2002 NewTechnology

New
Technology
2002
Design and Function
Audi of America, Inc.

3800 Hamlin Road
Auburn Hills, MI 48326
Printed in U.S.A.
February 2002
Self-Study Program
Course Number 992203

Service Training
Printed in U.S.A.
Printed 2/2002
Course Number 992203
2002 Audi of America, Inc.
All rights reserved. All information contained
in this manual is based on the latest
information available at the time of printing and
is subject to the copyright and other intellectual
property rights of Audi of America, Inc., its
affiliated companies and its licensors. All rights
are reserved to make changes at any time
without notice. No part of this document may
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of the publisher.
All requests for permission to copy and
redistribute information should be referred to
Always check Technical Bulletins and the
Audi Worldwide Repair Information System
for information that may supersede any
information included in this booklet.
Trademarks: All brand names and product
names used in this manual are trade names,
service marks, trademarks, or registered
trademarks; and are the property of their
respective owners.
Table of Contents
Introduction ................................................................................................... 1
Audi New Technology 2002
Engine Valve Train Variable Valve Timing .............................................. 2
The Task of Variable Valve Timing, Operation of Variable Valve
Timing, Intake Camshaft, Exhaust Camshaft, Oil System,
Engine Management for Variable Valve Timing
Engine Cooling Electronically Controlled ............................................. 16
Electronically Controlled Cooling System Overview,
The Coolant Temperature Level, Coolant Thermostat Housing
with Map Controlled Engine Cooling Thermostat F265, The
Coolant Temperature Set Points, Engine Coolant Temperature
(ECT) Sensor G62 and Engine Coolant Temperature (ECT) Sensor
(On Radiator) G83, Map Controlled Engine Cooling Thermostat
F265, Coolant Fan V7 and Coolant Fan -2- V177
Fuel Supply 1.8T ..................................................................................... 25
Pressure-Regulated Fuel Filter
Exhaust System Exhaust Flap ............................................................... 26
Exhaust Flap 3.0-Liter V6, Exhaust Flap Vacuum
System Overview, Exhaust Flap Functional Diagram
Suspension Pneumatic Damping Control ............................................ 31
Pneumatic Damping Control Shock Absorbers
Tires Tire Pressure Monitoring .............................................................. 36
The Tire Pressure Monitoring System, System Components,
System Functions, Tire Pressure Monitoring Functional Diagram
Steering Servotronic II ........................................................................... 66
Servotronic II Variable Effort Power Steering,
Servotronic II System Overview
New !
Electrical System ......................................................................................... 68

CAN Data Bus, Compass, Bi-Xenon Headlights, Audi Telematics
by OnStar, Audi Digital Phone by Motorola, Symphony II Radio
Transport Mode
Knowledge Assessment ............................................................................. 81
Important/Note!
The Self-Study Program provides you with information
regarding designs and functions.
The Self-Study Program is not a Repair Manual.
For maintenance and repair work, always refer to the
current technical literature.
Introduction
Audi New Technology 2002
In keeping with the Audi tradition of
producing the best-engineered and most
appealing cars in the world, Audi is
introducing technical innovations and
improvements in many vehicle systems for
the 2002 model year. From performance
and handling to convenience, comfort, and
safety; from social responsibility to the
sheer fun of driving; Audi continues to earn
its reputation as a manufacturer of worldclass cars with a technical edge.
SSP248/067
Some of the latest Audi technologies being

introduced to the North American market
for 2002 include:
Variable valve timing
Electronically controlled engine cooling
SSP222/035a
1.8T engine fuel delivery modifications

Exhaust system noise reduction
Pneumatic damping control shock
absorbers
Tire pressure monitoring
Servotronic II variable effort steering
CAN data bus
Electronic compass
Bi-xenon headlights
Audi Telematics by OnStar
SSP242/051
Digital phone by Motorola

Symphony II radio transport mode
This Self-Study Program describes the
design and function of these technical
innovations.
78500018
Engine Valve Train Variable Valve Timing

Idle
The Task of Variable Valve Timing
TDC
The valve timing illustrated here

is intended to demonstrate the
basic principle and the effects of
variable valve timing. Each engine
application has valve timing
adapted to its own mechanics
and engine management system.
The quantity and appearance of
components will vary from one
application to another.
EC
IO
IC
EO
BDC
SSP246-001
Power
TDC
EC
Idle
At idle, the intake camshaft is set so that
the intake valves open and close late. The
exhaust camshaft is set so that exhaust
valves close well before top dead center
(TDC). Because there are only small
amounts of residual gases from
combustion, engine idle is smooth.
Power
IO
To achieve good power at high engine

speeds, the exhaust valves are opened
late. This allows the expanding burning
gases to act against the pistons longer.
IC
The intake valves open after top dead

center and close well before bottom dead
center (BDC). This enables the dynamic
self-charging effect of the entering air, and
increases power output.
EO
BDC
SSP246-002
Variable valve timing sets the most

advantageous valve timing for the engine in
each operating mode: idle, maximum
power, and torque; as well as for exhaust
gas recirculation.
Intake
IO
Intake Opens
Compression
IC
Intake Closes
Power
EO Exhaust Opens
Exhaust
EC
Exhaust Closes

TDC
Torque
EC
Torque
To achieve maximum torque, good
volumetric efficiency is needed. This
requires that the intake valves be opened
early. Because the intake valves open early,
they close early as well. This keeps the
fresh gases from being pushed back out
the intake valve port.
IO
The exhaust camshaft closes the exhaust

valves just before top dead center.
IC
Exhaust Gas Recirculation

Internal exhaust gas recirculation can be
achieved by adjusting the intake and
exhaust camshafts for a period of valve
overlap, when both the intake and exhaust
valves are open. The amount of overlap
determines the amount of recirculated
exhaust gas.
EO
BDC
SSP246-003
Exhaust Gas
Recirculation
TDC
EC
The intake camshaft is set so that it opens

the intake valves well before top dead
center. The exhaust camshaft does not
close the exhaust valves until just before
top dead center. As a result, both valves are
open and some of the exhaust gas is
recirculated in the cylinder for reburning
during the next power stroke.
IO
The advantage of internal exhaust gas

recirculation over external exhaust gas
recirculation is the fast reaction of the
system and very even distribution of the
recirculated exhaust gases.
IC
EO
BDC
SSP246-004
Intake
IO
Intake Opens
Compression
IC
Intake Closes
Power
EO Exhaust Opens
Exhaust
EC
Exhaust Closes

Operation of Variable Valve Timing
The Motronic Engine Control Module J220
controls the variable valve timing. To do
this, it requires information from various
sensors about engine speed, engine load
and temperature, and the positions of the
crankshaft and the camshafts.
To adjust the camshafts on the cylinder
bank shown, the Motronic Engine Control
Module J220 actuates Valve 1 for Camshaft
Adjustment N205 and Camshaft
Adjustment Valve 1 (Exhaust) N318. They in

turn open oil galleries in the control
housing. Engine oil flows through the
control housing and camshafts into the
camshaft adjusters. The inner rotors (pivot
motor rotors) rotate and adjust the intake
and exhaust camshaft positions in
accordance with the specifications
programmed into the Motronic Engine
Control Module J220.
Camshaft Position
(CMP) Sensor G40
Intake Camshaft
Camshaft Position
(CMP) Sensor 2 G163
Exhaust Camshaft
Valve 1 for Camshaft
Adjustment N205
Camshaft
Adjustment Valve 1
(Exhaust) N318
Motronic
Engine Control
Module J220
One cyllinder bank

of W12 engine shown.
Oil Pump
Engine Speed
Air Mass and Air Temperature (Engine Load)
Coolant Temperature
SSP246-012

Intake Camshaft
Intake Camshaft Adjustment
Each intake camshaft is regulated by the
Motronic Engine Control Module J220 over
the entire speed range of the engine. The
maximum amount of adjustment possible is
through 52 degrees of crankshaft angle.
Adjustment is determined by a control map
stored in the Motronic Engine Control
Module J220.
As used here, map refers to
an electronic database that
sets up the relationship between
incoming sensor information
and outgoing control signals.
Maps are also referred to as
look-up tables.
Intake Camshaft Adjuster

Outer Rotor
Inner Rotor
(Pivot Motor Rotor)
Intake Camshaft Adjuster Design

The adjusting mechanism of each intake
camshaft adjuster consists of:
A combined housing and outer rotor
connected directly to the timing chain
or belt.
An inner rotor (pivot motor rotor)
attached to the end of the camshaft.
The adjusters are locked mechanically
until the necessary engine oil pressure has
built up.
Oil Galleries
SSP246-155
Mechanical
Detent
Using a mechanical detent device, a springloaded differential pressure pin prevents

the camshaft from being adjusted during
the engine start cycle.
The adjuster is designed to move to the
retard position and remain locked there
whenever the engine is turned off.
The rising engine oil pressure unlocks the
spring-loaded differential pressure pins.
Camshaft Adjuster
Inner Rotor with
Connection to
Camshaft
SSP255/021

How the Intake Camshaft is Advanced
For exhaust gas recirculation and increasing
torque, each intake camshaft must be set
so that the intake valves open well before
top dead center.
To advance valve timing on the cylinder
bank shown, the Motronic Engine Control
Module J220 actuates Valve 1 for Camshaft
Adjustment N205 which adjusts the
position of the control piston in the control
housing.
The control housing oil gallery for timing
advance is opened up in accordance with
the new position of the control piston.
From there the pressurized oil flows

through five passages drilled through to the
front face of the camshaft and into the five
advance chambers of the camshaft
adjuster, where it presses against the
vanes of the inner and outer rotors. This
causes the inner rotor (pivot motor rotor) to
rotate to an advanced position within the
outer rotor.
Since the camshaft is fixed to the inner
rotor (pivot motor rotor) and the crankshaft
is mechanically linked to the outer rotor,
this effectively rotates the intake camshaft
in the direction of crankshaft rotation and
the intake valves open sooner.
With the oil gallery opened, engine oil

under pressure flows through the control
housing and into the forward ring channel in
the intake camshaft.
Ring Channels
Control Housing
If the variable valve timing

function fails, the camshaft
adjuster will be set by engine
oil pressure to the basic
retarded position.
Front
Drilled
Passage
Timing Advance
Oil Gallery
Inner Rotor
(Pivot Motor
Rotor)
One cylinder
bank shown.
Oil Return
Adjustment N205
Control Piston
Engine Oil
Pressure
Oil Return
SSP246-150

How the Intake Camshaft is Retarded
When the engine is idling or when a lot of
power is required from the engine, each
intake camshaft is rotated so that the intake
valves open late after top dead center.
To retard the intake camshaft on the
cylinder bank shown, the Motronic Engine
Control Module J220 actuates Valve 1 for
Camshaft Adjustment N205, which opens
the gallery for timing retardation by moving
the control piston.
Engine oil under pressure flows through the
control housing into the rearward ring
channel of the camshaft.
through drilled passages in the camshaft to
the pocket hole of the securing bolt for the
camshaft adjuster.
The pressurized oil then flows through five

drilled passages in the camshaft adjuster
and into the oil chamber for timing
retardation where it presses against the
vanes of the inner and outer rotors. This
causes the inner rotor (pivot motor rotor) to
rotate to a retarded position within the
outer rotor.
This movement effectively rotates the
intake camshaft in the opposite direction
from crankshaft rotation and the intake
valves open later.
At the same time that the oil gallery for
timing retardation is opened, the control
piston opens the oil return for the gallery
for timing advance, relieving the pressure
there. The rotation of the inner rotor (pivot
motor rotor) in the retard direction pushes
the oil out of the timing advance chamber
through the timing advance oil gallery.
Ring Channels
Control Housing
Front
Drilled
Passage
Inner Rotor
(Pivot Motor
Rotor)
Pocket Hole for

Securing Bolt
Timing
Retardation
Oil Gallery
One cylinder
bank shown.
Oil Return
Control Piston
Engine Oil
Pressure

Adjustment N205
Oil Return
SSP246-151

How Regulation Works
Regulation enables continuous variation of
the position of each intake camshaft
between advanced and retarded through a
maximum adjustment range of 52 degrees
of crankshaft angle. On the cylinder bank
shown, the Camshaft Position (CMP)
Sensor G40 provides a signal to the
Motronic Engine Control Module J220
which allows it to monitor the exact
position of the intake camshaft at any given
moment. The control map in the Motronic
Engine Control Module J220 determines
the intake camshaft adjustment using this
camshaft position information as well as
engine load, speed, and coolant
temperature readings.
When the control map calls for advanced
timing, the Motronic Engine Control
Module J220 activates the Valve 1 for
Pressure to Advance Timing
Camshaft Adjustment N205, which moves

the control piston in the advance timing
direction. Pressurized oil is diverted through
the control housing and drilled passages in
the camshaft into the camshaft adjuster
and moves the camshaft into an advanced
position. Moving the control piston in the
advanced direction simultaneously opens
the oil return through the oil channel for
retarding timing.
When the desired angle of adjustment is
attained, the control map initiates
movement of the control piston to a
position that maintains equal pressure in
both camshaft adjuster chambers to
maintain the adjustment angle.
To move the camshaft in the retard timing
direction, the regulation process is similar
but pressurized oil flow is reversed.
Equalized Pressure
to Maintain Adjustment

Adjustment N205
SSP246-150a

Adjustment N205
One cylinder
bank shown.
SSP246-152

Exhaust Camshaft
Exhaust Camshaft Adjustment
Exhaust Camshaft Adjuster Design
In contrast to the intake camshaft

adjustment which is continuously variable
over the entire range of 52 degrees of
crankshaft angle, the adjustment of each
exhaust camshaft is essentially on or
off to advance the exhaust camshaft
timing or return it to normal. The
adjustment variation between these two
positions is 22 degrees of crankshaft angle.
The adjusting mechanism of the exhaust

camshaft adjuster is nearly identical to the
design of the intake camshaft adjuster:
A combined housing and outer rotor
connected directly to the timing chain
or belt.
An inner rotor (pivot motor rotor)
attached to the end of the camshaft.
The vanes of the inner rotor (pivot motor
rotor) are wider to limit adjustment travel
to the smaller 22 degrees of crankshaft
angle required of the exhaust camshaft.
Exhaust Camshaft Adjuster

Outer Rotor
Inner Rotor
(Pivot Motor Rotor)
Wider Vanes
Oil Galleries
SSP246-156

Exhaust Camshaft Normal Position
Each exhaust camshaft is in its normal
position when the engine is being started
and at engine speeds above idle. In the
normal position, the exhaust valves close
just before top dead center. Each exhaust
camshaft is in the normal position in the
engine operating modes for maximum
power and torque; as well as for exhaust
gas recirculation. Under these conditions,
on the cylinder bank shown the Camshaft
Adjustment Valve 1 (Exhaust) N318 is not
actuated.
How the Normal Position Works
In the normal position, the exhaust
camshaft is positioned so that the exhaust
valves close shortly before top dead center.
The Camshaft Adjustment Valve 1 (Exhaust)
N318 on the cylinder bank shown is not
actuated by the Motronic Engine Control
Module J220.
In the normal position, the oil gallery for
timing retardation is open. Through this
oil gallery, engine oil under pressure
reaches the rearward ring channel in the
exhaust camshaft.
10

through drilled passages in the camshaft to
the pocket hole of the securing bolt for the
camshaft adjuster.
The pressurized oil then flows through five
drilled passages in the camshaft adjuster
and into the oil chamber for normal position
where it presses against the vanes of the
inner and outer rotors. This causes the
inner rotor (pivot motor rotor) to rotate to
the stops at the normal position within the
outer rotor, rotating the camshaft along
with it.
The exhaust camshaft on the cylinder bank
shown remains in this position as long as
the Camshaft Adjustment Valve 1 (Exhaust)
N318 solenoid is not actuated.
timing retardation pressure is open, the oil
return for the gallery for timing advance is
open, relieving the pressure there. The
rotation of the inner rotor (pivot motor rotor)
in the retard direction pushes the oil out of
the timing advance chamber through the oil
gallery for timing advance.
Ring Channel
Control
Housing
Front
Drilled
Passage
Inner Rotor
(Pivot Motor Rotor)
Pocket Hole for

Securing Bolt
Oil Gallery for

Timing Retardation
Oil Gallery for
Timing Advance
Outer
Rotor
Camshaft
Adjustment Valve 1
(Exhaust) N318
Oil Return
Control Piston
Engine Oil
Pressure
Oil Return
One cylinder
bank shown.
SSP246-157
11

Exhaust Camshaft Advanced Position
Each exhaust camshaft is set to the
advanced position at engine speeds from
idle to about 1,200 rpm.
How the Exhaust Camshaft is Advanced
To advance exhaust valve timing on the
cylinder bank shown, the Motronic Engine
Control Module J220 actuates the
Camshaft Adjustment Valve 1 (Exhaust)
N318, which adjusts the position of the
control piston in the control housing.
The control housing oil gallery for timing
advance is opened up in accordance with
the new position of the control piston.
With the oil gallery opened, engine oil
under pressure flows through the control
housing and into the forward ring channel in
the exhaust camshaft.
through five passages drilled through to the
front face of the camshaft and into the five
advance chambers of the camshaft
adjuster, where it presses against the
vanes of the inner and outer rotors.
This causes the inner rotor (pivot motor
rotor) to rotate to an advanced position
within the outer rotor.
12
Since the camshaft is fixed to the inner

rotor (pivot motor rotor) and the crankshaft
is mechanically linked to the outer rotor,
this effectively rotates the intake camshaft
in the direction of crankshaft rotation and
the exhaust valves open and close earlier.
timing advance pressure is open, the oil
return for the gallery for timing retardation
is open, relieving the pressure there. The
rotation of the inner rotor (pivot motor rotor)
in the advance direction pushes the oil out
of the timing retard chamber through the oil
gallery for timing retardation.
If the variable valve timing
function fails, the exhaust
camshaft adjuster will remain
in the normal position, the
exhaust valves close just
before top dead center.
Oil System
The variable valve timing system operates
at an oil pressure of 10.2 psi (70 kPa) and
above. Oil flow through the exhaust and
intake camshafts is virtually identical.
Ring Channels
Control
Housing
Front Drilled
Passage
Inner Rotor
(Pivot Motor Rotor)
Pocket Hole for

Securing Bolt
Oil Gallery for

Timing Advance
Oil Gallery
for Timing
Retardation
Outer Rotor
Camshaft
Adjustment Valve 1
(Exhaust) N318
Oil Return
Control Piston
Engine Oil
Pressure
Oil Return
One cylinder
bank shown.
SSP246-156a
13

Engine Management for
Variable Valve Timing
Typical System Overview
for V6 Engines
Motronic Engine
Control Module J220
Camshaft Position (CMP)

Sensor G40
Sensor 2 G163
Adjustment N205

Sensor 3 G300
Sensor 4 G301

Adjustment N208
Engine Speed (RPM)

Sensor G28
Mass Air Flow (MAF)

Sensor G70 (In Some
Applications Combined
with Intake Air Temperature
(IAT) Sensor G42)
Engine Coolant
Temperature (ECT)
Sensor G62
Camshaft Adjustment
Valve 1 (Exhaust) N318
Data Link
Connector (DLC)
Wire Connector TV14
Camshaft Adjustment
Valve 2 (Exhaust) N319
SSP246-029
14

Learning Ability of the System
Engine Speed (RPM) Sensor G28, the

Camshaft Position (CMP) Sensor G40,
the Camshaft Position (CMP) Sensor 2
G163, the Camshaft Position (CMP)
Sensor 3 G300, and the Camshaft Position
(CMP) Sensor 4 G301, to check the idle
settings for the intake and exhaust
camshafts. If the actual value does not
agree with the control map specification
stored in the Motronic Engine Control
Module J220, the camshaft positions are
adjusted to match the specification.
The entire variable valve timing system

is adaptive. This adaptability compensates
for component and assembly tolerances
and wear.
initiates adaptation when the engine is
idling and the coolant temperature is
greater than 140F (60C).
During adaptation, the Motronic Engine
Control Module J220 uses signals from the
Specification
TDC
Adaptation Value
Actual Value
BDC
SSP246-009
15
Engine Cooling Electronically Controlled

Electronically Controlled Cooling
System Overview
The aim of developing an electronically
controlled cooling system was to be able
to set the operating temperature of the
engine to a specified value based on the
load state.
An optimal operating temperature is set
according to maps stored in the Motronic
Engine Control Module J220 by heating the
thermostat electrically and adjusting the
radiator fan settings.
Cooling can thus be adapted to the engines
overall performance and load state.
As used here, map refers
to an electronic database
that sets up the relationship
between incoming sensor
information and outgoing
control signals. Maps are also
referred to as look-up tables.
Advantages
The advantages of adapting the coolant
temperature to the current operating state
of the engine are:
Lower fuel consumption in the partthrottle range.
Reduced raw CO and HC emissions.
Changes to the conventional cooling
circuit include:
Integration in the cooling circuit through
minimal design modifications.
The coolant distributor housing and
thermostat are combined to form a single
module.
There is no longer any need for a coolant
thermostat on the cylinder head.
Motronic Engine Control Module J220
contains the maps of the electronically
controlled cooling system.
Electronically controlled cooling is
only used on the 1.8T AMB
engine at the time of printing.
Other engines will be added in
the future.
16

The Coolant Temperature Level
Engine performance is dependent on
proper engine cooling.
In the electronically controlled cooling
system, the coolant temperatures range
from 203F to 230F (95C to 110C)
in the part-throttle range and from
185F to 203F (85C to 95C) in the
full-throttle range.
Higher temperatures in the part-throttle

range improve efficiency, which in turn
reduces fuel consumption and pollutants
in the exhaust gases.
Lower temperatures in the full-throttle
range increase power output. The
inducted air is heated to a lesser degree,
boosting performance.
Engine load and cooling should

always be considered together.
Coolant Temperature Level as a Function

of Engine Load with Mapped Cooling
Engine Load
Full-Throttle Range
185F to 203F (85C to 95C)
Part-Throttle Range
203F to 230F (95C to 110C)
Engine Speed
SSP222-013
17

Coolant Thermostat Housing with
Map Controlled Engine Cooling
Thermostat F265
The Functional Components
An expansion-element thermostat with a
wax thermocouple (Map Controlled
Engine Cooling Thermostat F265).
Resistance heating in the wax
thermocouple.
Pressure springs for mechanically
closing the coolant ducts.
One large valve disc and one small
valve disc.
Function
The Map Controlled Engine Cooling
Thermostat F265 in the coolant distributor
housing is always immersed in coolant.
The wax thermocouple regulates the
thermostat opening temperature unheated
as before, but is rated for a different
opening temperature.
The coolant temperature causes the wax to

liquefy and expand, producing a lifting
movement of the lifting pin.
This normally happens in accordance with
the new coolant temperature profile of
230F (110C) at the engine cylinder head
outlet, without the application of voltage to
the heating resistor integrated into the wax
thermocouple.
When voltage is applied to the heating
resistor, it heats the wax thermocouple
above the temperature of the surrounding
coolant. The adjustment of the lifting pin
stroke is then determined not only by the
coolant temperature, but also as specified
by the map stored in the Motronic Engine
Control Module J220.
Lifting Pin
Heating Resistor
Map Controlled Engine

Cooling Thermostat F265
Small Valve Disc

for Closing the Small
Coolant Circuit
Pressure Spring
Large Valve Disc
for Closing the
Large Coolant Circuit
18
Electrical Connection
for Heating Thermostat
SSP222-035

The Coolant Temperature
Set Points
Map Pre-Control Pulse Duty Factor
Pre-Control Pulse
Duty Factor
Specified Temperature
Engine Speed
SSP222-018
Map Specified Coolant Temperature 1
Nominal Temperature
Engine Load
194F (Intake Air Mass)
(90C)
Engine Speed
SSP222-016
Map Specified Coolant Temperature 2
Nominal Temperature
Activation of the Map Controlled Engine

Cooling Thermostat F265 is regulated
by maps to distribute the coolant
flow volume between the large and small
cooling circuits.
The relevant temperature set points are
stored in these maps.
The pre-control pulse duty factor
information is stored in a map.
This map is required to determine the
coolant temperature set point when the
vehicle is at rest with the engine running.
The information required for this purpose
is obtained by comparing the actual
temperature and the specified temperature
as factors of engine speed.
A temperature constant between 185F
and 230F (85C and 110C) can then be
set for the Map Controlled Engine Cooling
Thermostat F265 based on engine speed
and coolant temperature.
In the specified coolant temperature 1 map
the temperature setting is calculated from the
engine load (determined by measured intake
air mass) and engine speed.
The specified coolant temperature 2
setting is calculated from temperature set
points that are stored based on road speed
and intake air temperature in a second map.
By comparing maps 1 and 2, the lower
value is used by the Motronic Engine
Control Module J220 as the set point and
the Map Controlled Engine Cooling
Thermostat F265 is set accordingly.
Thermostat F265 is not activated until a
temperature threshold has been exceeded
and the coolant temperature is just below
the set point.
185F
(85C)
Road Speed
Intake Air Temperature

SSP222-017
19
Engine Coolant Temperature (ECT)

Sensor G62 (At engine outlet
determines coolant
actual value 1)

Sensor G62 and Engine Coolant
Temperature (ECT) Sensor
(On Radiator) G83
SSP222-023
These sensors both operate as negative

temperature coefficient (NTC) sensors. The
coolant temperature set points are stored in
the Motronic Engine Control Module J220
in the form of maps.
The actual coolant temperature values
are registered at two different points in
the cooling circuit and indicated to the
Motronic Engine Control Module J220 in
the form of a voltage signal.
SSP222-003
Engine Coolant Temperature

Sensor (On Radiator) G83
(At radiator outlet
determines coolant actual
value 2)
Coolant circuit shown is

for example only.
20
Coolant actual value 1 is measured at

the cylinder head coolant outlet by
Sensor G62 located in the upper level of
the coolant distributor housing.
Coolant actual value 2 is measured at
the radiator by Engine Coolant
Temperature (ECT) Sensor (On Radiator)
G83 before the radiator coolant outlet.
SSP222-024

Signal Utilization
Comparison of the specified temperatures
stored in the maps with the coolant actual
value 1 temperature gives the pulse-widthmodulated signal for the application of
voltage to the heating resistor in the Map
Controlled Engine Cooling Thermostat F265.
Comparison of the coolant actual values
1 and 2 is the basis for activation of
the electric Coolant Fan V7 and Coolant
Fan -2- V177.
Effects of Failure
If Engine Coolant Temperature (ECT)
Sensor G62 fails, a defined substitute value
of 203F (95C) is used for coolant
temperature control and the first fan speed
stays activated.
J220
If Engine Coolant Temperature (ECT)

Sensor (On Radiator) G83 fails, the control
function remains active and the first fan
speed stays activated.
If a certain temperature threshold is
exceeded, the second fan speed is
activated.
G62
G83
SSP222-030
If both sensors fail, maximum voltage is

applied to the heating resistor in the Map
Controlled Engine Cooling Thermostat F265
and the second fan speed stays activated.
21

Map Controlled Engine
Cooling Thermostat F265
Thermostat F265 is the coolant control
actuator.
Map Controlled Engine Cooling

Thermostat F265
Wax Thermocouple
Heating
Resistor
A standard expansion-element thermostat

without the benefit of electric heating is
designed to regulate engine outlet coolant
at a specific temperature. The Map
Controlled Engine Cooling Thermostat F265
sets the coolant temperature at a designdefined point in much the same way, but
the defined set point can be changed to
meet the cooling needs of the engine using
the available control maps.
A heating resistor is integrated into the
wax thermocouple expansion element of
the Map Controlled Engine Cooling
Thermostat F265.
Lifting Pin
SSP222-006
Without the application of voltage to the

heating resistor, the surrounding coolant
temperature causes the wax in the
expansion element to liquefy and expand
at 230F (110C).
With an application of voltage, the heating
resistor heats the wax above the
temperature of the surrounding coolant.
The heating wax expands causing the lifting
pin to extend in accordance with the map
(stroke X in the illustration). The positions
of the coolant thermostat large and small
valve discs are mechanically adjusted by
the movement of the lifting pin.
The purpose of the thermostat
heating system is not to heat the
coolant. It heats the expansion
element in a controlled manner in
order to open the large cooling
circuit.
22
Thermostat heating resistor heating is

controlled by the Motronic Engine Control
Module J220 in accordance with the map
by a pulse-width-modulated (PWM) signal.
The extent of heating varies depending on
pulse width and time.
No voltage is applied when the
vehicle is at rest with the engine
idling or during the engine
starting cycle.
Rule:
PWM low (without voltage) =
high coolant temperature
PWM high (with voltage) =
low coolant temperature
Effects of Failure
If there is no operating voltage present:
Thermostat control takes place only by
means of the wax thermocouple
expansion element.
The first fan speed is continuously
activated.
23

Coolant Fan V7 and
Coolant Fan -2- V177
Map 1 Temperature Difference for

Fan First Speed
Temperature Difference
Engine Load (Intake Air Mass)
Engine Speed
SSP222-026
Electrical Circuit Compenents

J220
J293
V7
V177
M
The full-throttle low coolant temperature

mode makes heavy demands on the
cooling system.
To increase its cooling capacity, the
Motronic Engine Control Module J220 can
initiate one of two speed settings for
Coolant Fan V7 and Coolant Fan -2- V177.
Fan control is based on the difference
between the coolant temperatures
measured at the engine outlet and at the
radiator outlet.
stores the control conditions for the fans in
two maps:
Temperature difference for fan, first
speed.
Temperature difference for fan, second
speed.
Both maps are similar to the one
shown here, and both are dependent on
engine load (intake air mass) and engine
speed (rpm).
There are three fan operating modes:
Off.
On, first speed.
On, second speed.
Run-On
Run-on of Coolant Fan V7 and Coolant
Fan -2- V177 after the engine is turned off
is time and temperature dependent.
Effects of Failure
31
31
J220
J293
Motronic Engine Control Module

Coolant Fan Control Module
V7
V177
Coolant Fan
Coolant Fan -2-
24
SSP222-025
If a fault occurs in the circuit for the first fan

output stage, the second stage is activated.
If a fault occurs in the circuit for second fan
output stage, the Map Controlled Engine
Cooling Thermostat F265 is fully energized
as a safety precaution.
Fuel Supply 1.8T

Pressure-Regulated Fuel Filter
For the 1.8T engine, the fuel supply is
routed through a pressure-regulated filter.
This new design eliminates the need for a
fuel return line from the engine fuel rail.
Fuel in the tank is pressurized by the in-tank
fuel pump and supplied through port VL
to the filter. The pressurized fuel fills the
chamber, flowing through the paper filter
element and out through the port labeled
MOTOR to supply the engine fuel rail.
If the fuel pressure in the filter exceeds the

filter pressure regulator threshold, the
regulator valve opens and routes fuel
through the plastic center tube and out at
port RL to return to the tank.
Fuel filter port E vents the pressure
regulator to atmospheric pressure through
the evaporative emission (EVAP) canister.
When the pressure-regulated
fuel filter is installed, the arrows
printed on the filter must point in
the direction of fuel flow.
Fuel Supply
to Engine
Fuel Supply
from Tank
Port VL
Fuel Filter
Port
MOTOR
Port RL
Port E
Engine
Fuel Return
to Tank
Pressure
Regulator
Tank Vent to
EVAP Canister
Filter Pressure
Regulator Vent
to EVAP Canister
Evaporative
Emission
(EVAP)
Canister
Fuel Tank
78500005
25
Exhaust System Exhaust Flap

Exhaust Flap 3.0-Liter V6
Cross Section A
Front-wheel drive vehicles equipped with

3.0L V6 engines have an exhaust flap
installed at one of the rear silencer outlets.
This design ensures that legal restrictions
on noise are met at engine idle and low
engine speeds.
78500007
Exhaust Flap
A
78500006
26

Exhaust Flap Operation
Exhaust flap operation is controlled by the
Motronic Engine Control Module J220.
When vehicle speed is above 3.1 mph
(5 km/h) and engine speed is above
2000 rpm, there is no signal to the Valve
for Exhaust Flap N220 and the flap is open
to allow maximum flow of exhaust gases.
When vehicle speed is below 3.1 mph

(5 km/h) or the engine speed drops below
1800 rpm, the Motronic Engine Control
Module J220 sends a signal to activate the
Valve for Exhaust Flap N220 and the flap is
closed to reduce exhaust noise to an
acceptable level.
Effect of Failure
In the event of exhaust flap system failure,
the default position is with the flap open.
3.0 V6 220 hp (162 kW)

Switching Diagram of the Exhaust Flap
6500
6000
5500
Engine Speed (RPM)
5000
3.1 mph
(5 km/h)
4500
Open
4000
3500
Acceleration
Deceleration
3000
2500
2000
1500
Closed
1000
500
0
0
0
31
50
62
100
93
150
124
200
155 mph
250 km/h
Vehicle Speed
78500008
27
Vacuum
Check Valve
Exhaust
Flap Open
Intake
Manifold
Other
Consumers
Vacuum
Reservoir
Motronic
Engine Control
Module J220
Valve for
Exhaust Flap
N220
Flap is open.
Vacuum
Check Valve
Exhaust
Flap Closed
Intake
Manifold
Vacuum
Reservoir
Motronic
Engine Control
Module J220
Other
Consumers
Valve for
Exhaust Flap
N220
The system applies vacuum

and the flap is closed.
Atmospheric Pressure
Vacuum
28
78500009

Exhaust Flap Vacuum
System Overview
Change-Over Valve for

Intake Manifold Flap N239
Vacuum Unit for Intake
Manifold Change-Over
Vacuum
Reservoir
Evaporative
Emission (EVAP)
Canister Purge
Regulator Valve
N80
Fuel
Distribution
Rail with
Pressure
Control Valve
Diagnostics
Pump for
Fuel System
Vacuum
Reservoir
Secondary Air
Injection (AIR)
Solenoid Valve
N112
Vacuum
Check
Valve
Valve for
Exhaust Flap
N220
Suction
Jet Pump
Exhaust Flap
Combination Valve
for Secondary
Air Injection
Evaporative
Emission
(EVAP)
Charcoal
Canister
Brake
Booster
Combination Valve
for Secondary
Air Injection
78500010
29

Exhaust Flap
Functional Diagram
30
15
J271
In
S28
20A
S7
10A
Out
S34
15A
CAN-H
CAN-L
96
N220
J220
J218
G21
J338
+
M
G186
G187 G188
G22
G28
31
78500011
Components
G6
G21
G22
G28
G186
G187
G188
30
Fuel Pump
Speedometer
Speedometer Vehicle Speed Sensor (VSS)
Engine Speed (RPM) Sensor
Throttle Drive (Power Accelerator Actuation)
Angle Sensor 1 for Throttle Drive
Angle Sensor 2 for Throttle Drive
J218
J220
J271
Instrument Cluster Combination Processor

Motronic Engine Control Module Power
Supply Relay
N220
Valve for Exhaust Flap
S7
S28
S34
Fuse
Fog Light Fuse
Terminal 50 Fuse
Pneumatic Damping Control

Shock Absorbers
Rear Axle Variable Load
Recognition System
The Audi allroad quattro four-level air
suspension employs a continuously variable
load recognition system at the rear axle.
This system enhances vehicle handling by
maintaining suspension damping at a
constant level whether the vehicle is
partially or fully loaded.
The use of air springs in combination with
the natural vibration frequency of the body
structure maintains virtually constant
vibration characteristics regardless of the
load on the system.
Degree of Damping
Suspension Pneumatic Damping Control
1.0
1.2
1.4
1.6
1.8
2.0
Body Weight Ratio

PDC Shock Absorbers
Conventional Shock Absorers
SSP242/057
Coaxial Arrangement of
Air Spring and PDC Shock Absorber
The system adjusts to provide a

comfortable ride with a light load and
sufficiently firm damping under a heavy
load.
The pneumatic damping control (PDC)
shock absorbers provide this capability. In
PDC shock absorbers, the damping force is
varied as a direct result of the amount of air
pressure present in the air springs at any
given moment.
Air Spring
Hose
PDC Valve
SSP242/043
31
Damping Force
lb
360
N
1600
315
1400
270
1200
225
1000
180
800
135
600
90
400
45
200
The damping force is altered by a PDC

valve integrated into the shock absorber.
The PDC valve is connected to air spring air
chamber pressure by a pneumatic hose.
Rebound
Compression
0
0.43 0.85 1.28 1.71 2.13 2.56 2.99 3.41 ft/s
0.13 0.26 0.39 0.52 0.65 0.78 0.91 1.04 m/s
Piston Speed
138 psi (950 kPa)
116 psi (800 kPa)
94 psi (650 kPa)
SSP242/087
A variable throttle valve in the PDC valve is

controlled by the internal air pressure in the
air spring. This provides a continuously
variable control of damping in direct
proportion to the load on the suspension
system. The movement of the throttle
valve changes the resistance to hydraulic
fluid flow in the shock absorber and thus
the damping force during both compression
and rebound.
The air connector in the PDC valve includes
a restricting orifice between the air spring
side and the valve piston side. This air
restriction reduces the influence of the
dynamic pressure changes in the air spring
on the shock absorber during compression
and rebound.
Separate Arrangement of Air Spring

and PDC Shock Absorber
Hose
PDC Valve
Air Spring
SSP242/042
32
Design and Function

The PDC valve affects the resistance to
hydraulic fluid flow in the working cylinder
on the piston rod side.
The hydraulic fluid in the piston rod side of
the working cylinder is routed to the PDC
valve through holes in the side of the
cylinder near the top and a jacket that
encases the cylinder. The flow resistance of
the PDC valve is directly proportional to the
air spring air pressure. The PDC valve has a
low flow resistance when the air spring air
pressure is relatively low; when the vehicle
is lightly loaded. Some of the hydraulic fluid
gets past the PDC valve throttle valve,
effectively reducing the damping force in
the shock absorber.
The total damping force in the shock
absorber for compression or rebound
damping is determined by the flow
resistance of the piston valve, the bottom
valve, and the PDC valve.
Cylinder
Jacket
Piston
Rod Side
of Working
Cylinder
Restricting
Orifice in
Air Connector
Gas
Charge
Holes
Rebound
Stop
Piston Valve
with Sealing
Collar
Working Cylinder
PDC
Valve
Throttle
Valve
Bottom Valve
SSP242/033
33
Function during compression

at low air spring air pressure
During compression, the piston is pushed
downward in the shock absorber working
cylinder. Some of the hydraulic fluid flow is
through the piston valve. Most of the fluid
flows through the bottom valve, with a
proportional amount flowing through the
open PDC valve, the cylinder jacket, and
through the holes in the side of the cylinder
into the cylinder behind the moving piston.
Since the air spring air pressure is low, the
flow resistance at the PDC valve is low.
More fluid can get past the PDC valve and
the damping force is reduced.
Low Air Spring

Air Pressure
PDC Valve Open
SSP242/070
Function during compression

at high air spring pressure
Since the controlling air spring air pressure
is high, the flow resistance at the PDC
valve is high. Depending upon the control
pressure, little or no fluid gets past the PDC
valve. Most of the fluid must flow through
the piston valve, and the damping force is
increased.
High Air Spring

Air Pressure
PDC Valve Closed
SSP242/069
34

Function during rebound
at low air spring air pressure
During rebound, the piston is drawn
upward. Part of the fluid flows through the
piston valve, some flows through the
bottom valve, and the rest flows through
the holes in the side of the cylinder and
through the cylinder jacket to the PDC
valve. Since the air spring air pressure is
low, the flow resistance at the PDC valve is
low. More fluid can get past the PDC valve
and the damping force is reduced.
Low Air Spring

Air Pressure
PDC Valve Open

SSP242/051
Function during rebound

at high air spring air pressure
Since the air spring air pressure is high, the
flow resistance at the PDC valve is high.
Depending upon the control pressure, little
or no fluid gets past the PDC valve. Most of
the fluid must flow through the piston
valve, and the damping force is increased.
High Air Spring

Air Pressure
PDC Valve Closed
SSP242/052
35
Tires Tire Pressure Monitoring

The Tire Pressure
Monitoring System
The tire pressure monitoring system used
by Audi is a four-wheel system. Although
the spare wheel is monitored and
managed by the Tire Pressure Monitoring
Control Module J502, it is excluded from
the system status messages. (For further
details, refer to Spare Wheel.)
Data transfer from the sensors at each
wheel to the Tire Pressure Monitoring
Control Module J502 is by radio-frequency
(RF) transmission. Information exchange
between the peripheral components in the
vehicle takes place via the convenience
CAN data bus.
A measuring and transmitter module
mounted on the tire valve sends a radio
signal at regular time intervals to the
antenna for tire pressure monitoring
integrated in the wheel housing. This signal
is then relayed to the Tire Pressure
Monitoring Control Module J502.
The Tire Pressure Monitoring Control
Module J502 evaluates the tire pressures
and any pressure changes and sends
corresponding system status messages to
the Instrument Cluster Combination
Processor J218. These messages are
indicated to the driver on the display of the
Driver Information System (DIS).
The tire pressure monitoring system offers
the following advantages:
Increased safety through early low tire
pressure warnings.
More convenience through the
elimination of regular tire pressure
monitoring. The tire pressure need only
be corrected when this is indicated.
36
Longer service life of tires. A pressure

deficit of 4.4 psi (30 kPa) can reduce the
service life of tires by up to 25%.
Lower fuel consumption through correct
tire pressure.
SSP219/012
Tire pressure monitoring differentiates

between the following situations:
Slow loss of pressure.
Sudden loss of pressure.
Flat tire when the vehicle is stationary.
A slow loss of pressure is indicated to the
driver at an early stage so the driver can
check the tires or correct the tire pressure.
If a sudden loss of pressure occurs
(blowout, flat tire) while travelling, the
driver is alerted immediately. The driver will
normally notice this anyway by the way the
vehicle reacts.
The tire pressure monitoring system
indicates the loss of pressure to the driver
at an early stage so that he or she can take
appropriate action.
The system indicates a flat tire when the
vehicle is stationary to the driver directly
after turning on the ignition.

System Components
Vehicle Overview
Tire Pressure Monitoring Control

Module J502
Instrument Cluster Combination
Processor J218
Function Selector Switch II E272
The tire pressure monitoring system

includes the following components:
Five tire pressure sensors
Four Antennas for Tire Pressure Check
Antenna for
Tire Pressure
Check, Rear
Right R62
Sensor for
Tire Pressure,
Rear Right G225
Sensor for
Tire Pressure,
Spare Tire G226
Function Selector
Switch II E272
Instrument Cluster
Combination
Processor J218
Tire Pressure
Monitoring Control
Module J502
Antenna for
Tire Pressure
Check, Front
Right R60
Sensor for
Tire Pressure,
Front Right
G223
Antenna for
Tire Pressure
Check,
Rear Left R61
MENUE
RETURN
INFO
Sensor for
Tire Pressure,
Rear Left G224
Sensor for
Tire Pressure,
Front Left G222
Antenna for Tire

Pressure Check,
Front Left R59
SSP219/026
37

Metal Tire Inflation Valves
The tire inflation valves have been
redesigned for use with the tire pressure
monitoring system. Metal valves are
now used in place of the rubber valves
used previously.
SSP219/030
Plain Washer
Metal valve bodies are reusable. When

installing a new tire on a used rim, only the
valve insert need be replaced (refer to
Repair Manual).
Valve Insert
Cap Nut
Cap
Metal Valve Body
Sealing Ring
SSP219/008
38

Sensors for Tire Pressure:
Front Left G222
Front Right G223
Rear Left G224
Rear Right G225
Spare Tire G226
Metal Valve Body
The Sensors for Tire Pressure are attached

to the metal tire inflation valves by screws
and can be reused after replacing the tires
or wheels.
The following components are integrated in
each Sensor for Tire Pressure:
Transmitter antenna.
Pressure sensor.
Temperature sensor.
Measuring and control electronics.
Battery.
The pressure sensor, temperature sensor,

and measuring and control electronics
integrated into each, result in an
intelligent sensor.
The pressure sensor records the
momentary tire pressure (absolute pressure
measurement) and sends the measured
data to the Tire Pressure Monitoring Control
Module J502 for evaluation purposes.
SSP219/009
Sensor for
Tire Pressure
Front Left G222
Front Right G223
Rear Left G224
Rear Right G225
Spare Tire G226
The temperature sensor has two

functions:
To compensate for the temperaturedependent changes in tire pressure.
For diagnostic purposes.
If a defined temperature threshold is
exceeded, the temperature sensor stops
radio transmission. (For further details, refer
to Temperature Cut-Out.)
Temperature compensation is controlled
by the Tire Pressure Monitoring Control
Module J502. The measured tire pressures
are normalized to a temperature of
68F (20C).
SSP219/029
39

Depending upon the vehicle marketing
area, two different carrier frequencies are
used for radio transmission:
The carrier frequency of 433 MHz is
permitted in most countries.
A 315 MHz carrier frequency is used in
the United States and Canada and in a
few other countries.
The carrier frequency is printed on the
sensors, antennas and control units. It can
also be identified by the part number.
The tire pressure monitoring system only
works with system components with the
same carrier frequency.
The air pressure in a closed system
changes in proportion to temperature.
In normal circumstances, a temperature
change of 18F (10C) results in a pressure
change of 1.45 psi (10 kPa).
To avoid inaccurate settings,
special care must be taken to
ensure that the tire pressures are
checked, corrected, and stored
when the tires are cold.
40
Explanatory notes:
Atmospheric pressure is the term used to
describe the air pressure at the earths
surface. At mean sea level, this pressure
averages about 14.7 psi (101.3 kPa), also
commonly referred to as 1 atmosphere or
1 bar for practical applications (more
precisely, 1 bar is equivalent to 0.98697
atmosphere, or 14.51 psi (100kPa)).
Relative pressure indicates a pressure
using atmospheric pressure as the
starting point.
Absolute pressure is the pressure using
zero pressure as the starting point.
The transmitter antenna of each Sensor

for Tire Pressure sends the following
information:
Individual ID number (ID code).
SSP219/011
Momentary tire pressure

(absolute pressure).
Momentary tire air temperature.
Condition of integrated battery.
Status, synchronization, and
control information required for safe
data transfer.
This information is contained in a data
message 12 bytes in length. The data
transfer is frequency-modulated and the
transfer time is approximately 10 ms.
Each tire pressure sensor has an
individual ID number (ID code)
which is used for the purpose of
own wheel recognition.
You can find more information in
the descriptions of the Tire
Pressure Monitoring Control
Module J502, and Own Wheel
Recognition.
SSP219/046
41
Temperature cut-out
Electronic components are
sensitive to high temperature.
This can cause components to
malfunction or fail.
In order to avoid generating erroneous
information, no further radio signals (data
messages) are sent when the Sensor for
Tire Pressure registers a temperature of
approximately 248F (120C).
SSP219/045
Shortly before the Sensor for Tire Pressure

turns off the transmitting electronics, the
Tire Pressure Monitoring Control Module
J502 is informed that a temperature cutout is imminent. A fault message to this
effect is then stored in the fault memory.
If the temperature drops below a
defined limit, the sensor will again enter
radio mode.
If a temperature cut-out is activated for one
or more sensors, the yellow message
symbol appears.
50
40
30
20
SSP219/040
42
The power supply to the

Sensors for Tire Pressure
The measuring, control and transmitting
electronics in the Sensors for Tire Pressure
receive their power supply from an
integrated lithium battery.
To prolong the service life of the Sensors
for Tire Pressure for as long as possible, the
control electronics include an ingenious
energy management system.
The energy management system

Relatively few measured-data
transmissions are needed for the tire
pressure measurements. However, a loss
of pressure must be detected immediately
and indicated to the Tire Pressure
Monitoring Control Module J502.
The energy management system can
differentiate between the normal transfer
mode and the high-speed transfer mode,
because there are differing measuring and
transfer intervals for each mode.
Normal
Transfer Mode
3.5 Seconds
Time
55 Seconds
High-Speed
Transfer Mode
0.8 Second
Time
When the tire pressure readings are

constant, the Sensors for Tire Pressure are
in normal transfer mode.
Measuring
Interval
Transfer
Interval
SSP219/010
If a loss of pressure of more than 2.9 psi

(20 kPa) per minute occurs, the Sensor for
Tire Pressure immediately is switched to a
high-speed transfer mode.
In this way, the energy management
system keeps the load on the sensor
battery as small as possible and ensures
high-reliability monitoring at the same time.
The batteries are an integral

part of the Sensors for Tire
Pressure. When a sensor
battery looses its charge, the
sensor must be replaced.
The theoretical battery service
life can be interrogated using
the self-diagnosis (refer to the
Repair Manual).
Voltage (V)
A theoretical battery service life of up to 7

years is therefore possible.
Approximately 7 Years
Time (Years)
SSP219/018
43
Antennas for Tire Pressure Check:

Front Left R59
Front Right R60
Rear Left R61
Rear Right R62
SSP219/011
The Antennas for Tire Pressure Check

receive the radio signals from the Sensors
for Tire Pressure and transfer them to the
J502 for further processing.
The tire pressure monitoring system uses
four Antennas for Tire Pressure Check
which are installed in the wheel housings at
the front left, front right, rear left and rear
right behind the wheel housing liners.
They are connected to the Tire Pressure
Monitoring Control Module J502 by
shielded high-frequency antenna wires in
accordance with their installed locations.
The antennas receive all the radio signals
within their reception range and frequency
band. Each antenna receives the radio
signals from all the Sensors for Tire
Pressure located in its range.
SSP219/016
The radio signals are filtered and selected in

the Tire Pressure Monitoring Control
Module J502 to ensure that the correct
data are processed.
The tire pressure monitoring
system only works with system
components which have the
same carrier frequency (refer to
Sensors for Tire Pressure). The
carrier frequency is printed on
the antennas and can also be
identified by the part number.
There is no separate antenna
for the spare wheel (refer to
Spare Wheel).
44

To avoid interference with the
transmission of signals, defective
antenna wiring must not be
repaired while a high frequency
transmission is in progress!
If an antenna wire is damaged,
the cable set must be replaced.
Self-diagnosis
The Antennas for Tire Pressure Check are
currently not monitored by the selfdiagnosis. If no signal is recorded in the
fault memory for a Sensor for Tire Pressure,
either the antenna or the antenna wiring for
that sensor may be affected. A provision
has been made for antenna diagnosis at a
later date. You will find information
regarding this in the relevant Repair Manual
when it becomes available.
Tire Pressure Monitoring
Control Module J502
Module J502 evaluates the radio signals
from the Antennas for Tire Pressure Check,
prioritizes these signals and transfers the

relevant information to the instrument
cluster. Where corresponding relevant
warnings are issued by the driver
information system (DIS) display.
If Save pressures! is activated,
the Tire Pressure Monitoring
Control Module J502 is asked not
only to store the new tire
pressures but also to readapt to
the previously stored sensors and
their positions. You will find more
detailed information under Own
Wheel Recognition.
Communication with the peripheral tire
pressure monitoring components in the
vehicle takes place via the convenience
CAN data bus. The system status
messages are prioritized by evaluating
different limit values, as well as the
pressure drop, as a function of time (the
pressure drop gradient).
SSP219/013
45
For this purpose, two independently stored

tire pressures are saved to the Tire
Pressure Monitoring Control Module J502:
Example:
Coding
2.2 bar
(31.9 psi
(220 kPa))
partly loaded
condition
2.9 bar
(42.1 psi
(290 kPa))
fully loaded
condition
(1bar is equivalent to 0.98697 atmosphere, or

14.51 psi (100kPa))
The first of these are the encoded tire

pressures for the partly loaded condition
and the fully loaded condition programmed
into the Tire Pressure Monitoring Control
Module J502 (refer to Repair Manual
for more information about encoding
the module).
These pressures refer to the data on the
sticker affixed to the fuel filler door and are
entered with the help of the coding table. A
lower pressure limit is calculated using the
pressure for the partly loaded (condition)
as the starting point (refer to description of
system messages).
The second tire pressure stored is set by
the driver using the menu item Save
pressures! on the Driver Information
System (DIS) display (refer to the vehicle
Owners Manual).
Using the DIS menu, the driver can store
his individual tire pressures (e.g. for fully
loaded condition or winter tires).
The pressures stored using the
menu have priority over the
encoded tire pressures unless
they are set below the encoded
lower pressure limit.
46

System Functions
Operation
MENU
The tire pressure monitoring system can be

turned off and on with the Function Selector
Switch II E272. The current tire pressures can
be stored in the Tire pressure submenu.
RETURN
Storing the tire pressures
INFO
Check, correct, and store the tire

pressures when the tires are cold
to avoid inaccurate settings.
Display mode
Check and correct the inflation of

all the tires on the vehicle at the
same time using the same tire
gauge and air supply.
Execute the Save pressures!
function from the DIS menu after
checking or correcting the tire
pressures to avoid generating
faulty signals.
Ignoring these precautions and monitoring
or correcting the tire pressures of different
tires using a different air supply or tire
gauge will lead to premature or delayed
system status messages depending upon
the differences in the temperature and
quality of the air supply and the tolerances
of the tire gauges.
This also applies if the tire pressures are
corrected when their temperatures are
different (such as when including the spare
in the tire rotation sequence), or if some
tire pressures are corrected at different
ambient temperatures than others (some in
summer and others in winter), and the
pressures are not stored each time
pressure corrections are made.
Menu OFF
Interrogate
Set
50
40
Help
Settings
7
Tire pressure
ON
30
Computer
Clock
Tire pressure
Radio display
Speed warning
20
Save
BACK
Pressures!
Tire pressure
Back
The momentary
tire pressures
have been
stored
Back
SSP219/007
The desired menu option can be selected

with the rotary switch/pushbutton of the
Function Selector Switch II E272 (refer to
operating instructions).
47

Turning the system off and on
The system can be turned off and on by the
driver using the DIS menu. The yellow
status message symbol for tire pressure
monitoring system off is displayed briefly
whenever the ignition is turned on and the
system is off.
OFF
50
40
30
20
SSP219/038
Whenever Save pressures! is executed,

the tire pressure monitoring system is
turned on automatically.
48
Status Messages
System status messages are divided into
two priority levels depending on their effect
on vehicle handling and performance.
Priority 1 messages have high
significance and are intended for system
states in which driving safety is no longer
assured. Priority 1 status messages are
indicated by red warning symbols on the
DIS display and by acoustic chime signals.
The driver is asked to check the condition
of the tires immediately.
Priority 2 messages have low
significance and are intended for system
states which are non-critical with regard to
driving safety. The driver is informed about
the condition of the system by yellow
symbols on the DIS display.
As a rule, priority 1 and 2 status
messages are each further subdivided
into two categories: no position and
position-related.
No position means that the system
cannot give exact information regarding the
fault location, or that there are several fault
locations which lead to the status message
no position.
Position-related means that the system
can determine the fault location exactly and
only this location can be responsible for
causing the fault.
Priority 1 Messages
are displayed under the following conditions:
The actual tire pressure drops below
alarm threshold 2.
alarm threshold 3.
The pressure loss gradient is greater than
0.2 bar per minute (2.9 psi per minute
(20 kPa per minute)).
Pressure
Rapid loss of pressure priority 1
2.3 bar (33.37 psi (230 kPa))

2.1 bar (30.47 psi (210 kPa))
2 bar
(29.02 psi
(200 kPa))
1.9 bar (27.57 psi (190 kPa))

1.7 bar (24.67 psi (170 kPa))
Case 2
Rapid pressure loss gradient > 0.2 bar/min (2.9 psi/min
(20 kPa/min)), [Tire pressure loss gradient in the example is
0.4 bar/min (5.80 psi/min (40 kPa/min)).]
Case 1
Sudden rapid pressure loss.
1 bar
(14.51 psi
(100 kPa))
10
12
14
Time in Seconds
Color Coding
Specified tire pressure stored using the
DIS menu.
Actual tire pressure.
Alarm threshold 1 . . .
. . . is 0.2 bar (2.9 psi (20 kPa)) below the
specified tire pressure stored using the
DIS menu.
DIS menu.
. . . is the lower pressure limit calculated
from the encoded tire pressure for the
partly loaded condition.
For example, according to the coding
table for an Audi A8 under partial load, the
lower pressure limit is 1.7 bar (24.67 psi
(170 kPa)) at a specified inflation pressure
of 2.2 bar (31.91 psi (220 kPa)).
SSP219/021
Priority 1 messages are

displayed immediately after an
evaluation has been made by
the system.
A priority 1 message is
always displayed as from
alarm threshold 3!
49

The following priority 1
messages can be displayed:
This priority 1, no position status message
appears when at least one of the conditions
for priority 1 is fulfilled and a definite wheel
position cannot be assigned.
This priority 1, position-related status

message includes the wheel position of the
fault as determined by the system.
Tire pressure,
One or more wheels may be affected.

This status message may also pertain to
the spare wheel in certain conditions (for
more detailed information, please refer to
Spare Wheel).
6
7
Check
tire pressure
50
50
front left
40
30
20
Tire pressure,
front right
40
30
20
Tire pressure,
SSP219/031
rear left
Tire pressure,
rear right
SSP219/032
50

This message is displayed when the
Check key is pressed while a priority 1
status message is indicated.
Check tire
pressures
50
40
30
20
SSP219/033
If the navigation system is active, all

priority 1 messages are indicated by this
smaller symbol at the top of the DIS display
after an initial short-term full-screen display
so that route guidance can continue.
50
40
30
20
SSP219/034
The priority 1 messages are cancelled if:

all Sensors for Tire Pressure receive a
tire pressure over alarm threshold 1
0.2 bar (2.9 psi (20 kPa)) under the stored
specified tire pressure, and
the tire pressures are stored again using
the DIS menu.
51
Pressure
Slow loss of pressure priority 1,

wrong pressure setting stored
using the DIS menu
2 bar
(29.02 psi
(200 kPa))
Filling
Filling
1.9 bar (27.57 psi (190 kPa))
1.7 bar (24.67 psi (170 kPa))
Normal loss
of pressure
(through diffusion)
1 bar
(14.51 psi
(100 kPa))
SSP219/022
X
Time in Months
Color Coding
DIS menu.
lower pressure limit is 1.7 bar
(24.67 psi (170 kPa)) at a specified inflation
pressure of 2.2 bar (31.91 psi (220 kPa)).
This diagram shows a wrong pressure

setting stored using the DIS menu. Alarm
threshold 3 is established by the encoded
tire pressure for the partly loaded condition.
In this example, a priority 1 message is
displayed when the tire pressure drops
below the lower pressure limit of 1.7 bar
(24.67 psi (170 kPa)).
52
A priority 1 message is
always displayed as from
alarm threshold 3!

Priority 2 Messages
are displayed under any of the following
conditions:
The system is turned off or unavailable

due to faults.
If position recognition has not
been performed by the system,
no priority 2 messages
registering actual pressure drop
or pressure differential will be
displayed.

alarm threshold 1.
The pressure differential at the wheels
on the same axle is greater than 0.4 bar
(5.80 psi (40 kPa)).
Slow loss of pressure priority 2
Pressure
Filling
Filling
2.3 bar (33.37 psi (230 kPa))
2 bar
(29.02 psi
(200 kPa))
2.1 bar (30.47 psi (210 kPa))

1.9 bar (27.57 psi (190 kPa))
1.7 bar (24.67 psi (170 kPa))
Normal loss
of pressure
(through diffusion)
1 bar
(14.51 psi
(100 kPa))
X
Time in Months
Color Coding
DIS menu.
DIS menu.
DIS menu.
lower pressure limit is 1.7 bar (24.67 psi
(170 kPa)) at a specified inflation pressure
of 2.2 bar (31.91 psi (220 kPa)).
SSP219/020
53

Priority 2 messages displayed
when the actual tire pressure drops
below alarm threshold 1
Front left
Front right
50
40
30
20
These messages are displayed when the

actual tire pressure in a wheel is 0.2 bar
(2.9 psi (20 kPa)) less than the specified tire
pressure stored using the DIS menu (alarm
threshold 1).
At the same time, the Tire Pressure
Monitoring Control Module J502 must
know the positions of the Sensors for Tire
Pressure (priority 2, position-related).
In addition, a difference of more than
0.1 bar (1.45 psi (10 kPa)) between actual
tire pressure and the stored specified tire
pressure must not be received from any of
the other three Sensors for Tire Pressure.
Rear left
Rear right
SSP219/035
Front left
Front right
Rear left
Rear right
If a wheel reaches alarm threshold 1 and if

one or more of the other wheels is 0.1 bar
(1.45 psi (10 kPa)) below the stored
specified tire pressure, the DIS displays the
yellow status message symbol and all four
positions. No single position is isolated as
the location of the fault.
50
40
30
20
SSP219/036
54
In this way, the driver is prompted to check

the tire pressures of all the wheels and
correct them as needed.
This ensures optimum tire pressure
maintenance and reduces the number of
system alarms.

Further conditions relating
to actual tire pressure drops
below alarm threshold 1
The temperature value transferred by the
Sensors for Tire Pressure must not be more
than 27F (15 C) above the ambient
temperature when the ignition is turned on.
If this temperature threshold is exceeded,
the alarm message is suppressed.
The alarm messages concerning
actual tire pressure drops below
alarm threshold 1 are not
displayed until the ignition is
turned on again.
The alarm messages concerning actual tire
pressure drops below alarm threshold 1 are
cancelled if:
a tire pressure which deviates from the
stored specified tire pressure by less
than 0.1 bar (1.45 psi (10 kPa)) is
received from all Sensors for Tire
Pressure, and
Front left
Front right
50
6
Rear left
40
Rear right
30
20
Front left
Front right
Rear left
Rear right
the pressures are stored again using the

DIS menu.
Priority 2 messages displayed when
the pressure differential between
wheels on the same axle is greater
than 0.4 bar (5.80 psi (40 kPa))
SSP219/037
These messages are displayed when

the pressure differential between
the wheels on an axle (front axle, rear axle
or on both axles) is greater than 0.4 bar
(5.80 psi (40 kPa)).
This can occur if tire pressure correction is
not performed properly, such as if a wheel
has been omitted from the checking and
correction routine.
If this happens, the driver must recheck
and correct the tire pressures and repeat
the Save pressures! function using the
DIS menu.
The alarm messages concerning

the condition that the pressure
differential between wheels on
the same axle is greater than 0.4
bar (5.80 psi (40 kPa)) are
displayed immediately after the
evaluation is performed.
55

Further conditions relating
to the pressure differential
between wheels
The temperature values determined by the
Sensors for Tire Pressure must not be more
than 54F (30C) above the ambient
temperature. The alarm message is
suppressed when this temperature
threshold is exceeded.
The alarm messages concerning the
condition that the pressure differential
between wheels on the same axle is
greater than 0.4 bar (5.80 psi (40 kPa)) are
cancelled if the pressures are stored again
using the DIS menu.
Priority 2 messages displayed when
the system is turned off or unavailable
due to faults
OFF
The tire pressure monitoring system can

be deactivated by the driver using the
DIS menu.
50
40
30
20
This is expedient when wheels with

Sensors for Tire Pressure are transported in
the luggage compartment or when wheels
without Sensors for Tire Pressure are
mounted (winter wheels with snow tires
for example).
SSP219/038
This status message is displayed briefly as

information for the driver whenever the
ignition is turned on.
56
If the system is not available due to

radio frequency interference, these
yellow status message symbols will
appear on the DIS display.
This can occur when the Antennas for Tire
Pressure Check receive no data messages
due to interference from electromagnetic
fields. Possible interference factors include
stray ignition shorts to ground (spark plug
wire not installed correctly) or the use of
infrared headphones.
The message is cancelled when the radio
frequency interference is no longer present
and the data messages from the Sensors
for Tire Pressure have been received.
50
40
30
20
SSP219/039
This message is only

indicated at vehicle
road speeds greater
than 3.1 mph (5 km/h).
This yellow status message symbol
appears on the DIS display in the event of
other system disturbances, indicating that
the tire pressure monitoring system is not
available. (See also Temperature cut-out.)
Examples of other system disturbances
include:
Fault in the system such as an open
circuit, defective Tire Pressure
Monitoring Control Module J502, etc.
No radio signals are received from the
Sensors for Tire Pressure such as
after installing snow chains or wheels
without Sensors for Tire Pressure.
The own wheel recognition and
position recognition operations were
not completed by the system within a
driving time of 30 minutes.
50
40
30
20
SSP219/040
If data messages are received from

more than five Sensors for Tire
Pressure while travelling such as
during the transportation of wheels
with Sensors for Tire Pressure in the
luggage compartment.
If the Tire Pressure Monitoring Control
Module J502 has detected an erroneous
code or is not properly encoded.
57

Own Wheel Recognition
Each of the Sensors for Tire Pressure has
its own ID code in the form of a 10-digit
number. The ID codes are included in the
data messages from the Sensors for Tire
Pressure and are transferred continuously
to the Tire Pressure Monitoring Control
Module J502.
Module J502 defines and stores the
ID codes for the Sensors for Tire Pressure
belonging to the vehicle under
specific conditions.
This process is referred to as own wheel
recognition.
Up to five Sensors for Tire Pressure can be
managed by the system (including the
Sensor for Tire Pressure, Spare Tire G226).
The ID codes received are compared
continuously with the ID codes stored in
the memory, and only the data messages
of the stored sensors are processed.
This ensures that signals from non-system
sensors located within radio reception
range do not affect the system.
The own wheel recognition system is an
adaptive system. The Tire Pressure
Monitoring Control Module J502 recognizes
when wheels with different Sensors for
Tire Pressure are mounted. The new
Sensors for Tire Pressure are recognized
and stored under specific conditions
through algorithmic evaluation.
58
Sensors for Tire Pressure are only adapted

to the system while the vehicle is moving.
This protects the system against
interference from the tire pressure
monitoring systems of other vehicles
parked in the vicinity, for example.
When the function Save
pressures! is invoked from
the DIS menu, the Tire Pressure
Monitoring Control Module J502
is requested to repeat the
own wheel recognition and
position assignment processes
in addition to storing the new
tire pressures.
Transporting wheels with
Sensors for Tire Pressure inside
the vehicle is a source of RF
interference and may cause
the system to generate
erroneous information.
The ID codes of the individual
Sensors for Tire Pressure
can be displayed under various
display groups with the
Vehicle Diagnosis, Test and
Information System VAS 5051,
using function 08 Read
measured value block.

Tire Pressure Monitoring Control Module J502
List of own wheels (ID code)

1 ... 0000578100
2 ... 0000597200
3 ... 0000598100
4 ... 0000602300
5 ... 0000755100
List of wheel positions (ID code)
Left Front ... 0000755100
Right Front ... 0000597200
Left Rear... 0000602300
Right Rear ... 0000578100
Spare ... 0000598100
ID codes
MENUE
RETURN
INFO
0000602300
0000598100
0000578100
0000597200
0000755100
SSP219/041
59

Position Recognition
To be able to display position-related alarm
messages to the driver, the Tire Pressure
Monitoring Control Module J502 must
know the locations of the Sensors for Tire
Pressure on the vehicle.
Position recognition is an additional function
performed by the Tire Pressure Monitoring
Control Module J502. It assigns the
Sensors for Tire Pressure automatically and
independently to the installed locations of
the wheels on the vehicle at the front left,
front right, rear left and rear right, as well as
the spare wheel.
This is made possible by the use of four
receiver Antennas for Tire Pressure Check
and evaluating the reception signals of
varying strength from the individual
Sensors for Tire Pressure.
Module J502 determines the theoretical
positions of the Sensors for Tire Pressure
(installed locations of the wheels at the
front left, front right, rear left and rear right,
as well as the spare wheel) using
algorithmic calculations and statistics.
60
Because of the many factors

that can affect signal strength
in radio transmission (e.g.
shielding by metal parts,
distance from transmitter to
antenna, environmental
influences etc.), the system
cannot always determine
the position of each Sensor
for Tire Pressure with 100%
certainty. Therefore, the term
theoretical position is used.
Monitoring function when
the vehicle is stationary
To ensure that the monitoring function also
works when the vehicle is stationary, the
J502 remains active after the ignition has
been turned off. The Tire Pressure
Monitoring Control Module J502 enters
energy-saving mode. It self-activates at
regular intervals shortly before the data
messages are transmitted by the Sensors
for Tire Pressure at each wheel.
This function helps to preserve the vehicle
battery charge and ensures that a flat tire is
indicated on the DIS display before the
vehicle is moved.

Tire Pressure Monitoring Control Module J502
List of own wheels (ID code)

1 ... 0000578100
2 ... 0000597200
3 ... 0000598100
4 ... 0000602300
5 ... 0000755100
List of wheel positions (ID code)
Left Front ... 0000755100
Right Front ... 0000597200
Left Rear... 0000602300
Right Rear ... 0000578100
Spare ... 0000598100
ID codes
MENUE
RETURN
INFO
0000602300
0000598100
0000578100
0000597200
0000755100
SSP219/042
61

Spare Wheel
The spare wheel has a special status in
the tire pressure monitoring system.
It is equipped with a Sensor for Tire
Pressure, Spare Tire G226. Unlike the
other wheels, the tire pressure monitoring
system does not have a separate Antenna
for Tire Pressure Check for spare tire
pressure monitoring.
The Antennas for Tire Pressure Check at
each of the four wheel housings receive
the data message radio signals from the
Sensor for Tire Pressure, Spare Tire G226,
and send these signals to the Tire Pressure
Monitoring Control Module J502. The own
wheel and position recognition functions
identify the fifth wheel as a spare wheel,
and it is registered as such in the Tire
Pressure Monitoring Control Module J502.
The tire pressure in the spare

wheel can be monitored using
the Vehicle Diagnosis, Test and
Information System VAS 5051,
using Address Word 65,
Function 08, Read measured
value block, Display group 13.
The prerequisite for this is that
the position recognition process
has been completed.
This is the case when 015
is displayed under Display
group 19.
Although the Tire Pressure Monitoring
Control Module J502 manages the spare
wheel, system alarm messages pertaining
to the spare wheel are suppressed and
not indicated.
A priority 1, no position status
message may be caused by the
spare wheel if the tire inflation
pressure is below alarm
threshold 3 and position
recognition has not yet been
performed by the system.
This could occur after Save
pressures! has been initiated
using the DIS menu or after
a wheel change, but before the
vehicle has been driven long
enough for the system
to complete the own wheel
recognition and position
assignment processes.
SSP219/043
62
The message is cancelled

once position recognition has
been completed by the system
and the spare wheel is
recognized as such.

Convenience CAN Data Bus Interface
Information interchange between the
J502 and the vehicle is performed by
the Instrument Cluster Combination
Processor J218 through the convenience
CAN data bus.
Information received by the Tire Pressure

Control Module J502
Instrument Cluster
Combination Processor J218
60
70
80
100
120
140
160
50
180
40
200
30
220
20
240
10
90
50
120
10:02
18.01.1999
Information sent by the Tire Pressure

260
km
0.0
12.345
280
1/2
0
1/1
SSP219/025
Ignition on
For requesting that available messages be
sent immediately, and for the diagnosis of
terminal 15.
Engine speed
For suppressing the voltage diagnosis function
at engine speeds below 500 rpm.
System controls
For activating the tire pressure monitoring
function.
SSP219/013
System active
Information for the self-diagnosis.
Signal status
For displaying the various system messages.
System state
Answer to system conditions.
Save pressures! request

Initiated by the driver from the DIS menu.
Road speed
For enabling the own wheel recognition and
position recognition functions.
Ambient temperature
For filtering the messages.
Convenience
CAN Data Bus
63

Functional Diagram
+ 30
+ 15
G222
G223
R59
R60
G224
G225
R61
G226
R62
INFO
J502
CAN-HIGH
CAN-LOW
TV14
31
64

+ 30
Components
+ 15
E272
G222
G223
G224
G225
G226
J218
J502
R59
MENUE
RETURN
E272
R60
01
R61
R62
TV14
X
Function Selector Switch II

Sensor for Tire Pressure, Front Left
Sensor for Tire Pressure, Front Right
Sensor for Tire Pressure, Rear Left
Sensor for Tire Pressure, Rear Right
Sensor for Tire Pressure, Spare Tire
Instrument Cluster Combination Processor
Antenna for Tire Pressure Check,
Front Left
Front Right
Rear Left
Rear Right
Data Link Connector (DLC) Wire Connector
Terminal 58s
Gold Contact
Color Codes
X
Input Signal
Output Signal
Positive
Ground
Convenience CAN Data Bus
60
70
80
100
120
140
160
50
180
40
200
30
220
20
240
10
90
50
J218
120
10:02
18.01.1999
260
km
0.0
12.345
280
1/2
0
R
1/1
SSP219/019
65
Steering Servotronic II
Servotronic II Variable
Effort Power Steering
The Servotronic II variable effort power
steering system uses the proven basic
steering valve design and the same
principles to vary the steering wheel effort,
but incorporates several improvements in
the feedback mechanism over the
previous design.
Feedback Mechanism
The basic valve is a rotary steering valve

with a roller bearing encased in a
steering box.
A piston stroke in two directions,

depending upon the rotation direction of
the steering valve.
The principles used to vary the steering

wheel effort still include active hydraulic
feedback from the feedback mechanism:
Two feedback chambers.
Valve resistance increases with vehicle

speed. Therefore, the effort required to
move the steering wheel is increased to
enhance straight-line stability at higher
speeds.
Power steering assist to the mechanism
at the steering gear is not limited at high
vehicle speeds.
The feedback mechanism converts the

rotation of the steering valve into axial
feedback piston movement.
The ball screw feedback mechanism used
in the previous design requires:
The Servotronic II uses a feedback

mechanism with centering lugs to convert
steering valve rotation into feedback piston
axial movement. In this design the piston
stroke is always in the same direction
regardless of the rotation direction of the
steering valve. The benefits of this
design include:
Only one feedback chamber is required.
Greater feedback piston surface area.
Simplified hydraulic switching.
Increased resistance to contamination.
Wider spread of the variation of effort
curve is possible.
66
Steering Servotronic II
Servotronic II System Overview
Speedometer
Vehicle Speed
Sensor (VSS) G22
+
R
T
Control Module with

Indicator Unit in Instrument
Panel Insert J285
Pump
Torsion Bar
Torsion
Bar
Rotary
Slide Valve
Centering Unit
Electro-Hydraulic
Converter
Steering Box
78500001
67
Electrical System
CAN Data Bus
Networking Overview
J285
Gateway
Diagnosis System
J220
J386
J387
J217
TRACK
SEEK
FR
FF
EJECT
J389
J388
TUNE
CD
J104
CDC
AM
FM
PLAY
TAPE
EJECT
Audi symphony
BASS
MIDDLE
TREBLE
BALANCE
SDE
SCAN
AS
TP
DOLBY SYSTEM
FADER
RDS
RANDOM
R
J393
J234
E87
J446
J401
J527
J136
J519
J527
R
T
J453
G85
78500015
68
The ignition switch,

and multifunction and
Tiptronic steering
wheel control signals
are registered
through Steering
Column Electronic
Systems Control
Module J527.
Electrical System
Extended CAN Data Bus System
The new Audi A4 and A6 are equipped with
a widely extended CAN data bus system.
Due to the ever increasing number of
control modules installed in the vehicle and
the associated requirement for data
exchange, the importance of the CAN data
bus system increases significantly.
For communication between the
installed control modules and the
diagnostic tester, two diagnosis
wires (K and L) are available.
The newly developed
adapter VAS 6017A enables
communication with all
control modules.
SSP254/112
Components
E87
A/C Control Head
G85
Steering Angle Sensor
J104
J136
J217
J220
J234
J285
ABS Control Module with EDL/ASR/ESP

Memory Seat Control Module (Optional)
Transmission Control Module
Airbag Control Module
Control Module with Indicator Unit in
Instrument Panel Insert
Door Control Module, Drivers Side
Door Control Module, Passenger Side
Door Control Module, Rear, Left
Door Control Module, Rear, Right
Central Control Module for Comfort System
Control Module for Navigation with
CD Mechanism
Control Module for Parking Aid
J386
J387
J388
J389
J393
J401
J446
J453
J519
J527
R
Control Module for Multi-Function

Steering Wheel
Vehicle Electrical System Control Module
Steering Column Electronic Systems
Control Module
Radio
Color Coding
Drivetrain CAN Data Bus
Convenience CAN Data Bus
Infotainment CAN Data Bus
Diagnosis Connection K Wire
Diagnosis Connection L Wire (2nd K wire)
69
Electrical System
Compass
The compass and its control button are
integrated into the inside rear view mirror
housing. When the ignition switch is on,
the direction of vehicle travel is displayed.
78500016
The compass is capable of distinguishing

eight primary directions:
North (N)
Northeast (NE)
East (E)
Southeast (SE)
South (S)
Southwest (SW)
West (W)
Northwest (NW)
For the most accurate readings, the
compass must be calibrated and adjusted
to match the compass set zone for the area
in which the vehicle is operated.
70
Electrical System
Calibration
The compass is self-calibrating. It will
display C until it calibrates itself during
vehicle operation or is calibrated manually.
Calibrating the Compass
The compass may require calibration if:
2. If C is not displayed, use a ballpoint

pen or similar tool to press the button
on the bottom of the mirror for about
6 seconds until C is displayed, then
release the button.
The vehicle has been involved in a

collision or experiences a jarring force
that is sufficient to disturb the inherent
magnetic field of the vehicle.
The vehicle has been operated near a
high magnetic field such as a car wash or
overhead train.
The vehicle battery has been
disconnected for a long period of time.
1. Turn the ignition switch to position II.

The rearview mirror display should show
the letter C.
3. Calibrate the compass by driving the

vehicle in circles at a speed of 5 mph
(8 km/h) or less until the mirror display
shows a direction symbol (N, NE, etc.).
Normally this will take about two circles.
The compass will eventually

correct itself for these conditions
during normal vehicle use.
Manual calibration will speed the
process.
78500017
Recessed
Control Button
71
Electrical System
Compass Set Zones
1
15
14
13
4
12
11
5
10
6
9
7
78500002
Variations in the earths magnetic field will

cause changes in the compass readout
when the vehicle is driven from one
compass set zone to another. However,
since the magnetic variation between
adjacent zones is only 4 degrees, for most
driving situations, resetting the compass
should only be necessary if the vehicle has
crossed more than one zone.
The precise points at which
the set zones change cannot
be accurately plotted.
Vehicles operated in an area
where zones converge should
not normally need to have the
compass reset every time the
vehicle crosses from one zone
to another.
Setting the Compass Zone
Recessed
Control Button
1. Determine the appropriate compass

set zone for your location from
the illustration.
2. Turn the ignition switch to position II.
3. Using a ballpoint pen or similar tool, press
and hold the button on the bottom of the
rearview mirror for about 3 seconds until
a zone number appears on the display,
then release the button.
78500017
The compass automatically

defaults to zone 8.
4. Alternately press and release the button

until the desired zone number appears.
5. About 10 seconds after releasing the
button, the directional display will appear,
completing the zone setting process.
72
Electrical System
Bi-Xenon Headlights
Components
The headlight modules consist of the
following components:
Ballast Unit for Gas-Discharge Headlight,
Left J426; or Ballast Unit for
Gas-Discharge Headlight, Right J427
Left High Beam Lamp L125 or Right High

Beam Lamp L126 (normal H7 lamps).
High-Intensity Gas-Discharge Lamp L13.
Housing with laminated clear glass lens.
Left Headlight Beam Adjusting Motor

V48 or Right Headlight Beam Adjusting
Motor V49.
Both headlamps can be

switched from asymmetrical
to symmetrical low beam
for traveling in countries where
driving is on the left side of
the road.
Housing with Laminated

Clear Glass Lens
Right Front Turn

Signal Light M7
High-Intensity Gas-Discharge
Lamp L13 (Low and High Beam)
Right High Beam Lamp L126

(Normal H7 Lamp Additional
High Beam, Headlight Flasher)
78500003
73
Electrical System
Functional Principles
Low beam
High beam
When the bi-xenon headlights are set to

low beam, an electro-magnetically actuated
screen is moved into position in front of the
reflector, to block out part of the light cone.
When the bi-xenon headlights are set to

high beam, the entire light cone reflected
from each High-Intensity Gas-Discharge
Lamp L13 is effective. In addition, the Left
High Beam Lamp L125 and Right High
Beam Lamp L126 (normal H7 lamps) are
turned on.
High Beam
High-Intensity
Gas-Discharge
Lamp L13
Lens
Reflector
Screen
Electromagnet
Low Beam
78500004
74
Electrical System
Audi Telematics by OnStar
Audi Telematics by OnStar is an in-vehicle
communication system using cellular
telephone, internet, and global positioning
system (GPS) technologies to provide
safety, security, and convenience services
at the touch of a button. New services will
be added as the technology advances and
the market demands. Refer to the OnStar
users instructions for details on features
and their availability.
OnStar Design Principles

Minimize the time the driver spends with
eyes off the road, or hands off the wheel.
Minimize the number of steps required to
perform a task.
Create a common interface for
interaction with the system.
Preclude the use of systems that make
excessive demands of the driver.
GPS is an array of 24 satellites

that orbit the earth and constantly
broadcast radio signals. The
OnStar Telephone/Telematic
Control Module J526 in the
vehicle receives the GPS data,
decodes it, and transmits the
vehicle location to the OnStar call
center using cellular technology.
75
Electrical System
OnStar System Components
Driver Information System Display
Telematic
Control Head
E264
Auxiliary Antenna
(Telematic) R90
Multi-Function
Steering Wheel
Telephone/Telematic
Control Module J526
78500012
76
Electrical System
How OnStar Works
OnStar relies on the cellular telephone
network for communication between the
vehicle and the OnStar advisor, and uses
GPS data to determine the vehicle location.
When the OnStar button is pushed, GPS
vehicle location longitude and latitude
data is transmitted along with the vehicle
station identification code.
The receipt of this information at the
OnStar call center triggers a display of
the customer account information and
GPS map location to the OnStar advisor.
Most areas in the United States and

Canada have two cellular service providers,
assigned to either band A or band B. With a
single OnStar button press, the system will
attempt to connect four times, alternating
between these bands with each attempt.
The fourth call attempt will route to a
different number, will not transmit data, and
will yield a Fail to Voice result with no
airtime charges for the call.
An emergency button press or an air bag
deployment notification will retry for a
connection continuously.
OnStar modems switch the vehicle from

data to voice transmission. Voice and
data are not transmitted simultaneously.
For further information

about OnStar, please refer
to the Self-Study Program
Audi Telematics by OnStar,
Course Number 993203.
GPS Satellites
Cellular Network
Mobile Telephone
Switch
Long Distance
Carrier Switch
OnStar
Call Center
In-Vehicle OnStar System:
Telephone/Telematic Control Module J526
Inside Microphone R74
Telematic Control Head E264
Auxiliary Antenna (Telematic) R90
(Includes GPS and Cellular Antennas)
OnStar Advisor
PC Application
78500013
77
Electrical System
Audi Digital Phone by Motorola
A new Audi hands-free digital phone by
Motorola is available for vehicles equipped
with Audi Telematics. This V-series portable
telephone can be used as a stand-alone
cellular phone or as a hands-free phone
when installed in the vehicle cradle.
78500014
78
The following features are available with

this option:
Phone cradle in front center armrest.
Concealed microphone, antenna, and
dedicated speaker.
FM stereo.
Wireless web communication enabled by
WAP 1.1 browser.
Voice recognition for voice-activated
dialing and voice notes to record personal
messages.
Multi-language support.
Digital phone book with capacity for up to
400 names.
Up to 20 phone numbers can be stored
for recall through voice-recognition
activation.
Telephone numbers are displayed on the
Driver Information System screen.
Personal information management
system.
Turbo dialing.
96 by 64 graphic display.
Integrated headset jack.
Ring sound style can be changed to one
of 32 different tones.
180 minutes talk time and 300 hours
standby time.
CDMA operation: 800/1900 CDMA, 800
amps.
TDMA operation: 800/1900 TDMA, 800
amps.
When the Audi digital phone by Motorola is
mounted in the vehicle phone cradle, the
Telephone/Telematic Control Module J526
mutes the radio whenever the phone is
placing or receiving calls. This allows handsfree operation.
Electrical System
Symphony II Radio
Transport Mode
New Audi vehicles equipped with
Symphony II radios are shipped from the
factory with their radios in transport mode.
This reduces the parasitic voltage drain
on vehicle batteries during shipping
and storage.
Normally, the Symphony II radio transport
mode is deactivated during the new vehicle
pre-delivery inspection process, prior to
delivery of the vehicle to the customer.
78500018
If the radio is in transport mode, pressing

any radio button when the ignition switch is
on will cause TRANSPORT to come up
on the radio display.
Deactivating Transport Mode
The transport mode can be deactivated
using the Vehicle Diagnosis, Test and
Information System VAS 5051 and K-lead
adapter VAS 6017A.
The transport mode deactivation
sequence is accessed through
Address Word 56 Radio.
Refer to Audi Technical Bulletin
C 91-01-07 for more information.
79
Notes
80
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this Self-Study Program.
This Knowledge Assessment may or may not be required for Certification. You can find this
Knowledge Assessment in the Learning Management Center at:
www.accessaudi.com
For assistance please call:
Certification Program Headquarters

1-877-CU4-CERT (1-877-284-2378)
(8:00 a.m. to 8:00 p.m. EST)
81

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Electrical System ......................................................................................... 68

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