Audi A5 - Suspension

394
Vorsprung durch Technik www.audi.de Service Training
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.
Audi A5 - Suspension
Self-Study Programme 394
All rights reserved. Technical

specifications 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: 01/07
Printed in Germany
A07.5S00.36.20
Four suspension versions are used on the Audi This feature allows the driver to select between com-
A5.The standard suspension 1BA is basic equip- fortable and sporty suspension set-ups at the touch
ment.A sports suspension 1BE will be optional. of a button.quattro GmbH offers an S-Line suspen-
Both suspension versions have the same ride sion 1BV. It has an even more sporty suspension
height, but different springs, shock absorbers and setup than the sports suspension, and ride height is
anti-roll bars.A suspension system with electronic 10 mm lower than 1BA and 1BE.
damping control 1BL is a third option.
394_001
Contents
Front axle
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Rear suspension
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Wheel alignment and adjustment

Front axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Rear axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Brake system
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Wheel brakes - overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Wheel brakes - front axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Wheel brakes - rear axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Brake servo . . . . . . . . . . . . . . . . . . . . . . . . . .permitted
. . . . unless
. . . authorised
. . . . . by
. .AUDI
. . AG.
. . AUDI
. . . AG
. .does
. . not
. . guarantee
. . . . .or22
accept any liability
Electromechanical parking brake EPB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ESP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Steering system
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Pedal assembly
Foot controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Clutch position sender G476 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Wheels and tyres

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
The self-study programme teaches the design and function of new vehicle models,
new automotive parts or new technologies. Reference Note
The self-study programme is not a repair manual!

All values given are intended as a guideline only and refer to the software version valid at the time of prepara-
tion of the SSP.
For maintenance and repair work, always refer to the current technical literature.
Front axle
Overview
A newly developed five-link front axle is used.In The new axle geometry provides good self-centring
comparison with the current Audi A4, the front axle of the steering system when travelling in a straight
is 152 mm further forward on the vehicle. This opti- line.The suspension kinematics have been designed
mises axle load distribution and reduces the front with the aim of achieving the smallest possible turn-
overhang, giving the car a more dynamic look.The ing circle despite the much larger wheelbase com-
steering gear is now bolted to the axle carrier.The pared to the current Audi A4. The design and
track rod constitutes the fifth wishbone.The axle geometric arrangement of the wishbone bearing
carrier is rigidly attached to the vehicle body. This components provide sporty handling characterised
ensures a high level of transverse rigidity, resulting by exceptional agility, outstanding steering preci-
in immediate and precise steering response.The sion and high driving stability to within the vehicle’s
kingpin inclination angle and the castor angle have dynamic limit range.
been enlarged compared to the current Audi A4.
Damper bearing
Spring
Wheel bearing +
wheel hub
Mounting bracket
Damper
Upper
wishbone
Guide link
Swivel bearing
Shock absorber fork
Axle carrier
Anti-roll bar
Steering gear
Track rod
Support link
394_002
4
System components
Axle carrier
The axle carrier is made of aluminium and rigidly The engine mounts are bolted to axle carriers and
bolted to the body at eight screw attachment points. couplings by means of screw couplings on the axle
The front and rear cast nodes are welded to alumin- carrier.
ium tubes as cross members. The axle carrier is
additionally reinforced by a bolted cross strut. The steering gear is mounted on the axle carrier. As
These modifications greatly reduce tyre noise inside a result, steering power is transmitted more directly
the vehicle. to the wheels to give improved steering response.
The rigidly mounted axle carriers assist the rapid
Protected by copyright. Copying for private
build-upor commercial purposes,
of steering in part or in whole, is not
power.
Direction of travel
Engine mount
Axle carrier
Steering gear
Cross strut
394_003
Note
The vehicle must not be set down on its wheels

unless the engine mounting, couplings, steer-
ing gear and cross strut are mounted properly.
5
Front axle
Springs and dampers
In order to ensure free movement of the drive shaft, The damper is connected to the shock absorber fork
cast shock absorber forks are used. by a screw clamp. The shock absorber fork is bolted
to the support link.
Shock absorber
Mount (screw clamp)
Shock absorber fork
394_006
Shock absorber fork
Support link
394_005
6
Swivel bearing, wheel bearing, wheel hub
The swivel bearing is made of aluminium. The sec- The track rod joint is now mounted in a tapered seat
ond generation wheel bearing is bolted to the swivel in the steering arm.
bearing.
The support link is connected to the swivel bearing
The Audi A5 has larger wheel bearings than the cur- by a new axle joint. The axle joint is a separate com-
rent Audi A4. ponent and is located by a screw clamp in the swivel
bearing.
The track rod is attached lower down because the
steering gear is arranged at the bottom.
Swivel bearing
Wheel hub
Wheel bearing
394_007
Swivel bearing
Axle joint
Tapered seat
Support link
Track rod
Sleeve
394_005
7
Front axle
Lower wishbone
The support link and the guide link are aluminium The guide link is mounted in jumbo sized guide bear-
forgings. ings in the axle carrier.
Axle carrier
Guide bearing
Guide link
Support link
394_009
The mounting bracket which holds the upper wish- Mounting bracket
bone is now attached to the body by four screws.
The screws used for attaching the wishbone to the

mounting bracket are now inserted from the inside.
ThisProtected
allowsby copyright. Copying for private or commercial purposes, in part or in whole, is not
individual wishbones to be removed
without dismantling the complete
with respect to the correctness mounting
of information in this document. Copyright by AUDI AG.
bracket.
The mounting bracket is made of cast aluminium

and the wishbones are aluminium forgings.
Wishbone
394_011
8
Anti-roll bar
The tubular anti-roll bar is attached to the shock Optimum response is ensured by attaching the anti-
absorber fork by a link rod and mounted in rubber roll bar to the far outside of the suspension strut.
bearings at the axle carrier. This allows the use of small-gauge tubing and saves
weight.
Anti-roll bar
Coupling rod
394_012
Anti-roll bar
Axle carrier
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is no
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liabilit
Rubber bearing
394_013
9
Rear suspension
Overview
A newly developed trapezoidal link rear axle is used The kinematic axle design provides good anti-dive
on the Audi A5. Variants are available for front behaviour. The spatial arrangement of the wish-
wheel drive and quattro drive. bones and the design of the link bearings result in
They only differ with regard to the axle carriers, increased toe angle under bump, lateral and longi-
wheel carriers and wheel bearings. tudinal forces.This track-stabilising feature provides
The development aim was to create a compact axle high driving safety and driving stability to within the
requiring a minimum of installation space.The vehicle’s dynamic limit range.
result is a high
luggage compartment volume as well as a large
through-loading width
and a low boot floor.
Rear axle for front-wheel drive

394_014
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is

permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liab
Rear axle for quattro models

394_015
10
System components
Axle carrier
The axle carrier is a welded steel construction. It For this purpose, the axle carried is attached to the
serves as a carrier for the wishbones and rear axle body by bonded rubber bushings. The bushings are
differential on vehicles with quattro drive. Further- fitted in such a way that they can be replaced in the
more, it isolates the axle from the body, both acous- service workshop.
tically and vibrationally.
Axle carrier
394_016
Wheel carrier
The wheel carrier is an aluminium casting. It carries

the wheel bearing and is connected to the wish-
bones. A new feature is that the coil spring is sup-
ported by the wheel carrier. The damper is also
bolted directly to the wheel carrier. This provides Wheel carrier
very good kinematic ratios for suspension and
damping, which in turn translates to optimal sus-
pension comfort and crisp handling. The highly sen-
sitive damping system responds to even the
smallest bump and rebound movements. Moreover,
this component layout permits a very compact
permitted
design, as well as a large through-loading width unless
andauthorised by AUDI AG. AUDI AG does not guarantee or accept any liability
a flat boot floor.
394_017
11
Rear suspension
Wheel carrier, trapezoidal link
The trapezoidal link is an aluminium casting. It is This complex bearing system has elasto-kinematic
seated in two bonded rubber bushings on the axle advantages and allows controlled adaptation of the axle
carrier. The trapezoidal link and the wheel carrier geometry under external forces. In addition, the linkage
are connected by a ball joint and a bonded rubber for the headlight range control sensor is bolted to the
bush with an integrated elastomer thrust element. trapezoidal link.
This entirely new component allows relative move-
ment between the trapezoidal link and the wheel
carrier.
Wheel carrier
Axle carrier
Trapezoidal link
Elastomer thrust element
394_022a
Upper wishbone, track rod
Both links are aluminium forgings. They are These components are notable for their very high
mounted in bonded rubber bushing on the axle car- rigidity, which ensures precise wheel location in all
rier and wheel carrier. driving situations.
Upper wishbone Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
Axle carrier
Wheel carrier
Track rod
394_022b
12
Wheel bearing and wheel hub
A second generation wheel bearing unit with rotat- A second generation wheel bearing with rotating
ing outer race is used on front-wheel drive models. inner ring is used on quattro models. The wheel
The wheel bearing and wheel hub are a single com- bearing is bolted to the wheel carrier. The wheel
ponent. hub is a separate component.
Wheel bearing / wheel hub
Wheel bearings for front-wheel drive models

394_019
Wheel carrier
Wheel bearing
Wheel hub
Wheel bearings for quattro models

394_020
13
Rear suspension
Anti-roll bar
Tubular anti-roll bars are used to save weight. The

anti-roll bar is mounted on the axle carrier by means
of rubber bearings and clamps and connected to
the trapezoidal links by plastic link rods.
Clamp
Rubber bearing
Anti-roll bar
394_023
Anti-roll bar
Coupling rod
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is n

permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liabil
394_024
14
Front axle
Camber can be adjusted slightly at the front axle by One of the key modifications is that adjustment of
shifting the axle carrier sideways within the bore the S-point is no longer needed due to arrangement
tolerances. of the steering gear on the axle carrier.
Toe-out can be adjusted individually at the track
rods.
Camber adjustment
Toe adjustment
394_025
15
Rear suspension
It is possible to set the individual toe values at the The individual toe camber values can be set at the
rear axle. For this purpose, an excentric adjustment upper wishbone - wheel carrier joint.
is provided at the track rod - axle carrier joint.
Camber adjustment
Toe adjustment
394_026
16
Brake system
Overview
The brake system of the Audi A5 is generously specified to ensure high performance as well as optimum sta-
bility.
New front axle brake

caliper concept
New generation of
electric parking
brake EPB
New function:
Audi hold assist
New ESP generation

Bosch 8.1
394_027
17
Brake system
Wheel brakes overview
Front axle
Engine 3.0l TDI V8 4.2l FSI
Minimum wheel size 16" 17"
Brake type TRW FBC-57 16" TRW FBC-57 17"
Number of pistons 1 1
Piston diameter (mm) 57 57
Brake disc diameter (mm) 320 347
Rear suspension with respect to the correctness of information in this document. Copyright by AUDI AG.
Engine 3.0l TDI V8 4.2l FSI
Minimum wheel size 16" 17"
Brake type TRW CII-43 EPB 16 " TRW CII-43 EPB 17"
Number of pistons 1 1
Piston diameter (mm) 43 43
Brake disc diameter (mm) 300 330
18
Wheel brakes - front axle
FBC brake caliper
A new brake caliper concept called FBC (foundation

brake compound) is used on the Audi A5. The cali-
per for the Audi A5 is painted black and bears the Floating caliper
Hydraulic part
logo S5.
Design
The brake caliper housing comprises a floating cali-

per made of spheroidal graphite cast iron and a
hydraulic part made of aluminium.
The cast material allows high component strength
and compact design.
Brake pad carrier
The use of aluminium for the hydraulic part pro-
vides a lightweight design and, in turn, reduced 394_030
unsprung masses.
Note
Important! The threaded connections between

the hydraulic part and the floating caliper must
not be removed during servicing! In the event of
a fault, the complete brake caliper housing must
be replaced.
The main new feature is the pad carrier. Four guide

bolts are inserted into the pad carrier.
The small points of contact between the pad carrier

and the guide bolts allow easy brake pad move-
ment. The sticking caused by corrosion is also pre-
vented.
Guide bolt
394_031
19
Brake system
FBC brake caliper
Design
The brake pad on the floating caliper is supported The brake lining on the piston side is held in place
by a pin on the pad carrier which engages in a in the brake piston by a stainless steel spring.
recess on the floating caliper.
Pin Spring
394_032
394_033
The brake pad wear indicator sensor is located in the

front left wheel brake pad. The signal from this sen-
sor is read in by the onboard power supply control
unit J519.
Wear sensor
394_034
Very light and filigree brake discs are used in combi-

nation with the FBC brake calipers. As a result, the
brake discs cool down very quickly and fading ten-
dency is considerably reduced.
The brake discs are connected to the wheel hubs by

locking screws.
394_035
20
Wheel brakes - rear axle
Brake caliper
TRW Colette II brake calipers are used in combina-

tion with the electromechanical parking brake EPB
on the rear axle.
394_036
A major new feature is the use of stainless steel

springs between the brake pad and the pad carrier.
The brake pad springs ensure a symmetrical distribu-
tion of pad play between the brake pads and the
brake disc. This effectively prevents premature one-
sided brake pad wear.
Brake pad springs
394_037
Note
Special attention must be paid to correct instal-

lation of the brake pad springs when replacing
the brake pads! For detailed information, refer
to the current workshop manual.
21
Brake system
Brake servo
Design and function
A conventional 8/9 inch TRW tandem brake servo is

used.
The brake servo operates at a constant ratio of i=8.
394_038
The Reed switch for the brake fluid level warning

indicator is now integrated in the screw cover on the
brake fluid tank. Previously, the contact was open in
the neutral position. Therefore, if a switch failed, a
low brake fluid level was not indicated.
Due to the modified installation position of the

switch, the Reed contact is closed in the neutral
position, i.e. when the brake fluid level is ok. The
warning is activated by opening of the contact. In
this way, switch failure and open circuit are detected
and indicated.
394_039
22
Electromechanical parking brake EPB
System components - overview
Electromechanical
Parking brake motor, parking brake
right V283 control unit J540
Electromechanical parking brake

button E538
Parking brake motor,

left V282
permitted unless authorised by AUDI
Control unit with AG. AUDI AG does not guarantee or accept any liability
display
with respect to the correctness
in dash of information
panel insert J285 in this document. Copyright by AUDI AG.
394_040
23
Brake system
System components - parking brake motor V282/283
The brake pads are tensioned by a spindle drive.

The spindle drive on the Audi A5 has the same design
and functional principle as the systems already in use
on the Audi A8 and Audi A6, which are described in
Self-Study Programme 285.
Brake pad
Spindle drive
Electric motor
Reduction gear
394_041
24
The reduction gear is a new feature. A planetary gear The planetary gear offers acoustic advantages and
is now used in place of a wobble-plate gear. Drive is requires less installation space.
provided by an electric motor via a helical-cut timing
belt.
Timing belt
Input gear
Electric motor
394_042
The overall ratio of approx. 1:150 is achieved in three stages:
1. by means of a toothed belt drive between the engine and gearbox input (1:3)
2. by means of a planetary gear (1:50)
3. by means of a spindle drive (1:1.25)
25
Brake system
Power flow
The large reduction ratio is implemented technically The planetary gear is designed as a pinion on the
by two serial planetary gears. The input gear driven output side and serves as the sun gear for the sec-
by the timing belt acts as the sun gear for the first ond planetary gear train. The planetary gear of the
planetary gear train. The ring gear is rigidly con- second reduction step is the output gear and is con-
nected to the housing. In this way, the rotational nected directly to the spindle drive.
movement of the driven sun gear is reduced to the
planetary gear.
Output gear
394_043a-1 394_043a-4
Input
gear Ring gear
Planetary gear
Planetary gear 1
Planetary gear
Planetary gear 2
394_043a-2
26
System components - parking brake control unit J540
Functional principle
The brake pad is controlled through the activation The activation current increases sharply when the
of the electric motor by control unit J540. brake pads come into contact with the brake disc.
The switch-off point, and hence the maximum ten-
sion, are determined by evaluation of the voltage
and current characteristics.
Movement of the brake pad is not directly meas-
ured.
Brake pads Spindle
Press nut
Brake piston
394_043
The control unit is installed in the luggage compart-

ment on the right. Like in the Audi A6 and Audi A8,
the parking brake motors V282/283 are separately
activated downstream of the battery for the left and
right motors.
Two processors are implemented in the control unit.
Enabling decisions are always made by both proces-
sors. A micromechanical inclination sensor is inte-
grated in the control unit. The EPB control unit also
determines the actual longitudinal acceleration of
the vehicle from the sensor signal. This value is uti-
lised by the ESP control unit in the Audi A5. Control
unit J540 has its own internal run-on cycle, irrespec-
tive of the CAN run-on cycle. This cycle has a mini- 394_044
mum duration of 20 seconds. This ensures that the
display remains active for a further 20 seconds after
ignition off when the parking brake is closed.
Flash programming is now possible.
It is no longer necessary to encode the control unit after servicing.
27
Brake system
Functions - overview
The EPB functions implemented on the Audi A5 are in addition to the actual parking brake function, a
basically identical to those of the EPB on the Audi dynamic emergency brake function, a Hill Start Assist
A6 and Audi A8: function and the TUEV mode are implemented.
Reference
For detailed information, please refer to SSP285

and SSP324.
Dynamic emergency brake function
The dynamic emergency brake has the same gen- The dynamic emergency brake function is unavaila-
eral functional principle as the systems on the Audi ble on the Audi A6 and Audi A8 at road speeds of
A6 and Audi A8: If the function is activated when the greater than 7 kph.
vehicle is travelling at a speed of greater than 7 kph, In this case, EPB assumes the ESP function on the
the ESP brakes the vehicle by actively building up Audi A5. Even at speeds of greater than 7 kph, the
brake pressure at the rear wheels. If the vehicle is vehicle is braked by rapid alternate closing and
then braked to a speed of less than 7 kph, the EPB is opening of the parking brake (at a maximum rate of
activated and ESP reduces the brake pressure. approx. 2 Hz). The wheel speeds at the front and
The ESP builds up brake pressure at the command rear axles are continuously compared to avoid over-
of the EPB control unit. In certain situations, the ESP braking the rear axle and thereby prevent instability.
control unit may not be able to execute this com-
mand and build up any brake pressure (e.g. if
excess temperature is detected at the wheel brakes
or in the case of certain ESP faults).
7 kph

394_045
28
Functions - automatic re-tensioning at high brake disc temperature
The parking brake on the Audi A5 is automatically The brake disc is re-tensioned at a disc temperature
re-tensioned when the vehicle is stationary and at greater than 300 degrees Celsius, when the ignition
high brake disc temperature. The brake disc temper- is turned off and if the inclination angle is greater
ature is measured by the EPB control unit using a than 15 %. The brake disc is re-tensioned at a disc
temperature model. The EPB control unit measures temperature of 500 degrees Celsius of higher
the actual brake disc temperature three minutes regardless of whether the ignition is on or off. This
after closing the parking brake. is indicated by the flashing of the warning lamp.
Re-tensioning
Terminal 15 OFF
or inclination angle
> 15 %
T ≥ 300 °C T ≥ 500 °C
180 s
394_046
Automatic brake pad clearance correction
This function has been adopted from the Audi A6. If To prevent this, the parking brake function is acti-
the driver does not use the parking brake for a vated automatically if it has not been activated dur-
lengthy period of time, the distance which the spin- ing the last 1000 kilometres covered. The condition
dle drive must travel to apply the brake pads will for this is that the vehicle is parked with the parking
increase. This is caused by brake pad wear. When brake open and the ignition OFF.
the parking brake is actuated, it may under certain
circumstances take much longer to close.
29
Brake system
Operation and displays
The parking brake function is activated by pressing A new features is the activation of the parking brake
the electromechanical parking brake button E538. warning lamp via CAN bus.
The conditions for activation, deactivation and indi- The lamp is activated discretely on the Audi A8 and
cation by the warning lamps and display are identi- A6. The yellow warning lamp in the centre display
cal to those of the EPB on the Audi A6 and Audi A8. on the Audi A5 is activated via CAN, as was the case
previously on the Audi A6.
394_047
30
Servicing
The following changes had been made compared to the Audi A6 and Audi A8.
Encoding of control unit J540
Encoding of the control unit is no longer necessary.

After replacing the control unit, the inclination sen-
sor must be calibrated (Basic setting 20) and Basic
setting 10 (closing and opening the parking brake
three times) must be performed before putting the
control unit into operation. In the Guided Fault Find-
ing program, these functions are automatically
incorporated into the test plan, which must be car-
ried out when the control unit is replaced.
394_048
Reverse polarity test cable VAS 1598/55
In case of failure of parking brake motor V282/283,

this new special tool is used to determine whether
the parking brake motor or the control unit is faulty.
394_049
Data blocks Final control test
The peak brake disc temperature is stored in new The final control test now also includes a test for the
data blocks 8 and 9. Audi Hold Assist warning lamp.
Reference
For detailed information, refer to the current

workshop manual and the Guided Fault Finding
program in the diagnostic tester
31
Brake system
ESP
Overview
For the first time in an Audi, the Bosch ESP 8.1 sys- ESP 8.0 basically in that it has uprated valves and a
tem is used on the Audi A5. This new ESP system wider range of functions. Active wheel speed send-
differs from the previous ers are used.
TCS/ESP button E256

ESP sensor unit G419
Active wheel speed

sensors G44-G47
Steering angle sender G85
Brake light switch F
Bosch ESP 8.1
394_050
32
System components - ESP unit
The ESP unit is used in four versions. In addition to

a basic version, a unit with an extended range of
functions is used. A distinction is generally made
between front wheel drive and quattro drive.
The ESP 8.1 has the same outer dimensions as the

ESP 8.0.
The tightness of the control valves when closed has

been optimised.
The ESP control unit has run-on capability and can

be actively kept in a wake state via the powertrain
CAN bus.
394_051
Note
In the case of the ESP 8.1, too, it is not permitted

to disconnect the control unit and the hydraulic
unit during servicing.
System components - wheel speed sender
Active senders are used. They are identical in design

and functional principle to the senders already used
on the Audi A8 and Audi A6.
394_052
Reference
For detailed information, please refer to SSP285
33
Brake system
System components - ESP sensor unit G419
The sensor unit is identical in design and functional

principle to the unit on Audi A4 and Audi A6.
On the Audi A5 data is transferred to and from the

ESP control unit via the sensor CAN bus.
394_053
System components - brake light switch F
An electronic brake light switch is attached to the

brake pedal. Actuation of the brake pedal moves a
tappet within the sensor. A permanent magnet is
attached to the tappet. Magnetic field strength is
measured by a Hall sensor. The evaluation electron-
ics supply the two inverse signals brake light switch
(BLS) and brake test switch (BTS). Only the BLS sig-
nal is utilised as an input signal on the Audi A5. This
signal is checked for plausibility through evaluation
of the brake pressure. The brake pressure is meas-
ured by pressure sensor G201 in the ESP hydraulic
unit.
394_054
The sensor is fixed in place in the holder on the pedal bracket by rotating the stop. The permanent magnet is
rotated at the same time. The tappet is located within the housing and maintains its position. The two compo-
nents interlock through the rotation of the permanent magnet against the tappet. The permanent magnet is
fixed in position through the actuation of the stop on the tappet. Thus, the sensor is positioned relative to the
brake pedal.
Evaluation electron-
ics with Hall sensor
Permanent magnet
Stop Tappet
394_054b
34
System components - brake light switch F
The signal from the brake light switch is read in by the engine control unit J220 and output to the CAN bus.
Here, it is read in by the ESP control unit J104.
J220 J104
J533
: dash panel insert/suspension CAN

: powertrain CAN bus
394_055
System components - steering angle sender G85
The steering angle sender is a new development. It The code disc on the steering angle sender is now
is still installed in the switch module together with "driven" directly by the steering wheel. Previously,
the steering column electronics control unit. steering movements were transmitted from the
steering wheel to the steering tube and in turn to
The switch module on the Audi A5 is positioned on the sender code disc. Measuring accuracy is higher
the steering column crash tube by means of a fitting on the Audi A5 because the code disc is driven
key. Installation tolerances are minimised in this directly (see chapter "Steering system - steering
way. wheel").
Steering angle sender
394_057a
35
Brake system
Functions Trailer stabilisation system
The following functions of the ESP 8.1 have already The trailer stabilisation control function has been
been implemented in the ESP 8.0 on the Audi A6: optimised. Swinging of the vehicle is caused by
alternating torque ("reciprocating torque") about the
vehicle's vertical axis in the direction of rotation.
ESP (electronic stabilisation program) The ESP Bosch 8.0 brakes the vehicle at all four
wheels in order to reduce the vehicle's speed to a
ABS (anti-lock braking system)
non-critical level. The new ESP Bosch 8.1 builds up
EBD (electronic brake pressure distributor) brake pressure alternately at the left and right front
wheels.
TCS (traction control system)
EDL (electronic differential lock) A torque is which counteracts the "reciprocating
torque" is produced about the vehicle's vertical axis
EBC (engine braking control)
by braking the corresponding front wheel. The
HBA (hydraulic brake assist) advantage of this new control strategy is that the
vehicle's speed does not have to be reduced as
FBS (fading brake support)
much in order to stabilise the car-trailer combina-
Emergency brake signal tion.
Brake disc cleaning
Note
This function is available only in combination with a

tow bar fitted ex-factory or with a retrofitted Audi Gen-
uine Parts tow bar.
: brake pressure
: "reciprocating torque"
: stabilising torque
394_057_1
36
Audi Hold Assist (AHA)
This new function is used for the first time on the Audi A5. AHA is an optional convenience function.
Functional principle:
Its basic function is to hold the vehicle stationary on When the driver wishes to set off again, the brake is
a gradient. To achieve this, the ESP system actively not released until sufficient engine torque is availa-
builds up brake pressure at all four wheels.The by copyright. ble,
Protectedacti- in for
Copying order toorprevent
private commercialthe vehicle
purposes, from
in part or in rolling
whole, is not
vated ESP solenoid valves heat up when the permitted
vehicle back.
unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
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.
Activation by ESP
Activation by EPB
394_058
Functional principle
The brake release point is determined on the basis of the following data:
• Engine torque
• inclination angle (determined by the inclination sensor on the EPB control unit)
• Gear selected
• Clutch travel (clutch position sender) or converter engagement
37
Brake system
Audi Hold Assist (AHA)
Operation
The function is activated by pressing the Auto Hold

button E540.
The following operating states exist:
deactivated: LED in switch not activated
stand by: LED in switch activated Auto Hold

button E540
active: LED in switch activated, display on
dash panel insert
(green (P)
394_059
To activate the function (stand by), defined activation conditions must be met:
• driver wearing seat belt

• The
permitted engine
unless is running
authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
• Driver's door closed
• ESP and EPB are fault free
The braking function is transferred from ESP to EPB

when:
• the temperature of the ESP valves has reached a

limit of approx. 200°C
• the driver's door is opened
394_061
• the seat belt is unfastened
When the braking function is transferred to EPB, the display
• the engine is shut off on the dash panel insert changes from green (P) to red (P)
• the ignition is turned off
• the switch is actuated
• the brake pedal or accelerator pedal is
depressed.
38
Servicing
The following modifications have been made to the ESP 8.0 on the Audi A6.
Encoding of the control unit
The control unit is now encoded online.
394_062
Brake light switch
The brake light switch is self-adapting. It is not necessary to calibrate the switch after replacing parts.
394_054
39
Steering system
Overview
Oil tank
Servo fluid cooler
Return line
Steering pump
Steering gear
Expansion hose
394_064
40
System components
Steering gear
A hydraulic rack-type steering gear is used. The Due to the arrangement of the steering gear on the
basic steering gear is standard on all engine types axle carrier, the track rods have a smaller flex angle
up to 200 bhp. Vehicles with higher power outputs than those on the current Audi A4. As a result,
also have a speed-sensitive Servotronic® power reduced transverse forces act on the rack.
steering system.
As on the Audi A6, the steering valve bolted to the
The steering gear ratio is constant. In comparison steering gear housing. The screw couplings of the
with the current Audi A4, higher expansion hose and the return line on the steering
forces have to be transmitted due to the modified valve are designed as block couplings.
kinematics. For this reason, piston diameter has
been increased to 42 mm from 40 mm (= enlarge- There is no steering rack centring facility. A centre
ment of the effective piston surface area). mark is cast onto the steering valve boss at the top
The axial joints and the press piece have been and, when centred, is in alignment with the mark on
adopted from the current Audi TT. the end cap.
394_065
41
Steering system
Steering pump
A direct-driven open-loop ZF FP6 pump is used on All Audi A5 models without dynamic steering are
the eight-cylinder Audi S5. This pump rotates in equipped with ZF and Hitachi flow-controlled
counter-clockwise direction and, like on the current pumps. For detailed information about the design
Audi A4, is attached to the chain housing. and function of the dynamic steering system, refer
to SSP 402.
Flow control
At idling speed, the cam ring the pump is pressed This maximises the possible delivery rate on the
against the outer ring by the spring force and the suction and pressure sides. The delivery rate
internal pressure conditions. increases in proportion to engine speed.
Oil tank
Pressure limiting valve
Control piston
to steering gear
Delivery rate
Restrictor
Engine speed
Rotor
Compression spring
Cam ring Outer ring
Suction side
Pressure side
394_066
42
Steering pump
The pressure inside the pump also rises with The pressure between the two spaces is thus equal-
increasing engine speed. Pump pressure is applied ised. The cam ring is held in a defined mid position
to the control piston on one side, and when the and the delivery rate is near-constant.
pressure rises the control piston is displaced to the
left against the pressure of the spring. The control
piston closes the channels leading to the spaces
between the outer ring and the cam ring within a
defined medium engine speed range.
Control piston
Delivery rate
Engine speed
Cam ring
Outer ring
394_067
If engine speed continues to increase, both the As a result, excentricity between the rotor and cam
delivery rate and pressure increase. The control pis- ring is reduced. The delivery rate is reduced and the
ton displaced further to the left is against the pres- "overproduction" of hydraulic oil is avoided. Energy
sure of the spring. As a result, the channel leading consumption is significantly reduced due to the
to the left chamber is connected to the suction line. associated reduction in pump power consumption.
The pump pressure flows into the right chamber on
the opposite side.
The cam ring is displaced to the left against the
pressure of the spring.
Delivery rate
Engine speed
Left chamber
Left chamber
394_068
43
Steering system
Steering column - overview
Pedal assembly mounting bracket
permitted unless authorised
Engine bulkheadby AUDI AG. AUDI AG does not guarantee or accept any liability
feed-through
Steering gear attachment
Steering gear
Cutaway view of the steering column as installed
44
Module cross-member
Steering column mounting bracket
Electric
steering lock
Steering column
394_069
45
Steering system
Steering column
A newly developed mechanically adjustable steering The steering tube is mounted in roller bearings in
column is available for the Audi A5. The adjustment the crash tube. The steering shaft runs in a roller
range is 60 mm in the horizontal direction and 50 mm bearing in the guide tube. The steering shaft is
in the vertical direction. inserted into the longitudinal toothing on the steer-
ing tube. The crash tube is seated on the guide
The steering column is mounted in a sheet-steel tube.
bracket.
The electrical steering lock ELV is now bolted to the
The roller carriage for displacement of the steering bracket and can be replaced in the service work-
column in a crash is no longer used. A "tube in tube" shop.
crash system is used instead.
Steering tube
Electrical steering lock Crash tube
Bracket
Strap
Guide tube
Adjustment pivot
Steering shaft
394_070
46
Steering column
The steering column is now adjusted in steps. Ten- On the left-hand side, the steering column is
sioning is now by means of a lever actuated excen- located in a positive manner by interlocking tooth
tric. On the right-hand side, the steering column is segments.
clamped in a non-positive manner by frictional
engagement.
Positive clamping
Non-positive
clamping
394_072
47
Steering system
The steering column bracket is connected to the As a result, the steering column attachment points
module cross-member at two screw attachment are relatively far apart, creating a broad base which
points. The steering column mounting bracket is has a positive effect on the vibrational characteris-
bolted to the module cross-member, while the tics of the steering column.
steering column bracket is bolted to the mounting
bracket.
Steering column bracket
Steering column mounting bracket
Module cross-member
394_073
Engine bulkhead feed-through
394_074
48
Steering column - crash behaviour
In the event of a crash the driver's torso impacts the The upper part of the strap is guided by a bolt which
steering wheel. As of a force of approximately 2.5 is connected securely to the steering column tube.
kN, the steering wheel together with the steering Due to the "immersive" movement of the crash tube,
tube and the crash tube are displaced towards the the strap wraps itself around the stationary bolt.
dash panel. The crash tube compresses into the The force required for this purpose is predefined by
steering column tube. The steering tube simultane- the geometry of the strap and designed in such a
ously compresses onto the longitudinal toothing of way as to minimise the risk of injury to the driver.
the steering shaft (see illustration on page 46).
These movements are governed by a defined force-
distance characteristic. The characteristic is defined
by the geometry of the strap. The strap is connected
securely to the lower part of the crash tube.
Steering column
Crash tube Steering tube
F ≥ 2.5 kN
Bolt Displacement
Strap
394_075
49
Steering system
Electrical steering lock ELV
Design
A new ELV system is used on the Audi A5. Locking is The slot rotates the spur gear is driven by the worm
provided by a locking bolt moved by an electric gear of the electric motor. The trunnion slides along
motor. The back of the spur gear on the worm drive the guideway and the lever is actuated. This move-
is designed as a channelled guide. A trunnion on ment is transmitted by the trunnion on the opposite
the lever engages in this channel. A second trun- side of the lever to the locking bolt. The limit posi-
nion on the opposite side of the lever engages into tions are monitored by two microswitches.
a slot in the locking bolt.
Channelled guideway
Worm gear
Electric motor
Lever
Axis of rotation
Locking bolt
394_077
Reference
The functional principle of the ELV and the elec-

trical control device are described in SSP 393.
50
Steering wheel
A newly developed TRW three-spoke steering wheel

is used on the Audi A5. A major new feature is that
steering wheel movements are transmitted directly
from the steering wheel to the code disc on the
steering angle sender. Guide ribs cast onto the
steering wheel hub engage in the guide slots in the
code disc of the steering angle sender. This concept
halves the tolerances during measurement of the
steering movement by the steering angle sender.
Previously, the steering movement was transmitted
from the steering wheel to the steering tube and in
turn to the code disc of the steering angle sender.
Tolerances are further minimised by the use of a fit-
ting key to position the switch module with steering
column electronics control unit J527 on the crash
tube.
The steering centre point is predefined at the fac-
tory by marks on the steering wheel hub and steer-
ing tube.
394_078
Guide slot
Guide rib
394_057
51
Pedal assembly
Foot controls
The mounting bracket is made of aluminium. In
addition to serving as a mounting for the pedals,
the mounting bracket on the Audi A5 is used for the
first time to attach the front part of the steering col-
umn.
The brake pedal is made of sheet steel. As previ-

ously on the Audi A3 and Audi TT, actuation of the
pedal is detected by an electronic contactless brake
light switch (for detailed information, refer to the
Brake
chapter on "ESP"). light switch
The accelerator pedal and clutch pedal are plastic

parts. Clutch
position sender
G476
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not 394_081
Clutch position sender G476

The position of the clutch pedal must be deter- In the same way, the EPB control unit determines on
mined in order to implement the Hill Start Assist models with Audi Hold Assist the moment at which
function of the EPB and the Audi Hold Assist on to deenergise the solenoid valves and reduced the
models with a manual gearbox. The EPB control unit brake pressure in the system. In both cases, brake
determines the brake opening point by evaluating pressure is not reduced until sufficient engine
the clutch pedal position, the gear selected, the torque is available to prevent the vehicle from roll-
inclination of the road and the engine torque. ing back.
394_082
52
Wheels and tyres
Overview
1 3 6 9
2 4 7
5 8
Engine Basic wheels Optional wheels Winter wheels
4 and 6 7.5J x 17 H2 ET28 (1) 7.5J x 17 H2 ET28 (3) 8.5J x 19 H2 ET28 (6) 8.5J x 18 H2 ET31 (9)
cylinder Forged aluminium Cast aluminium wheel Cast aluminium wheel Cast aluminium wheel
wheel snow chain compatible 255/35 R19 snow chain compatible
snow chain compatible 225/50 R17 255/35 R18
225/50 R17
8J x 17 H2 ET26 (4) 8.5J x 19 H2 ET32 (7)

Cast aluminium wheel Cast aluminium wheel
245/45 R17 255/35 R19
Chrome
8.5J x 18 H2 ET29 (5)

Cast aluminium wheel
245/45 R18
8-cylinder 8.5J x 18 H2 ET29 (2) 8.5J x 19 H2 ET32 (8)

Cast aluminium Cast aluminium wheel
wheel manufactured by flow-
255/50 R18 forming
255/35 R19
394_083
In case of emergency, the tire mobility system is fitted as standard. A car jack comes as standard when the
Minispare wheel is ordered and in combination with winter tyres, otherwise it is an optional extra.
A full-size spare wheel is not available.
53
Note

54
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
– Body
– Occupant protection
– Engine
– Gearboxes
– Suspension
– Electrical systems
– Infotainment
– Air conditioning
– Service
– Diagnostics
Order number: A07.5S00.34.20
SSP 393 Audi A5 - Convenience Electron-

ics and Driver Assist Systems
– Dash panel insert

– Door control unit
– Convenience system control unit
– Electronic ignition lock
Protected
– byAudi
copyright. Copying
Service for private or commercial purposes, in part or in whole, is not
Key
SSP 394 Audi A5 - Suspension
– Front axle
– Rear suspension
– Brake system
– Steering system
SSP 395 Audi A5 - Networking
– Networking / topology
– Battery monitoring
– Onboard power supply control unit
– Exterior lights
55
394
Vorsprung durch Technik www.audi.de Service Training
Audi A5 - Suspension
Self-Study Programme 394
All rights reserved. Technical

specifications 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: 01/07
Printed in Germany
A07.5S00.36.20

Audi A5 - Suspension

Uploaded by

Copyright:

Available Formats

Audi A5 - Suspension

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Audi A5 - Suspension

Uploaded by

Copyright:

Available Formats

394

Vorsprung durch Technik www.audi.de Service Training

Self-Study Programme 394

All rights reserved. Technical

Wheel alignment and adjustment

Wheels and tyres

The self-study programme is not a repair manual!

Shock absorber fork

The vehicle must not be set down on its wheels

Springs and dampers

Mount (screw clamp)

Shock absorber fork

Shock absorber fork

The screws used for attaching the wishbone to the

The mounting bracket is made of cast aluminium

Rear axle for front-wheel drive

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is

Rear axle for quattro models

The wheel carrier is an aluminium casting. It carries

Wheel carrier, trapezoidal link

Upper wishbone, track rod

Wheel bearing / wheel hub

Wheel bearings for front-wheel drive models

Wheel bearings for quattro models

Tubular anti-roll bars are used to save weight. The

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is n

New front axle brake

New ESP generation

Wheel brakes overview

Engine 3.0l TDI V8 4.2l FSI

Minimum wheel size 16" 17"

Brake type TRW FBC-57 16" TRW FBC-57 17"

Piston diameter (mm) 57 57

Brake disc diameter (mm) 320 347

Engine 3.0l TDI V8 4.2l FSI

Minimum wheel size 16" 17"

Piston diameter (mm) 43 43

Brake disc diameter (mm) 300 330

A new brake caliper concept called FBC (foundation

The brake caliper housing comprises a floating cali-

Important! The threaded connections between

The main new feature is the pad carrier. Four guide

The small points of contact between the pad carrier

FBC brake caliper

The brake pad wear indicator sensor is located in the

Very light and filigree brake discs are used in combi-

The brake discs are connected to the wheel hubs by

TRW Colette II brake calipers are used in combina-

A major new feature is the use of stainless steel

Brake pad springs

Special attention must be paid to correct instal-

A conventional 8/9 inch TRW tandem brake servo is

The Reed switch for the brake fluid level warning

Due to the modified installation position of the

Electromechanical parking brake

Parking brake motor,

System components - parking brake motor V282/283

The brake pads are tensioned by a spindle drive.

The overall ratio of approx. 1:150 is achieved in three stages: