolation igniter

Battery isolation igniter

392_011

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Supplements to the occupant protection system for specic markets

To bring the Audi A5 into compliance with the statutory and market-specic requirements of several countries, the occupant protection system can be equipped with additional functions and components. Possible additional systems are: seat occupied recognition sensor, front passenger side knee airbags adaptive driver airbag rear belt tensioner (ball-gear) seat belts with "child seat restraint" function (front passenger seat and rear seats)

Seat occupied recognition, front passenger side

The front passenger seat occupied recognition system is also used in other Audi models, e.g. Audi Q7. However, the component parts of the system have been adapted to suit the Audi A5. The system basically comprises the following components: Seat squab Sensor mat for seat occupied recognition These components form a single unit and Pressure sensor for seat occupied recognition G452 must not be separated from each other. Seat occupied recognition control unit J706 Front passenger side belt switch E25 Seat belt force sensor for seat occupied recognition G453 Front passenger side airbag deactivated warning lamp K145 (PASSENGER AIRBAG OFF) Airbag control unit J234

View inside the dash panel Gas generator

Knee airbag igniter, driver side N295 Knee airbag igniter, front passenger side N296
Ignited knee airbags allow the occupants to participate earlier in vehicle deceleration. On the driver side, the knee airbag can be found in the footwell trim panel below the dash panel. On the front passenger side, the knee airbag can be found behind the glove box lid. Hybrid gas generators are used as gas generators.

Airbag

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Occupant protection

Airbag igniter, driver side N95 Driver side airbag igniter -2- N250
In several markets the Audi A5 is equipped with an adaptive driver airbag. It is a single-stage solid fuel generator with an additional igniter. The airbag control unit J234 activates igniter 1. The ignition charge is thus ignited. The actual propellant charge is then ignited via nozzle ports. If the gas pressure produced by the combustion of the propellant charge exceeds a dened value, the gas generator housing deforms thereby opening the path via the metal lter to the airbag. The airbag unfolds and is inated.

Schematic diagram of the gas generator Housing Propellant charge Ignition charge End cap

Metal lter

Metal lter

392_004 Cord Nozzle port

Igniter 1 Igniter 2 Nozzle port

An additional igniter, driver side airbag igniter -2- N250. is attached to the back of the airbag. A cord which seals an additional discharge port is wrapped around this igniter.

Cord

Igniter 2 Igniter 1

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Cord

Discharge port

As long as the cord is held in place by the igniter, this discharge port is sealed.

Band

392_007

Discharge port

The airbag control unit J234 activates igniter 2. The igniter housing ruptures and the cord is released. The volume of the airbag increases by approx. 4 litres and the additional discharge port is opened. Now more gas can escape through this discharge port when the occupant sinks into the airbag. The airbag is "softer" for the occupants.

392_006

The vehicle airbag's gas generator is oating-mounted in a rubber ring, depending on model. This allows vibrations to be minimised at the steering wheel.

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Engine

3.0l V6 TDI Common Rail

Technical features
Chain drive on the transmission side Common rail injection system with 1600 bar injection pressure 8-port piezoelectric injectors Turbocharger with variable turbine geometry Steel glow elements Diesel particulate lter

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180

600 550 500 450 400 350 300 250 Nm 150 100 50 0 1000 2000 3000 4000 0 5000

Torque/power curve

165 150

Max. torque in Nm

135 120

Max. power output in kW

105 90 75 kW 45 30 15 0
Engine speed rpm

Specications
Engine code Type of engine Displacement in cm3 Max. power output in kW (bhp) Max. torque in Nm Number of valves per cylinder Bore in mm Stroke in mm Compression ratio Firing order Engine weight in kg Engine management Fuel grade Exhaust emission standard CAPA V6 diesel engine with 90 included angle 2967 176 (238 bhp) at 4000 rpm 500 from 1750 to 2750 rpm 4 83 91.4 17.0 : 1 143625 approx. 221 Bosch EDC 16 CP Diesel EU 5

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4.2l V8 FSI engine

Technical features
Chain drive on the transmission side Selective petrol direct injection system (FSI) Pencil ignition coils 2 primary catalytic converters and 2 main catalytic converters 4 oxygen sensors

392_033

Torque/power curve

300 270

500 450 400 350 300 250 200 Nm 100 50 0 0 2000 4000
Engine speed rpm

Max. torque in Nm

240 210

Max. power output in kW

180 150 120 kW 60 30 0 6000

8000

Specications

Engine code Type of engine Displacement in cm3 Max. power output in kW (bhp) Max. torque in Nm Number of valves per cylinder Bore in mm Stroke in mm Compression ratio Firing order Engine weight in kg Engine management Fuel grade Exhaust emission standard

CAUA V8 90 included angle 4V FSI 4163 260 (354) at 7000 rpm 440 at ~3500 rpm 4 84.5 92.8 12.5 : 1 15486372 approx. 198 Bosch MED 9.1.1 RON 98. 95 EU 4/LEV II

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Engine

Fuel system
The following applies to all variants: The fuel tanks are of unitary construction and are made of plastic. To stabilise the sender-delivery unit supported by the base of the fuel tank, U-shaped channels have been incorporated into the bottom of the tank. Three-conductor sliding contact potentiometers are used as fuel gauge senders. Front-wheel drive models have a tank capacity of 65 litres, while the tank capacity on quattro models is only 64 litres to allow for the additional rear axle drive. In petrol engines, the fuel lter and pressure limiting valve are integrated in the fuel tank. They are designed for lifetime use.

Fuel tank of FSI quattro

Refueling vent line Roll over valve (ROV)

ACF breather line

Sender-delivery unit

392_074

Pre-heater line

Fuel lter Multifunction unit with roll over valve and lever type sensor in secondary chamber Supply line

26

If servicing is required, two fuel delivery units are available as spare parts. A distinction is made here between petrol and diesel engines. The quattro variant is always supplied in combination with a pre-heater. In this case, the unused terminals are sealed using cell plugs and dummy plugs. These plugs can be ordered from the electronic parts catalogue (ETKA). The uid level sensors, the suction jet pumps and the fuel lter are also available as replacement parts.

Fuel tank of TDI Front

Breather line

Roll over valve ROV

Refueling vent line

Pre-heater line

Sender-delivery unit 392_075

Supply line

Note When carrying out work on the fuel system, please adhere closely to the instructions in the Workshop Manual. If the sender-delivery unit is installed incorrectly, the fuel level may be falsely indicated, causing the vehicle to break down.
Return line

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Engine

Upshift indicator

392_056

Function The upshift indicator in the driver information system is a new function which is designed to help the driver to reduce fuel consumption. The function is integrated in the engine management software. It is used on all petrol and diesel models with manual gearbox. As modern vehicle engines deliver high torque even at low rpm, it is often possible to drive in a higher gear. In this case, a gearshift recommendation is indicated to the driver via the driver information system. The gearshift recommendation may involve skipping a gear. The actual gear position is indicated continuously in the driver information system. This information is derived from the actual engine speed and road speed signals. Neither the actual gear position nor any gearshift recommendations are indicated while the clutch is actuated (for longer than 2 seconds). No gearshift recommendation is given when the engine is operating at full throttle either. Normally no gearshift recommendation is issued when the vehicle is in overrun. However, if the engine speed drops below a critical threshold, a recommendation to shift down a gear will be given. To implement the "upshift indicator" function, the engine control unit requires information from the steering angle sender G85, the ABS control unit J104 and the convenience system central control unit J393, in addition to its ECU parameters. The engine control unit receives this information via CAN bus.

Indicator The gearshift recommendation computed by the engine control unit is transmitted via CAN bus to the dash panel insert and displayed in the driver information system. There are two possible states of the display: 1. The actual gear position is displayed with or without a gearshift recommendation. 2. No display. This is the case if the clutch is actuated for longer than 2 seconds or if the driver has deactivated the function on the MMI.

Reference For further information, please refer to SSP 393 "Audi A5 Convenience Electronics and Driver Assist Systems".

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Notes

29

Transmission

Power transmission
New engine-gearbox conguration
Newly developed manual and automatic gearboxes are used on the new Audi A5/S5. Meeting the development goals of improved pedestrian safety, extended wheelbase, optimised axle load distribution, more precise handling, and a short front overhang,

made it necessary to adopt a new engine-gearbox conguration in the front section of the vehicle.

Engine-gearbox conguration of the Audi A4 (8E) with new axle ange and axle position on the Audi A5/S5 (engine/gearbox - 3.0l TDI/0A3)

Wheel centre Audi A4 (8E) (axle position)

Wheel centre on the Audi A5 (axle position)

Position of the ange shaft on the Audi A4 (8E)

Position of the ange shaft on the Audi A5

392_098

The new engine-gearbox conguration is only possible by moving the front axle drive (differential) forward of the clutch or torque converter. The new positioning of the differential shifts the front axle ange shafts forwards 152 mm (on the Audi A8 it was 103 mm) and simultaneously approx. 30 mm upwards. The front axle ange shaft had to be additionally shifted upwards to accommodate the new steering gear position.

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Silhouettes of the Audi A4 (8E) (grey) and the Audi A5 (blue) superimposed with the same axle position (engine/gearbox - 3.0l TDI/0B4)

Axle position Audi A4 (8E)/Audi A5/S5 (wheel centre)

392_100

This diagram shows how the specied development goals have been met by virtue of the new engine-gearbox conguration.

In all gearboxes, the new position of the differential is now on the right-hand side in the direction of travel projecting beyond the gearbox ange. Similar to the automatic gearbox 09E introduced on the Audi A8 (D3) in mid 2000. refer to SSP 283. As shown in the illustration on the right, the ange shaft is very close to the gearbox ange.

Final drive/differential Flange shaft 392_101

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Transmission

Manual gearboxes
In general, only six-speed manual gearboxes are used. There are two gearbox series, each of which is available in front and four wheel drive versions. Manual gearbox 0B4 will be used at the start of production. In the course of model updating, the following manual gearboxes will be introduced depending on engine type. The illustration shows the 0B4 gearbox. The 0B3 gearbox identical to the 0B4 gearbox, apart from the quattro modications (one and the same gearbox series). Gearbox 0B2 - the quattro version - and the 0B1 gearbox - the front wheel drive version - are based on the same basic concept as the 0B4/0B3 gearbox, but differ with respect to a number of design details, dimensions and specications. Gearboxes 0B2 and 0B1 form a further, separate gearbox series. The special codes shown here apply to both gearbox series.

Clutch module (dual-mass ywheel and clutch) with single-plate clutch or double-plate clutch (3.0l TDI only)

392_102

Maintenance friendly position of the clutch slave cylinder

Oil level check screw

Cover/service port (access to the threaded connections clutch module/driving plate)

Six-speed manual gearbox 0B4

Engine combinations 4.2l FSI V8/4V 260 kW (353 bhp), 440 Nm 3.0l TDI CR V6/4V 175 kW (238 bhp), 500 Nm

Some screws are made of aluminium 392_103

Press t gauge for all shaft oil seals, refer to SSP 363 page 31

New reversing light switch with 1st and 2nd gear recognition, refer to page 40

32

Six-speed manual gearbox 0B4

Final drive/differential upstream of the clutch module (dual-mass ywheel and clutch)

Transmission shafts mounted in 3 bearings

Sealed ball bearing

Spur pinion for inclined side shaft with beveloid gearing (special tooth geometry)

392_104

Welded crown wheel and special tooth geometry due to inclined side shaft

Side shaft inclined in two planes

Note Note the particularities to be observed with regard to the clutch module when removing and installing the gearbox, as well as the xing of the clutch module for transportation of the gearbox. Refer to the Workshop Manual.

Self-locking centre differential with 40/60 asymmetric-dynamic torque split. Also refer to SSP 363 from page 18

33

Transmission

Six-speed manual gearbox 0B3

Engine combinations 2.7l TDI CR V6/4V 140 kW (191 bhp), 380 Nm to be introduced at a later date

392_105

392_106

Six-speed manual gearbox 0B2

Engine combinations 3.2l FSI V6/4V AVS 195 kW (265 bhp), 330 Nm 2.0l TFSI R4/4V AVS 155 kW (211 bhp), 350 Nm to be introduced at a later date

to be introduced at a later date

392_107

392_108

34

Six-speed manual gearbox 0B1

Engine combinations 1.8l TFSI R4/4V 125 kW (170 bhp), 250 Nm 2.0l TDI CR R6/4V 120 kW (163 bhp), 350 Nm to be introduced at a later date

to be introduced at a later date

392_109

392_110

Specications Manual gearboxes

Service code Manufacturer code Development/manufacturer Weight (excluding oil, without clutch) Max. torque in Nm Shaft spacing in mm Oil capacity in l 3.5 (V8 FSI) 3.8 (V6 TDI) 0B4 ML451-6Q 0B3 ML351-6F 0B2 ML311-6Q Audi/VW-Kassel 77.1 78.6 68 0B1 ML311-6F

Getrag, Audi/Getrag 86.1 (V8 4.2 FSI) 88.2 (V6 3.0 TDI) 500 82 3.5 4.33

400

350 77.35 3.8

Housing

3-piece Aluminium with bolted sheet-steel bearing support with triple-cone synchroniserson 1st and 2nd gear with double-cone synchronisers on 3rd to 6th gear

3-piece Aluminium with bolted sheet-steel bearing support Triple-cone synchronizeron 1st gear Double-cone synchronizeron 2nd gear Single outer cone synchronizer (Audi system) on 3rd to 6th gear and reverse 6-speed currently up to 6.0 (up to 7.5 theoretically possible) quattro 40/60

Synchromesh

Gearbox ratio spread

6-speed currently up to 6.8 (up to 7.5 theoretically possible) quattro 40/60

Four-wheel drive/ torque split

35

Transmission

Clutch module
The new position of the differential required, in addition to the modications to the gearboxes, a new clutch and dual-mass ywheel design. The dual-mass ywheel and the clutch form a unit, the so-called clutch module. The clutch module is now mounted into the clutch bell housing before the engine and gearbox are assembled. The threaded connection to the crankshaft is made by means of a driving plate, as is the case with automatic gearboxes. Before removing and installing the clutch module, the left ange shaft must be removed. The threaded connection between the clutch module and the driving plate is made by means of a shaped metal plate - the so-called driveplate - in such a manner that the clutch module is shifted further back to create the space required to accommodate the left ange shaft. As a result of this ingenious solution, the complete drive unit is now closer to the centre of the vehicle. The resulting advantages derive from the development aims listed on page 30.

Driveplate

Flange shaft

392_111

Driver plate

Note The repair procedures for the new gearbox generation and the new clutch module are different in several respects (refer to the Workshop Manual).
Needle bearing/ pilot bearing

392_141

36

Double-plate clutch
A special feature is the double-plate clutch. The double-plate clutch is currently used only in the 0B4 gearbox in combination with the 3.0l TDI engine. The Advantage of a double-plate clutch is the high amount of torque transmissible and durability combined with relatively small diameter. As shown, there is an intermediate plate between the two clutch plates. This creates four friction surfaces which are capable of transmitting twice as much torque as a single-plate clutch of identical size and contact pressure. Needless to say, the double-plate clutch has a selfadjusting clutch pressure plate. To minimise the size and weight of the double-plate clutch despite the large number of components involved, one of the two clutch plates is integrated into the clutch pressure plate. They therefore cannot be replaced separately. When replacing a clutch, it is necessary to replace the clutch pressure plate as well.

Dual-mass ywheel Driveplate

Clutch pressure plate

392_112

37

Transmission

Components of the double-plate clutch

Clutch plate 2 with torsion damper

Clutch pressure plate

Intermediate plate with tangential leaf springs

Clutch plate 1 with driver

Thrust plate with tangential leaf springs

392_113

Tangential leaf springs

Senso diagphram spring

Housing cover with helper spring and stop for clutch release

Adjusting ring with compression springs

Dual-mass ywheel
Main diaphragm spring Compression spring with inner spring (inner damper)

Driveplate

Flywheel bearing

Flywheel

392_114

Bow spring with inner spring (outer damper)

38

Clutch module versions

As previously, clutch pressure plates are available with/without self-adjustment and there are two versions of the self-adjusting clutch pressure plates. By way of example, several versions of the clutch module are listed below in order to highlight the typical differences.

Single-plate clutch (4.2l V8 FSI) Systems supplier LuK Diameter of clutch plate 240 mm with torsion damper Clutch pressure plate with adjustment system "SAC" by LuK. These pressure plates can, and must, generally be reset when only the clutch plate is replaced. Single-stage dual-mass ywheel Weight 20.4 kg

392_115

Double-plate clutch (3.0l V6 TDI) Systems supplier LuK Diameter of clutch plates 2x 228 mm with torsion damper Clutch pressure plate with adjustment system "SAC" by LuK. Two-stage dual-mass ywheel Weight 21.3 kg

Note As one of the two clutch plates is a component part of the clutch pressure plate, the clutch pressure plate must always be replaced together with the 2nd clutch plate when replacing the clutch (same part number).

392_116

Single-plate clutch (2.0l TDI) Systems supplier ZF Sachs Diameter of clutch plate 240 mm without torsion damper Clutch pressure plate with adjustment system "XTend" by ZF Sachs. These pressure plates cannot be reset. They have to be replaced together with the clutch plate. Single-stage dual-mass ywheel Weight 17.6 kg

392_117

Reference For information about the "SAC" clutch pressure plate, please refer to SSP 198. For further information about the clutch module, refer to the forthcoming self-study programmes on the new "gearbox generation".

39

Transmission

Reversing light switch F4

The reversing light switch F4 is a so-called double-stroke switch with two switches, "R" and "V".

Switch "R" is required for the following functions: Activation of the reversing lights Automatic dimming rear view mirror/ exterior mirror (and fold-back function) control unit Trailer control unit Hill Start Assist (electric parking brake) Audi hold assist (ESP)

Switch "V" is required for the following functions: Hill Start Assist (electric parking brake) Audi hold assist (ESP) Information path: F4 > discrete line > J519 onboard power supply control unit > convenience CAN bus > J533 gateway > * * for information on the corresponding control units and the associated bus system, refer to CAN topology. J519 conditions the signals from switches "R" and "V" accordingly and sends a corresponding message to the gateway.

Gear position - neutral Locking bushes

Reversing light switch F4

Selector shaft with shift cylinder

392_118 F4

Shift matrix - switch position/tappet stroke

to J519 pin B21

Switch "R"

100 % geschlossen

Tolerance

100 % open

Terminal 31

Switch "V"

100 % closed

Tolerance

to J519 pin B13

Tappet stroke in mm 392_120

392_119

F4 J519

Reversing light switch Onboard power supply control unit

Note Special tool T40138 are available for removing the connector from switch F4. Test cable VAS 5257 is available for testing switch F4.

40

Gear position - 1st gear

F4

392_124 Gear positions - 2nd gear

392_122

392_123

Switch "V" is closed when 1st gear or 2nd gear is engaged (and when reverse gear is engaged). It supplies an earth signal to the onboard power supply control unit J519 (containing the information "1st or 2nd gear engaged/forward drive"). In all other gears, the switch is "open".

Gear position - reverse F4

392_125

392_121

Switch "R" is closed when reverse gear is engaged. It supplies an earth signal to the onboard power supply control unit J519 (containing the information "reverse gear engaged/ reverse travel"). In all other gears, the switch is "open".

41

Transmission

Automatic transmission
multitronic 0AW
Again, all vehicles with automatic gearbox and front-wheel drive are equipped with multitronic. The multitronic system had to be modied for use on the Audi A5 due to the repositioning of the differential. Proven components have been further optimised. Maximum gearbox input torque is 380 Nm. In driving program "S", eight stepped ratios are used. This enhances the engine speed dynamics from the driver's point of view. The improved driving program underscores the sporty characteristics of the Audi A5. The proven CVT mode is used in driving program "D". An eight-speed variant is used in tiptronic mode, see also SSP 325 on page 89.

Final drive/differential upstream of the dual-mass ywheel and the clutch

392_126

narrower and lighter chain

Weight: approx. 118.5 kg Power optimised suction jet pump

Integrated ATF lter

Engine combinations 3.2l FSI V6/4V AVS 195 kW (265 bhp), 330 Nm to be introduced at a later date 2.7l TDI CR V6/4V 140 kW (191 bhp), 380 Nm to be introduced at a later date 120 kW (163 bhp), 380 Nm to be introduced at a later date 1.8l TFSI R4/4V 125 kW (170 bhp), 250 Nm to be introduced at a later date

42

Seven-plate clutch for forward gear clutch and reverse gear clutch Torque sensor in two versions: A two-stage torque sensor, refer to SSP 228 for engines up to 320 Nm B torque sensor with variable torque / pressure characteristic for engines with 320 Nm or higher

new planetary gear set with approx. 20 % shorter ratio in reverse gear

All outer gearbox screws are made of special aluminium

Press t gauge for shaft oil seals

392_127

additional gear wheel step to nal drive power optimised oil pump integrated in the hydraulic control unit

new ATF (automatic transmission uid)

Variator with larger axle spacing and a spread of 6.7

Reference For further information about the new "multitronic 0AW ", please refer to the accompanying self-study programme. For further information on the multitronic 01J, please refer to SSP 228.

43

Transmission

Six-speed automatic gearbox 0B6

Vehicles with quattro four-wheel drive and automatic gearbox are equipped with the new six-speed automatic gearbox 0B6 by systems supplier ZF Getriebe GmbH. The 0B6 gearbox is a further development of the 09E gearbox, refer to SSP 283/284. Torque capacity is dened at 580 Nm for petrol engines and 650 Nm for diesel engines. The 0B6 gearbox is a derivative of the new second generation six-speed automaticgearbox series. ZF, working in conjunction with Audi's engineers, adapted the gearbox to new engine-gearbox conguration of the Audi A5. The second generation six-speed automatic gearbox by ZF is notable in particular for its extremely short reaction times. The shift dynamics are about 50 percent better, which in turn signicantly increases the driving dynamics.

Final drive/differential upstream of the torque converter

Self-locking centre differential with asymmetric-dynamic 40/60 torque split

392_128

The new mechatronics allow extremely short reaction times.

The use of a new two-damper converter in the diesel engine allows the lockup clutch to close earlier. This in turn improves fuel economy and provides a more direct driving dynamic.

Engine combinations 3.2l FSI V6/4V AVS 195 kW (265 bhp), 330 Nmto be introduced at a later date 4.2L FSI V8/4V 260 kW (353 bhp), 440 Nmto be introduced at a later date Reference For further information about the new automatic gearbox 0B6, please refer to the accompanying self-study programme. 3.0l TDI CR V6/4V 176 kW (240 bhp), 500 Nmto be introduced at a later date

44

Removing and installing the gearbox

Before detaching the gearbox from the engine, the threaded connection between the driveplate and the driving plate must be undone. To facilitate this assembly procedure, all gearboxes now have a large port on the base of the gearbox bell housing. The starter does not have to be removed. The "service port" is sealed by a plastic cover. Note Due to the new gearbox generation and of the new clutch module, there are several new repair procedures. Please refer to the Workshop Manual for details.

392_129 Service port with cover

Service port with cover (view from below) 392_130

45

Suspension system

Overview
Four suspension versions are used on the Audi A5. Suspension 1BA is basic equipment. A sports suspension 1BE will be optional. Both suspension versions have the same ride height, but different springs, shock absorbers and anti-roll bars. A suspension system with electronic damping control 1BL is a third option. This feature allows the driver to select between comfortable and sporty suspension setups at the touch of a button. quattro GmbH offers an S-Line suspension 1BV. It has an even more sporty suspension setup than the sports suspension, and ride height is 10 mm lower.

Trapezoidal link rear axle Tire mobility systems TMS as standard equipment Five-link front axle 17" and 18" wheels as standard, 17"19" wheels are optional

16" and 17" disc brakes on the front and rear axles

ESP Bosch 8.1

392_065

electromechanical parking brake

new steering wheel generation

manually adjustable steering column

hydraulic rack and pinion steering

Reference For information about the design and function of the suspension system of the Audi A5, please refer to SSP 394 Audi A5 Suspension.

46

Front axle
A newly developed ve-link front axle is used. In comparison with the current Audi A4, the front axle is 152 mm further forward on the vehicle. This optimises axle load distribution and reduces the front overhang, giving the car a more dynamic look. The steering gear is now bolted to the axle carrier. The track rod functions as the fth wishbone. The axle carrier is rigidly attached to the vehicle body. This ensures a high level of transverse rigidity, as well as immediate and precise steering response. The kingpin inclination angle and the castor angle have been enlarged compared to the current Audi A4. The new axle geometry provides good self-centring of the steering system when travelling in a straight line. The suspension kinematics have been designed with the aim of achieving the smallest possible turning circle despite the much larger wheelbase compared to the current Audi A4. The design and geometric arrangement of the wishbone bearing components provide sporty handling characterised by exceptional agility, outstanding steering precision and excellent driving stability to within the vehicles dynamic limit range.

392_066

47

Suspension system

Rear suspension
A newly developed trapezoidal link rear axle is used on the Audi A5. Variants are available for front wheel drive and quattro drive. They differ only with regard to the axle carriers, wheel carriers and wheel bearings. The development aim was to create a compact axle requiring a minimum of installation space. The result is a high luggage compartment volume, as well as a large through-loading width and a low boot oor. The kinematic axle design provides good anti-dive behaviour. The spatial arrangement of the wishbones and the design of the link bearings results in increased toe angle under bump, lateral and longitudinal forces. This track stabilising feature provides high driving safety and driving stability to within the vehicles dynamic limit range.

Rear axle for front-wheel drive

392_068

Rear axle of quattro models

392_069

48

Brake system
The brake system of the Audi A5 is generously specied to ensure high performance as well as optimum stability.

New function - Audi hold assist

New front axle brake caliper concept

392_071

New generation of electric parking brake EPB

New ESP generation Bosch 8.1

Audi hold assist

This new function is used for the rst time on the Audi A5. It is an optional convenience function. Its basic function is to hold the vehicle stationary on a gradient. To achieve this, the ESP system actively builds up brake pressure at all four wheels. The activated ESP solenoid valves heat up when the vehicle is stationary for lengthy periods of time. When the temperature of the solenoid valves exceeds approx. 200 C, the braking function is transferred to the electric parking brake. This is a precaution to avoid damaging the coils of the ESP solenoid valves. When the driver wishes to set off again, the brake is not released until sufcient engine torque is available, in order to prevent the vehicle from rolling back.

49

Suspension system

Wheel brakes overview

Front axle

392_131

392_132

Engine Minimum wheel size Brake type Number of pistons Piston diameter in mm Brake disc diameter in mm

3.0l TDI 16 TRW FBC-57 16 1 57 320

V8 4.2l FSI 17 TRW FBC-57 17 1 57 347

Rear suspension

392_133

392_134

Engine Minimum wheel size Brake type Number of pistons Piston diameter in mm Brake disc diameter in mm

3.0l TDI 16 TRW CII-43 EPB 16" 1 43 300

V8 4.2l FSI 17 TRW CII-43 EPB 17" 1 43 330

50

Steering system

Oil tank Servo uid cooler - for 8-cylinder engines only

Return line

Steering pump Flow-controlled pumps by ZF and Hitachi Direct-driven non-controlled FP6 pump by ZF for the Audi S5

Expansion hose

Steering gear Conventional hydraulic rack-type steering gear Constant steering transmission Servotronic is standard with engines rated 200 bhp or higher

392_070

51

Suspension system

Wheels and tyres

Engine 4 and 6 cylinder

Basic wheels 7.5J x 17 H2 ET28 (1) Forged aluminium wheel snow chain compatible 225/50 R17

Optional wheels 7.5J x 17 H2 ET28 (3) Cast aluminium wheel snow chain compatible 225/50 R17 8J x 17 H2 ET26 (4) Cast aluminium wheel 245/40 R17 8.5J x 19 H2 ET28 (6) Cast aluminium wheel 255/35 R19

Winter wheels 8.5J x 18 H2 ET31 (9) Cast aluminium wheel snow chain compatible 245/40 R18

8.5J x 19 H2 ET32 (7) Cast aluminium wheel 255/35 R19 Chrome

8.5J x 18 H2 ET29 (5) Cast aluminium wheel 245/40 R18 8-cylinder 8.5J x 18 H2 ET29 (2) Cast aluminium wheel 255/50 R18 8.5J x 19 H2 ET32 (8) Cast aluminium wheel, manufactured by owforming 255/35 R19

52

Notes

53

Electrical System

Networking - vehicles with infotainment CAN bus

Air quality sensor G238

Rear-view camera system J772

Refrigerant pressure/ temperature sender G395

Trailer detector control unit J345

Garage door operation control unit J530 Onboard power supply control unit J519

Steering column electronics control unit J527

Multi-function steering wheel control unit J453

Seat and steering column adjustment control unit with memory function J136

Light switch E1

Wiper motor control unit J400

Seat adjustment control unit with memory, front passenger J521

Driver door control unit J386 Rain and light detector sensor G397 Front passenger door control unit J387 Electrical steering column lock control unit J764

Convenience system central control unit J393

Entry and start authorisation switch E415

Alarm horn H12

Garage door operating unit E284

Sliding sunroof control unit J245

Climatronic control unit J255

Power output module for left headlight J667

Anti-theft alarm system sensor G578

Fresh air blower control unit J126

Power output module for right headlight J668

Humidity sender G355

Control motors for ap control

54

Powertrain CAN bus Convenience CAN bus Dash panel insert/suspension CAN bus CAN extended

Infotainment CAN bus Diagnostics CAN bus LIN bus Sub-bus systems

Control unit with display in dash panel insert J285 Steering angle sender G85 Park assist control unit J791

Electric park and handbrake control unit J540

Yaw rate sender G202

ABS control unit J104 Additional heater control unit J364

Radio R Diagnosis connection

Data bus diagnostic interface J533

Digital sound pakkage control unit J525

Engine control unit J623

Adaptive cruise control unit J428

Battery monitor control unit J367

Telephone transmitter and receiver unit R36

Airbag control unit J234

Lane change assistant control unit J769

3-phase AC alternator C

Automatic gearbox control unit J217

Lane change assistant control unit -2J769

ECD control unit (electronically controlled damping) J250

Reference For further information, please refer to SSP 395 "Audi A5 Networking".

Headlight range control, control unit J431

55

Electrical System

Networking vehicles with MOST bus

Air quality sensor G238

Rear-view camera system J772

Refrigerant pressure/ temperature sender G395

Trailer detector control unit J345

Garage door operation control unit J530 Onboard power supply control unit J519

Steering column electronics control unit J527

Multi-function steering wheel control unit J453

Seat and steering column adjustment control unit with memory function J136

Light switch E1
Seat adjustment control unit with memory, front passenger J521

Wiper motor control unit J400

Rain and light detector sensor G397

Driver door control unit J386

Front passenger door control unit J387

Electrical steering column lock control unit J764

Convenience system central control unit J393

Entry and start authorisation switch E415

Alarm horn H12

Engine control unit J623

Garage door operating unit E284

Airbag control unit J234

Sliding sunroof control unit J245

Climatronic control unit J255

Automatic gearbox control unit J217

Anti-theft alarm system sensor G578

Fresh air blower control unit J126

Power output module for left headlight J667

ECD control unit (electronically controlled damping) J250

Humidity sender G355

Control motors for ap control

Power output module for right headlight J668

Headlight range control, control unit J431

56

Powertrain CAN bus Convenience CAN bus Dash panel insert/suspension CAN bus CAN extended Diagnostics CAN bus LIN bus Sub-bus systems Steering angle sender G85 Park assist control unit J791 Electric park and handbrake control unit J540 ABS control unit J104 Additional heater control unit J364 Yaw rate sender G202 Most bus

Control unit with display in dash panel insert J285

Telephone transmitter and receiver unit R36

Operating electronics control unit, navigation J401

Front information control unit J523

TV tuner R78

Diagnosis connection

Data bus diagnostic interface J533

CD changer R41

Adaptive cruise control unit J428

Radio R

Voice input control unit J507

Connection for external audio sources R199

Lane change assistant control unit J769

Digital sound pakkage control unit J525

Digital radio R147

Lane change assistant control unit -2J769 Battery monitor control unit J367

392_055

3-phase AC alternator C

57

Infotainment

Infotainment overview
Both radios and MMI systems available on the Audi A5. If a navigation system is tted in the vehicle, then the MMI version from the Audi A6 is used. The versions MMI with colour screen and DVD navigation system as well as MMI basic plus with CD navigation are available. The standard and optional equipment are identical to that of the Audi A6.

Standard
chorus radio concert radio

Optional radios
symphony radio

Memory
Memory Update station list Bayern 3 Aerial 88,3 Mhz Manual Sound Pop Band

Band Update station list Aerial B 5 AKT BAYERN 1 BAYERN 2 BAYERN 3 Pop News Culture Pop
12:00

Band Update station list l KT RN 1 RN 2 RN 3 Pop News Culture Pop

12:00

Manual

Sound

Sound

Standard equipment Control panel in radio Car menu Phase diversity TP memory function SD/MMC memory card reader Single-CD drive in radio Amplier in radio with 2 x 20 watt output for 4 front loudspeakers Single-CD drive (MP3/WMA) in radio CD changer (MP3/WMA) in radio CAR menu incl. driver assist

Amplier in radio with 4 x 20 watt output for 8 front and rear loudspeakers

Options VDA interface for aftersales mobile phone retrotting (exclusively available to key accounts in Germany) Mobile phone adaptor on the infotainment CAN bus

Digital radio tuner (DAB, integrated in radio) Digital satellite radio (North America only) Audi sound system 10 loudspeakers in combination with a six-channel amplier on the infotainment CAN bus Bang & Olufsen sound system 14 loudspeakers in combination with a 10-channel amplier on the infotainment CAN bus

58

All components of the MMI systems are interconnected via the visual MOST data bus. If no navigation system is tted in the vehicle, then the vehicle is equipped with a radio with external display in the dash panel. The chorus radius is standard equipment on the Audi A5, which means that Audi A5 is without a radio. The functions of the radios are described from page 58 onwards. The radios communicate with the other Infotainment components via the infotainment CAN data bus.

Memory
Previous destinations

Navigation

Route

Top POIs Load from address book Save to address book Nav-Info

MMI control panel in the centre console CAR menu incl. driver assist Diversity radio antenna TP memory function Dual tuner CD changer (MP3/WMA) in dash panel 4 x 20 watt amplier on MOST data bus 8 loudspeakers, front and rear Driver information system, monochrome Driver information system, colour CD changer (MP3/WMA) in dash panel

VDA interface for aftersales mobile phone retrotting (exclusively available to key accounts in Germany) Mobile phone adaptor on MOST data bus Bluetooth car phone Digital radio tuner (DAB) Digital satellite radio (North America only) Audi sound system 10 loudspeakers in combination with a six-channel amplier on the MOST data bus Bang & Olufsen sound system 14 loudspeakers in combination with a 10-channel amplier on the MOST data bus Audi music interface Speech dialogue system TV tuner

59

Infotainment

chorus, concert and symphony radios with MMI operating logic

Operation
The radios feature control buttons and a central rotary/push-button control adopted from the MMI system and an external display. The well-known and highly praised operating logic was adopted from the MMI system. Furthermore, the radios can be operated via an optional multifunction steering wheel and the driver information system in the dash panel insert.

chorus

concert

symphony

Monochrome 6" display (external)

Memory
Memory Update station list Bayern 3 Aerial 88,3 Mhz Manual Sound Pop Band

6.5" colour display (external)

Band Update station list Aerial B 5 AKT BAYERN 1 BAYERN 2 BAYERN 3 Manual Pop News Culture Pop
12:00

6.5" colour display (external)

Memory Update station list Aerial B 5 AKT BAYERN 1 BAYERN 2 BAYERN 3 Sound Manual
12:00

Band

Pop News Culture Pop Sound

Control panel on CD radio MMI operating logic 2-DIN housing can be operated via optional multifunction steering wheel Display in the driver information system 6 languages (de, en, es, it, fr, pt) Radio 2 tuner FM/MW/LW dynamically updated station list FM tuner with phase diversity RDS (Radio Data System) with EON (Enhanced Other Network) and RT (FM radio text) TP memory function Digital radio (optional DAB tuner integrated) Single tuner for band III and L band Tuner supports DAB radio text CD/SD Integrated single-CD drive, CD text capable Integrated single-CD drive for audio CDs and MP3 and WMA CDs, CD text capable integrated 6-disc CD changer for audio CDs and MP3 and WMA CDs, CD text capable

Integrated SD/MMC card reader Audio data readable in MP3 and WMA formats Playlists readable in M3U and PLS formats Telephone Mute function for hands-free telephone via CAN or Mute pin Loudspeaker control unit for hands-free telephone

60

chorus

concert

symphony

Monochrome 6" display (external)

6.5" colour display (external)

Memory Band Update station list Aerial B 5 AKT BAYERN 1 BAYERN 2 BAYERN 3 Manual Pop News Culture Pop
12:00

6.5" colour display (external)

Memory Update station list Aerial B 5 AKT BAYERN 1 BAYERN 2 BAYERN 3 Sound Manual
12:00

Band

Memory Update station list Bayern 3 Aerial 88,3 Mhz Manual Pop

Band

Pop News Culture Pop Sound

Sound

Telephone (with optional Audi mobile phone adaptor) Reception level and roaming symbol display "Accept Call", "Refuse Call" and "Hang Up" functions Telephone number entry via speller Dialling of a telephone number stored in the phonebook of the mobile phone Bluetooth symbol appears on the status bar if the mobile phone is connected via Bluetooth to the mobile phone adaptor. Telephone setup support Air conditioning Indication of settings on the radio display panel when making adjustments with the air conditioning control unit Car Car menu Service Diagnostics via CAN Transport mode (reduced power demand) Anti-theft device via component protection function Integrated 4 x 20 watt power module with speed-sensitive volume control (GALA) Default sound setting according to body type code (in combination with integrated amplier) Options Telephone VDA interface (exclusive to key accounts in Germany) Universal mobile telephone adaptor External sound amplier connectivity for Audi sound system External sound amplier connectivity for Bang & Olufsen sound system Versions Standard without DAB tuner Standard with DAB tuner North America without digital satellite radio North America with digital satellite radio Japan CAR menu incl. driver assist

61

Infotainment

Dual tuner with phase diversity

A dual FM tuner with phase diversity is used in all radios. Radios with phase diversity are used the rst time on the Audi TT 07. They are notable for their good reception and high noise immunity. The radio module was extended for the Audi A5 in such a way that the FM station list in all radios is updated dynamically while driving. As with vehicles with MMI, the currently receivable stations are displayed.

Memory Update station list Aerial B 5 AKT BAYERN 1 BAYERN 2 BAYERN 3 Manual Pop News Culture Pop 12:00

Band

Sound
392_081

Updating the station list As soon as the radio detects a station with sufciently good reception, only one tuner is used for reception of the audio and data signals from the set station. The second tuner searches in the background for receivable FM stations and thereby updates the station list. If the signal from the set station is not strong enough for clear reception, both tuners are used for the reception mode "Phase diversity". The station list cannot be updated while phase diversity is active. The system switches between search mode and phase diversity mode after evaluating various parameters, e.g. eld strength, signal quality, data bit error of the RDS signal. Manual switchover is not possible.

RDS radio text Memory All radios are capable of reading out the RDS service RT (radio text). Even if an FM station is tuned, it is possible to display on the radio additional data information, e.g. track name and artist of song currently playing, provided the set FM station broadcasts RDS information of this kind. Manual Aerial Band

104,2 MHz
Radio text

12:00

Sound

392_083

62

Digital radio
The concert and symphony radios are optionally available with a DAB tuner. The DAB tuner is designed as a single tuner and is integrated in the radio housing. The controls are identical to those of the DAB tuner on the MMI. A digital satellite tuner is available for the North American market in lieu of the DAB tuner. The digital satellite tuner is also integrated into the symphony radio and receives signals from the service provider Sirius.
FM1/AM

DAB/SDARS FM2

392_077

MP3 capable CD drive and integrated SD/ MMC card reader

The concert and symphony radios have MP3 and WMA capable CD drives. These drives can be used to play back both audio CDs and MP3 and WMA les from data CDs. A card reader for SD/MMC memory cards is integrated in the concert and symphony radios. The radios assist memory cards up to 4 GB. The radios can play audio data in MP3 and WMA formats with xed and variable bit rates. They are capable of reading playlists in M3U and PLS formats. For detailed information on the supported formats, please refer to the current radio operating manual.

Screw fastening

392_088

Housing mechanism and installation in the vehicle The radio housing is the same size as a 2-DIN radio. However the front panel is slightly larger than that of a 1-DIN radio. The lower half of the radio housing is covered by the air conditioning control unit when installed. The radios are attached to the dash panel by four screws. Before removing the radio, the air outlets above the radio as well as the air conditioning control unit must be removed. The fastening screws can then be undone and the radio removed. This solution simplies precision tting and improves the anti-theft protection of the radio. In addition, the radio screw fastening offers advantages in the event of a rear collision.

63

Infotainment

Telephone operation
The concert and symphony radios can be used to operate - as previously with the Navigation plus (RNS-E) system - the standard mobile phone adaptor. Information is exchanged between the radio R and the telephone transmitter and receiver unit R36 via the infotainment CAN bus. This system has the same functions as the Navigation plus (RNS-E) system. The telephone transmitter and receiver unit R36 has the same functions as the previous control unit for vehicles with infotainment CAN bus. Hands-free sets by mobile phone manufacturers cannot be operated with the radios.

Memory

Telephone Number

Hang up

12:00

Dial

392_084

Car
The new radios can be used to make custom settings in many convenience and drive control units. The radio serves only as a display and operating unit. It evaluates messages on the Infotainment CAN bus and displays them. The desired setting can be made with the rotary/ push-button control on the radio. The setting information is then sent from the radio back via the infotainment CAN bus and the central gateway to the relevant control unit. The selected CAR settings are stored only in the relevant control unit and not in the radio. Audi parking system Outside lights Vehicle ID number Window Dash panel insert Service interval 12:00

Vehicle wallet

Version
392_082

Air conditioning display

The radio display serves also to display the air conditioning settings. If a single-zone air conditioning system is installed on the vehicle, the selected interior temperature is indicated in the display footer. If the air conditioning settings are changed, the air conditioning system displays known from the MMI are shown on the radio display panel. As with the MMI, all air-conditioning adjustments can be made on the air conditioning control unit.

Fresh air blower Air conditioning

Distribution

Seat heater

Seat heater

392_146

64

Service and communication with the vehicle

Data and diagnostic information are exchanged via the infotainment CAN bus. This includes: terminal control system (terminal 15, NO contact) display dimming, vehicle speed signal, engine speed control unit communication for CAR settings communication with telephone transmitter and receiver unit R36 communication with the dash panel insert (driver information system) and multifunction steering wheel Anti-theft protection: The radios no longer have a 4-digit PIN code and have to be activated online like the Infotainment control units of the MMI systems. Communication with the digital sound package control unit J525: Amplier OFF/ON Noise compensation and surround mode

CAN networking of the chorus radio

Databus diagnostic interface J533

Radio R 392_093

CAN networking of the concert and symphony radios

Radio R Databus diagnostic interface J533 Digital sound package control unit J525 Telephone transmitter and receiver unit R36 392_078

Audio signal output A 4 x 20 W power module is installed as standard in the radios. If no external amplier is tted in the vehicle, the loudspeakers are connected directly to the radio audio signal outputs. If an external audio amplier is installed on the vehicle, the output level in the radio is code-switched, which means an external audio amplier can be connected to the plug-in contacts for the loudspeakers after recoding.

Function diagrams of the radios can be found under "Sound systems" on pages 67 to 71.

65

Infotainment

Sound systems
Overview

Basic sound system

Audi sound system

Bang & Olufsen sound system

chorus radio

Amplier integrated in radio R 2 x 20 watt output for 4 front loudspeakers depending on country, 4 x 20 watt is also available for 4 x 2 loudspeakers, front and rear

concert and symphony radios

4 x 20 watt amplier integrated in radio is also available for 4 x 2 loudspeakers, front and rear

180 watt six-channel amplier in the boot at the rear left 4 x 2 loudspeakers, front and rear Centre loudspeaker in the dash panel Subwoofer in the rear shelf

505 watt 10-channel amplier in the boot at the rear left 2 x 3 front loudspeakers 2 x 2 rear loudspeakers Centre loudspeaker in the dash panel Subwoofer as well as 2 surround loudspeakers in the rear shelf

Data transfer via infotainment CAN bus, audio signal transfer cross twisted copper lead

MMI basic plus Navigation and MMI

4-channel amplier in the boot on the left 4 x 2 loudspeakers, front and rear

180 watt six-channel amplier in the boot at the rear left 4 x 2 loudspeakers, front and rear Centre loudspeaker in the dash panel Subwoofer in the rear shelf

505 watt 10-channel amplier in the boot at the rear left 2 x 3 front loudspeakers 2 x 2 rear loudspeakers Centre loudspeaker in the dash panel Subwoofer as well as 2 surround loudspeakers in the rear shelf

Data and audio signal transfer via optical MOST bus

66

Basic sound with chorus radio

The Audi A5 is equipped as standard with a two-way loudspeaker system in the doors. The associated amplier with two 20 watt power modules is integrated in the radio R. In some countries, dual two-way loudspeaker systems are standard for the doors and the rear side trims. The amplier with four 20 watt power modules is also integrated into the radio R. The loudspeakers are diagnosed via the radio R, i.e. via address word 56.

392_057

Basic sound for the concert and symphony radios

The amplier with four 20 watt power modules is also integrated into the radio R. The Audi A5 is equipped with dual two-way loudspeaker systems in the doors and in den rear side trims. The loudspeakers are diagnosed via the radio R, i.e. via address word 56.
392_086

Basic sound with MMI and MMI basic

A separate amplier is installed in the boot at the rear left. The amplier communicates with the other infotainment control units via the MOST bus. The amplier also has 4 x 20 watt output like on vehicles with radio R. The Audi A5 is equipped with dual two-way loudspeaker systems in the doors and in the rear side trims. The amplier is diagnosed via address word 47.

392_096

67

Infotainment

Audi sound system for the concert and symphony radios

A separate six-channel amplier is installed in the boot at the rear left. The amplier communicates with the other Infotainment control units via the infotainment CAN bus. The 180-watt amplier drives a total of 10 loudspeakers. In addition to the 8 loudspeakers of the basic sound system, a subwoofer is installed in the rear shelf and a centre loudspeaker in the dash panel, each of which is supplied by a separate amplier channel. The amplier is diagnosed via address word 47.

392_097

68

Audi sound system for MMI and MMI basic

A separate six-channel amplier is installed in the boot at the rear left. The amplier communicates with the other infotainment control units via the MOST bus. The 180-watt amplier supplies a total of 10 loudspeakers. In addition to the 8 loudspeakers of the basic sound system, a subwoofer is installed in the rear shelf and a centre loudspeaker in the dash panel, each of which is supplied by a separate amplier channel. The amplier is diagnosed via address word 47.

392_059

Legend for all function diagrams J533 J525 R R14 R16 R20 R21 R22 R23 R36 R74 R103 R104 R105 R106 R157 R158 R159 R160 R164 Data bus diagnostic interface Digital sound package control unit Radio Rear left treble loudspeaker Rear right treble loudspeaker Front left treble loudspeaker Bass loudspeaker, front left Front right left treble loudspeaker Bass loudspeaker, front right Telephone transmitter and receiver unit Internal microphone Front left mid-range loudspeaker Front right mid-range loudspeaker Rear left mid-range loudspeaker Rear right mid-range loudspeaker Subwoofer in rear shelf Mid-range/treble loudspeaker, centre Mid-range/treble loudspeaker, rear left Mid-range/treble loudspeaker, rear right Microphone unit in front overhead module
Infotainment CAN bus CAN display Input signal Output signal Terminal 30 Terminal 31 Sub-bus system Most bus bidirectional

69

Infotainment

Bang & Olufsen sound system for concert and symphony radios
A separate six-channel amplier is installed in the boot at the rear left. The amplier communicates with the other Infotainment control units via the infotainment CAN bus. The 505-watt amplier in the Bang & Olufsen sound system supplies a three-way front loudspeaker system (6 loudspeakers through 4 channels), a two-way rear loudspeaker system (4 loudspeakers through 2 channels), a centre loudspeaker in the dash panel, a subwoofer in the rear shelf as well as two surround loudspeakers in the rear shelf.

The surround effect can be deactivated in the sound setup menu of the radio. An ambient noise measuring microphone is connected to the amplier allowing the amplier to optimally adapt the output volume to the driving noise level. Alternatively, the operator can set the GALA level in 7 steps or deactivate it completely in the radios. The amplier is diagnosed via address word 47.

392_060

70

Bang & Olufsen sound system for MMI and MMI basic
A separate six-channel amplier is installed in the boot at the rear left. The amplier communicates with the other infotainment control units via the MOST bus. The 505-watt amplier in the Bang & Olufsen sound system supplies a three-way front loudspeaker system (6 loudspeakers through 4 channels), a two-way rear loudspeaker system (4 loudspeakers through 2 channels), a centre loudspeaker in the dash panel, a subwoofer in the rear shelf as well as two surround loudspeakers in the rear shelf.

The surround effect can be set in the sound setup menu of the MMI and MMI basic. An ambient noise measuring microphone is connected to the amplier allowing the amplier to optimally adapt the output volume to the driving noise level.If this is not desired by the user, the function can be deactivated in the sound setup menu under GALA. If a vehicle with MMI is equipped with a speech dialogue system, a second microphone is connected to the amplier. The amplier is diagnosed via address word 47.

392_061

Service
For the rst time in an Audi, the various sound curves (equaliser settings) for the various specications (right/left-hand drive, leather/fabric, petrol/diesel engine) are no longer stored completely in the amplier. If the amplier is coded in the workshop using the diagnostic tester, the diagnostic tester downloads the relevant sound curve onto the amplier from a central data server. This has the advantage that the latest sound curve for the vehicle can always be installed on the amplier.

71

Infotainment

Aerials
Most of the aerials on the Audi A5 are integrated in the rear window.Only the navigation, telephone, pre-heater and digital satellite radio (North America only) aerials are integrated in the roof aerial. The ampliers for the various systems are integrated at the left and right C-posts. The connections to the aerial ampliers are adapted to the existing vehicle specication. The aerial ampliers only have as many connections as are required by the infotainment components (radio, telephone, navigation, TV, etc.). Due to the different radio tuner principles, various FM aerial systems are installed on the vehicle. Radios with phase diversity for FM reception (chorus, concert or symphony) have a different FM aerial system than radios with switched diversity (MMI basic with navigation or MMI with DVD navigation system).

Aerial system with phase diversity

R52

Telephone

Central locking Sirius Pre-heater

R112

R111

DAB FM1/AM FM2

J9

R178

R179

C18

392_094

72

Legend C18 J9 R52 R111 R112 R178 R179 Windscreen aerial suppression lter Heated rear window relay Radio/telephone/navigation aerial (GPS) Aerial amplier -2Aerial amplier -3Frequency lter for frequency modulation (FM) in the negative lead Frequency lter for frequency modulation (FM) in the positive lead

Aerial system with switched diversity

R52

Telephone Sirius Central locking Navigation Pre-heater

DAB TV1 HF ZV TV2

TV3

J9 R179

R178

C18

392_095

73

Air conditioning

Overview
The new Audi A5 is equipped as standard with an automatic deluxe automatic air conditioning system. The deluxe automatic air conditioning is a combination of a heating/ventilation system and a cooling system for dehumidifying and cooling the vehicle interior. The customer can choose from two different automatic air conditioning systems: single-zone deluxe automatic air conditioning system triple-zone deluxe automatic air conditioning system plus Both systems are automatic air conditioning systems. They differ at rst glance with respect to the air conditioning control unit. The single-zone automatic air conditioning system is the standard version.

The air conditioning control unit of the single-zone deluxe automatic air conditioning system does not have its own display. The selected settings are displayed via the MMI screen only. Nevertheless, the status line is continuously displayed on the MMI screen so the driver always has the selected settings in view. In the air conditioning control unit of the singlezone deluxe automatic air conditioning system, no distinction is made between degrees Celsius and degrees Fahrenheit. The temperature adjustment directions are indicated by the illumination of the rotary control; the ring is illuminated blue in the direction of lower temperature values and red in the direction of higher temperature values.

Deluxe automatic air conditioning system

392_039

The air conditioning control unit of the triple-zone deluxe automatic air conditioning system plus has, as is usual, two rotary controls for separate temperature control on the driver and front passenger sides. The temperature can be displayed in degrees Celsius or degrees Fahrenheit via the integrated display. Triple-zone deluxe automatic air conditioning plus provides further convenience functions: Indirect ventilation Rear ventilation Separate air distribution driver and front passenger side Air quality sensor Air humidity sensor Third climate zone for the rear passengers

Deluxe automatic air conditioning Plus

392_073

74

Refrigerant system
Both versions of the automatic air conditioning system have a backpressure regulator and solar radiation sensors for incident solar radiation measurement. The single-zone deluxe automatic air conditioning has a plain dust and pollen lter and a manual air recycle function. The triple-zone system has a combined lter (dust and pollen lter with activated charcoal) and an automatic air recycle function. Both systems have identical refrigerant systems. They are driven by a six-piston wobble plate compressor, which are driven via a poly-vee belt in six-cylinder engines. A seven-piston compressor is used in eight-cylinder engines. This compressor is powered by a standard shaft drive. The uid tank with drier is mounted directly on the condenser. After removal of the bumper, the uid tank can be removed and the drier canister changed.

Refrigerant system in overview

to expansion valve

Coaxial conduit (interior heat exchanger)

Condenser

Fluid tank

Ambient temperature sensor G17

Refrigerant pressure/temperature sender G395 Compressor

392_040

75

Air conditioning

Coaxial refrigerant conduit

For the rst time, a coaxial conduit is used as a refrigerant line on the Audi A5. The two air conditioning lines (high-pressure line from condenser and low-pressure line back to compressor) are coupled by means of new quickrelease couplings at the start of the coaxial conduit. The expansion valve is located at the other end of the coaxial conduit. The coaxial conduit is a refrigerant conduit in which high-pressure and lowpressure lines are encased in separate sheaths. The refrigerant ows along the outer line to the expansion valve and along the inner line from the expansion valve back to the air conditioning compressor. Arranged in this way, the two refrigerant conduits form an internal heat exchanger. The result is higher system efciency and better fuel economy.

High pressure

Cutaway view of the coaxial conduit

392_041

Low pressure

Coaxial conduit with quick release couplings

392_043

High pressure to evaporator

Low pressure from evaporator High pressure

Low pressure

Refrigerant pipe Coaxial conduit

392_042

76

New quick-release couplings are tted at the joint between the coaxial conduit and the two refrigerant conduits. For assembly of the conduit system, the two air conditioning lines must be lightly lubricated with refrigerant oil and connected to the quick-release couplings on the coaxial conduit until fully seated or until they visibly or audibly click into place. To check the connection, pull the refrigerant conduit against the direction of assembly; the indicator pins must be visible or tactile. Use release bushes T40149/1 and T40149/2 to disconnect lines. Clip the release bush onto the refrigerant conduit, then push the line inwards and the release bush inwards until the lines noticeably disconnect. The line can now be withdrawn from the coaxial conduit housing together with the release bush. The lines must not be counter-rotated during dismantling.

392_044

Quick-release couplings

Housing Coaxial conduit

Release bush T40149/1 and T40149/2

Coaxial conduit Quick-release couplings Indicator pin

392_045

Note After removing the lines, the quick-release couplings must be checked and all seals, 0-rings and support rings replaced.
Service connection

Refrigerant conduit

Air conditioner Audi A5 The air conditioner of the Audi A5 comprises two parts which can be separated from one another with the dash panel installed. The air distributor housing remains installed in the vehicle, and the intake housing can be removed.
Quick-release coupling Separating line 392_147

Removing the intake housing provides access to the following components: Heater heat exchanger Evaporator Supplementary heater element Z35 Temperature ap control motor, right V159
392_046

Air distributor housing, remains in the vehicle

Intake housing, removable

77

Air conditioning

Removing the intake housing

Slide mechanism for separating the air conditioner (separating the air distributor housing from the intake housing)

Air distributor housing

Intake housing

Heater housing with servomotors (to be removed completely before replacing the heat exchanger)

Evaporator, remove and install the evaporator as described in the Workshop Manual

392_048

Heat exchanger housing, remove and install the heat exchanger as described in the Workshop Manual

78

Service evaporator
The standard evaporator is replaced together with the two evaporator lines with a service evaporator during repair work in the service workshop. When removing the evaporator, the evaporator lines must be disconnected using special tool T10147; this is the only way in which the evaporator can be removed. The service evaporator kit comprises the evaporator including a service pipe assembly and mounting hardware. A complete service heat exchanger kit is also available for the heater heat exchanger. This kit allows the pipe connections to be attached in the service workshop using a holder, which likewise has a threaded connection (the original fastening can no longer be used in the service workshop; original clips no longer lock reliably in place).

The illustration shows the two pipe assemblies of the evaporator. The standard pipe assembly, shown on the left of the illustration, is replaced by a threaded service pipe assembly when repair work is done (illustration on right).

392_049 Standard pipe assembly, using the evaporator as an example Threaded service pipe assembly of the evaporator

Note For ushing the refrigerant system, e.g. the new adaptor VAS 6338/36 is also used when repairing a damaged compressor.

79

Air conditioning

Automatic air conditioning system - electrics

Not all sender and sensor signals on the Audi A5 are read directly into the climatronic control unit J255. For example, the values of the refrigerant pressure/ temperature sender G395 and the humidity and windscreen temperature sender G458 in the onboard power supply control unit or in the convenience system central control unit are processed. The participating control units provide their data to the climatronic control unit J255 via the CAN network.

Ambient temperature sensor G17

Air conditioning system compressor regulating valve N280

CAN bus

Convenience CAN bus

Data bus diagnostic interface J533

Multifunction steering wheel Auxiliary heater J364

Onboard power supply control unit J519

Wiper motor Climatronic J255

Convenience system central control unit J393

Dash panel insert/ suspension CAN bus Diagnostic port

LIN bus

LIN bus LIN bus

Refrigerant pressure/ temperature sender G395

Air quality sensor G238

Multifunction steering wheel Fresh air blower J126

Flap control motors

Humidity sender G355

Sliding sunroof control unit J245

392_050

80

Servomotors
The servomotors of the individual ap drives are all identical, and therefore can be installed on any ap. The motors are of the stepper motor type. They do not require potentiometers, unlike the servomotors used previously.

The servomotors are connected in series and controlled via a separate LIN bus. The single-zone automatic air conditioning system has six ap control servomotors, while the triplezone automatic air conditioning system also has 10 series-connected servomotors. To enable the individual servomotors to the assigned to the different aps, the addresses of the individual ap actuators must be assigned to the servomotors. Addressing of the servomotors can be performed on the VAS diagnostic tester in the Guided Fault Finding or Guided Functions program under Basic Setting - Channel 001.

The rst step is to reset all the servomotors. The climatronic control unit J255 then sends the auto addressing command. Addresses are assigned automatically to each of the servomotors. The basic settings cannot be made on channels 001 and 003 until addressing has been completed. The addressing procedure must be repeated after disconnecting more than one connector or servomotor.

Series connection of the ap servomotors via LIN bus

Servomotors

A4 terminal 30

A1 terminal 31

A4 terminal 30

A1 terminal 31

A4 terminal 30

A1 terminal 31

A4 terminal 30

A1 terminal 31

A4 terminal 30

LIN-Bus LIN-Bus

A1 terminal 31
Terminal 30 Terminal 31

A3 LIN OUT

A3 LIN OUT

A3 LIN OUT

A3 LIN OUT

A3 LIN OUT

A2 LIN IN

A2 LIN IN

A2 LIN IN

A2 LIN IN

A2 LIN IN

392_051

Note The connectors and servomotors must not be interchanged after addressing has been successfully performed.

81

Air conditioning

Sensors and actuators

Ambient temperature sensor G17
Only one ambient temperature sensor is used for evaluating the ambient temperature. The ambient temperature sensor G17 is located in the front section of the vehicle behind the bumper, directly in front of the condenser. The onboard power supply control unit J519 provides the value of the ambient temperature sensor via CAN bus to the control unit with display in dash panel insert J285 and the climatronic control unit J255. In the event of a faulty ambient temperature sensor G17, the ECON function is activated; the activated ECON-LED shows that the air conditioner compressor is not running and the automatic air conditioning system is deactivated.

Air quality sensor G238

The signal from the air quality sensor G238 is required by the climatronic control unit J255 for automatic air recirculation. In case of failure of the sensor, the automatic air recycle function will be unavailable.

Humidity sender G355

The purpose of the humidity and windscreen temperature sender G458 is to prevent misting of the windscreen. To this end, the sender measures the water content in the air and the temperature directly in front of the windscreen by means of a capacitive thin lm sensor. The humidity and windscreen temperature sender G458 functions in much the same way as a plate condenser, the measured capacitance indicating the degree of humidity. The sensor electronics convert the measured capacitance to a voltage.

Refrigerant pressure/temperature sender G395

The refrigerant pressure/temperature sender G395 is used on the Audi A5. The sender interchanges data by LIN bus signal with the onboard power supply control unit J519. From here, the data is transferred to the climatronic control unit J255 by CAN bus. The refrigerant temperature value measured by the refrigerant pressure/temperature sender G395 is currently not evaluated, but can nevertheless be read out in the measured data blocks.

82

PTC element for auxiliary heating

At roll-out of the Audi A5, diesel models will be equipped exclusively with an electrical auxiliary heater (PTC element). Vehicles equipped with an optional pre-heater also have a PTC heater element as an auxiliary heater at start of production. The fuel powered pre-heater is currently not used as an auxiliary heater in these vehicles.

Pre-heater
The Audi A5 can be ordered optionally with a pre-heater. The pre-heater is based on the new generation of Eberspcher pre-heaters, the Hydronic II. The combustion chamber with ame tube has been modied. This combustion chamber on the Audi A5 has an additional heater directly above the glow element. It provides faster and more effective fuel evaporation. Diesel-powered models currently have an electrical PTC element, although a pre-heater is optional.

Pre-heater, optional

Fuel pre-heating heater element Z66

Position of glow element

Pre-heater based on the Eberspcher Hydronic II Combustion chamber with ame tube

392_052

83

Service

Maintenance concept
At roll-out of the Audi A5, an improved maintenance concept with reorganised maintenance work and times will be introduced to meet the various customer driving proles. This maintenance concept will also be introduced on the Audi A3 and Audi TT from model year 08 onwards. A key component of the improved maintenance concept is the distinction between "oil change" and "inspection", instead of coupling the service events to the oil change intervals as previously. The Service Interval Display now indicates to the customer not only when the oil change is due, this being a exible event, but also when time and mileage based service events are due. As usual, this is indicated to the customer via the dash panel insert. Additional information can be retrieved via the "Car" menu, the MMI or the radio display.

Flexible event (oil change)

Service interval Next oil change: in 15000 km / 100 days Next service: in 25000 km / 120 days

12:00
Mileage based events Time based events

Air condi
392_135

Since time and mileage based service events are now indicated, process reliability is higher. This means that there is no danger of service events being missed without the customer receiving prior warning. The requirement for this is that the Service Interval Display is reset correctly.

84

Maintenance table

Audi A5 3.2l FSI Engine oil change Inspection Pollen lter Air lter Spark plugs Fuel lter Timing belt Brake uid 90000 km 90000 km

Audi S5 4.2l FSI quattro

Audi A5 2.7l TDI

Audi A5 3.0l TDI quattro

exible, 1500030000 km/2 years 30000 km/3, 5, 7, years 30000 km/2 years 90000 km 90000 km 60000 km Chain, lifetime for the rst time after 3 years (depending on market), then every 2 years (in accordance with the regular main inspection and emission test cycle) 60000 km 60000 km 60000 km

Note As a rule, the specications given in the current service literature apply.

Brake uid
As can be seen from the maintenance table, the rst brake uid change interval has been extended. The rst brake uid change is now after three years, and thereafter every two years in conjunction with the main inspection and the emission test. This extended interval has been implemented in several markets for all Audi models from model year 07, i.e. at rollout of the TT and Q7. The combined main inspection/emission test interval applies only to Germany.

Observance of maintenance intervals

The current maintenance intervals are based on extensive series of tests and fully utilise the lubricating ability of the engine oil for the specied period. The tolerance limits set for the oil will be exceeded if the maintenance intervals are not observed. Excessive ageing can impair the lubricating ability of the engine oil, due to the accumulation of combustion wastes in the engine. This can lead to increased wear of engine parts which are dependent on lubrication (cylinder liners, piston rings, camshafts, tappets, chain drives etc.). The Mobility Guarantee does not cover engine damage caused in this manner.

Oil change
The oil change cycle has been reduced, because, unlike before, oil can be drawn off all engine types. It is therefore not necessary to remove the soundproong. The soundproong now only needs to be removed every 60000 km in order to check the drive shafts for example.

85

Service

Audi Service Key

The ignition key of the new Audi A5 supports a new function known as "Audi Service Key". This key supports service processes by saving a variety of vehicle data. Actual vehicle information is written at pre-dened intervals to a rewritable memory chip integrated in the key. This information can be read out by a special reader which is connected to the workshop computer via the USB port. The data read out can be displayed on a screen using software. A facility has also been provided which allows various service systems (e.g. ELSA) to read in this data directly. Therefore, there is no need for the time-consuming and error-prone process of entering data manually.

392_137

Stored information The following vehicle information is stored on the "Service Key": last-saved date and time mileage at last-saved date current service interval status transponder ID

Reference For further information about the Audi Service Key, please refer to SSP 393 "Audi A5 Convenience Electronics and Driver Assist Systems".

86

Order acceptance
The service manager at the dealership reads the vehicle data out of the Audi Service Key and transfers this data to the ELSA system. Based on the data which is transmitted, the service manager (in consultation with the Customer) decides what work is to be done on the vehicle. The ELSA maintenance table represents the basis for this. The ELSA forecast states which work is next due. It is only recommended to bring forward service events if the next service event is due in less than 5000 km.

Checking the function of the front lights: side lights, dipped-beam headlights, main-beam headlights, fog light, indicator system, hazard warning light system

Checking the function of the rear lights: brake light (also 3rd brake light), tail light, reversing light, rear fog light, license plate light, indicator system, hazard warning light system.

Vehicle interior - glove box light, warning lamps, signal horn, MMI and luggage compartment light: check function

Flexible oil service: reset

Mileage based inspection: ALL due additional work is carried out.

Yes / No

Due at mileage (km)

Time based inspection: enter actual date / due-on date.

ACTUAL

Due on

The maintenance table is printed out by the service manager and represents the bill of work for the mechanic. The "Reset service display" item has been deleted from the maintenance table. For this purpose, a maximum of three lines (to be completed by the service manager) are displayed, specifying which data the mechanic must enter into the adaption channels on the Service Interval Display. The three lines of text are identical to the text displayed to the mechanic in the Guided Fault Finding or Guided Functions program.

87

Service

Resetting the Service Interval Display

The Service Interval Display is reset in the Guided Fault Finding program or in the Guided Functions program on the diagnostic tester. The test guides the mechanic through the program. An essential requirement here is the data to be entered into the maintenance table by the service manager. A further requirement for correct setting of the Service Interval Display is that the correct date is set on the diagnostic tester. This date will in future be displayed on the tester user interface. All changes to the service interval channels are archived in a history le in the dash panel insert. In this way, the customer can see when a service interval has been exceeded and the workshop can see when individual channels have been reset during a service event.

Guided Fault Finding Function test J285 - Audi LongLife Service

Audi_A4_A5_dash panel insert_replace V11.23.00 Audi A4/A5 2008> 2008 (8) Coup all engines

Audi LongLife Service Select from the following: 1. Reset exible oil service 2. Reset mileage based inspection/additional work (km/miles) 3. Reset time based inspection/additional work (days) 4. Exit program

Mode

Select

392_136

Date and time display

88

Service schedule
The service schedule has been adapted to meet the new requirements. It serves only as verication of work one. To nd out what work is to be carried out, whether service events are to be combined and how the Service Interval Display is to be set, refer to Maintenance Table in ELSA . The elds "Audi Inspection Service" are only to be completed when the vehicle is set to xed maintenance intervals.

Service records

Service records

Audi LongLife Service

Oil change Inspection

Audi LongLife Service

Oil change Inspection

Audi Inspection Service

Oil change Inspection

Audi Inspection Service

Oil change Inspection

Additional work
Brake uid Spark plugs Dust and pollen lter Multitronic: oil Timing belt Air lter Fuel lter Haldex: oil S tronic: oil and lter

Additional work
Brake uid Spark plugs Dust and pollen lter Multitronic: oil Timing belt Air lter Fuel lter Haldex: oil S tronic: oil and lter

Mileage (km) Mobility Guarantee until: Display Service max. km

Invoice number

Mileage (km) Mobility Guarantee until: Display Service max. km

Invoice number

Date, stamp of Audi workshop

Date, stamp of Audi workshop

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Diagnostics

To enable the VAS testers to carry out diagnostics on the Audi A5, they require the basic CD 11.XX and the relevant branded CD by Audi. This is because the data protocol (language) which several control units and the VAS tester use to interchange data has been modied. The tester must therefore be capable of processing both the "old" data protocol, Key Word 2000, and the "new" data protocol, UDS1) with ASAM2)/ODX3). The change in the data protocol does not directly affect service personnel. The Guided Fault Finding and Guided Functions programs can be operated as before. Again, data is exchanged between the vehicle and the testers via the diagnostics CAN bus. The voltage level and the transmission speeds on this CAN data bus are unchanged. In the case of the Audi A5, for the rst time, it is only possible to encode the control units with a tester which is connected online. Encoding is no longer possible without an active online connection.

392_027

1) 2)

UDS - Unied Diagnostic Services Protocol ASAM - Association for Standardization of Automation and Measurement Systems ASAM has been a registered German association since 1998. ODX - Open Diagnostic Data Exchange

392_028

3)

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Self-study programmes relating to the Audi A5

The following self-study programmes have been prepared for the Audi A5: SSP 392 Audi A5 SSP 393 Audi A5 - Convenience Electronics and Driver Assist Systems SSP 394 Audi A5 - Suspension SSP 395 Audi A5 - Networking

SSP 392 Audi A5 Bodyshell Occupant protection Engine Transmission Suspension Electrical system Infotainment Air conditioning Service Diagnosis

Order number: A07.5S00.34.20

SSP 393 Audi A5 - Convenience Electronics and Driver Assist Systems Dash panel insert Door control unit Convenience system control unit Electronic ignition lock Audi Service Key

Order number: A07.5S00.35.20

SSP 394 Audi A5 - Suspension Front axle Rear suspension Brake system Steering system

Order number: A07.5S00.36.20

SSP 395 Audi A5 - Networking Networking/topology Battery monitoring Onboard power supply control unit Outside lights

Order number: A07.5S00.37.20

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All rights reserved. Technical specications subject to change without notice. Copyright AUDI AG I/VK-35 [email protected] Fax +49-841/89-36367 AUDI AG D-85045 Ingolstadt Technical status: 02/07 Printed in Germany A07.5S00.34.20

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