Audi A6 Gearbox Codes
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Enter the car make and car model for which you want to see an overview of gearbox codes. In the overview, you will then get a list of the gearbox codes with the years of construction and engine capacity of the associated engine. If there is a match with other car makes and car models, these will also be shown in the overview.
For many car parts, such as gearboxes and drive shafts, it is important that you specify the correct gearbox code with the request. The gearbox code is usually stamped on the gearbox. For a car parts supplier, a gearbox code is important in order to find the right car part for you.
Audi made a high-performance, 4.2-litre V8 engine (parts code prefix: 077, identification code: AEC) with a Bosch KE-Motronic ECU available as an option in the original European S4s, and made the decision to continue to do so with the S6, making a 213 kW (290 PS; 286 bhp) version of the 4.2 available as an optional upgrade over the 2.2-litre inline five-cylinder turbo. Unlike the five-cylinder turbocharged version, the V8-powered S6 was supplied with a four-speed automatic transmission as standard but kept the Quattro four-wheel-drive. A six-speed manual gearbox was also available as an option.
On the engines, the new Fuel Stratified Injection (FSI) direct injection technology was introduced. Although the line of engines represents the same progression as the former model, all engines were new. The multitronic continuously variable transmission continues as an alternative for front-wheel-drive models, alongside a new six-speed tiptronic automatic transmission model 0AW available in the four-wheel-drive models. Audi's \"trademark\" Torsen-based Quattro permanent four-wheel-drive is available in most of the lineup, and standard in the most powerful models. Quattro is not available on the Multitronic variants of the A6, but is available on the manual and Tiptronic gear systems. Conversely, the Tiptronic system is not available on the front-wheel-drive variants of the car. The six-speed manual gearbox is available with the 3.2-litre V6 engine, but not for the North American market.
The Audi A6 allroad quattro again featured adaptive air suspension and quattro permanent four-wheel drive system. The A6 allroad was powered by a choice of two Fuel Stratified Injection (FSI) petrol engines, a 3.2-litre V6 and a 4.2-litre V8, and two TDI diesel engines, a 180 PS (132 kW) 2.7 L and a 225 PS (165 kW) (233 only in the US) 3.0 L. The tiptronic gearbox is standard on the 4.2 V8 and the 2.7 TDI, but optional on the 3.2 FSI and 3.0 TDI.
Available in Saloon and Avant bodies, they are versions of A6 S line with 177 PS 2.0-litre TDI or higher engines (excluding S6) in front-wheel-drive or Quattro all-wheel-drive configurations, for the UK market. It included 20-inch rotor-design alloy wheels with a dark titanium finish, black grille, number plate surrounds and window frame strips, and privacy glass extending from the B-pillar rearwards; black roof rails, Piano Black inlays, sports seats upholstered in black Valcona leather, black headlining, BOSE audio system with DAB radio, Audi Music Interface (AMI) for iPod connection.
A direct-shift gearbox (DSG, German: Direktschaltgetriebe[1])[2][3] is an electronically-controlled, dual-clutch,[2] multiple-shaft, automatic gearbox, in either a transaxle or traditional transmission layout (depending on engine/drive configuration), with automated clutch operation, and with fully-automatic[2] or semi-manual gear selection. The first dual-clutch transmissions were derived from Porsche in-house development for the Porsche 962 in the 1980s.
In simple terms, a DSG automates two separate \"manual\" gearboxes (and clutches) contained within one housing and working as one unit.[2][3][4] It was designed by BorgWarner and is licensed to the Volkswagen Group, with support by IAV GmbH.[citation needed] By using two independent clutches,[2][4] a DSG can achieve faster shift times[2][4] and eliminates the torque converter of a conventional epicyclic automatic transmission.[2]
The direct-shift gearbox uses a floor-mounted transmission shift lever, very similar to that of a conventional automatic transmission.[9] The lever is operated in a straight 'fore and aft' plane (without any 'dog-leg' offset movements), and uses an additional button to help prevent an inadvertent selection of an inappropriate shift lever position.
Whilst the motor vehicle is stationary and in neutral (N), the driver can select D for drive (after first pressing the foot brake pedal). The transmission's outer clutch K2 engages at the start of the bite point, while on the alternate gear shaft the reverse gear clutch K1 is also selected.[2][3] The clutch pack for second gear (K2) gets ready to engage. When the driver releases the brake pedal, the K2 clutch clamping force is increased, allowing the transmission to drive the wheels. Depressing the accelerator pedal engages the clutch and causes an increase of forward vehicle speed. Pressing the throttle pedal to the floor (hard acceleration) will cause the gearbox to \"kick down\" to first gear to provide the acceleration associated with first, although there will be a slight hesitation while the gearbox deselects second gear and selects first gear. As the vehicle accelerates, the transmission's computer determines when the second gear (which is connected to the second clutch) should be fully used. Depending on the vehicle speed and amount of engine power being requested by the driver (determined by the position of the throttle pedal), the DSG then up-shifts. During this sequence, the DSG disengages the first outer clutch whilst simultaneously engaging the second inner clutch[2][3] (all power from the engine is now going through the second shaft), thus completing the shift sequence. This sequence in a fraction of a second (aided by pre-selection), and can be performed without lifting off the throttle, resulting in minimal power loss.[2]
In November 2009, Volkswagen recalled certain Golf, Jetta, EOS, Passat & Caddy models equipped with 6-speed DQ250 DSG transmission because the gearbox may read the clutch temperature incorrectly, which leads to clutch protection mode, causing a loss of power.[35]
Since 2009 there have been widespread concerns from Chinese consumers particularly among the online community, who expressed that Volkswagen has failed to respond to complaints about defects in its DSG-equipped vehicles. Typical issues associated with 6-speed DSG include abnormal noise and inability to change gear; while issues associated with 7-speed DSG include abnormal noise, excessive shift shock, abnormal increase in engine RPM, flashing gear indicator on the dashboard as well as inability to shift to even-numbered gears.[citation needed] In March 2012 China's quality watchdog the General Administration of Quality Supervision, Inspection and Quarantine (AQSIQ) said that it had been in contact with Volkswagen (China) and urged the carmaker to probe the issues.[36][37] In a survey held by Gasgoo.com (China) of 2,937 industry experts and insiders, 83% of respondents believed that the carmaker should consider a full vehicle recall.[38] In March 2012 Volkswagen Group China admitted that there could be an issue in its seven-speed DSG gearboxes that may affect approximately 500,000 vehicles from its various subsidiaries in China.[39] A software upgrade has since been offered for the affected vehicles in an attempt to repair the problem.
VW Sweden stopped selling the Passat EcoFuel DSG as a taxi after many cars had problems with the 7 speed DSG gearbox. They instead offered the Touran EcoFuel DSG, which uses an updated version of the same DSG gearbox.[42]
15 October 2019, Australia recall of DSG 7-speed gearboxes.Due to a production fault, over time a crack in the transmissions pressure accumulator can occur.If the pressure accumulator cracks, oil and pressure is lost in the hydraulic system of the gearbox. As a result, the transmission of engine power via the gearbox is interrupted. The experience of this symptom would be comparable to depressing the clutch in a vehicle fitted with a manual transmission. This could increase the likelihood of an accident affecting the occupants of the vehicle and other road users.[45]
The 02M is a compact gearbox specially developed to offer sporty driving characteristics and maximum efficiency in a small space. The same location designed for a 5-speed manual could then be used for the 6-speed manual without any other changes. VW achieved this by taking a standard gearbox design, which features a single input shaft and single output shaft, and split the output shaft into two separate units. This creates a slightly taller but significantly shorter in length design.
The shift forks, which are the pieces inside the transmission responsible for physically engaging or disengaging gears when you move the shift lever, were also changed during the production of the 02Q gearbox. On the majority of 02M boxes and early 02Q boxes, these were multi-piece units made of steel and brass. During the production of the 02Q, the one-piece steel units from the high-performance R32 were made standard on all 02Q transmissions.
The 0FB remains more or less mechanically identical to the 02Q, even down to the same differential applying to the same gearboxes. Similarly to the 02M to 02Q, VW once again refined the bellhousing spacing and design. The same clutch and flywheel packages are generally used on the 0FB as on the 02Q, but VW adds a bonded plastic shim to the clutch release bearing to ensure complete disengagement of the clutch.
Like all transverse transmissions from Volkswagen and Audi, the family of 6-speed manuals is a transaxle design, which means the gears, synchros, bearings, and final drive components such as the differential share lubrication oil. VW specifies a GL4-spec oil for this application, which means it is approved for brass synchronization components to avoid damage or wear. GL5 oil, which is commonly found in the same weights as its GL4 cousin, is generally not recommended for synchronized transmissions as the additive package can damage more sensitive components. GL5 is designed for differential or other hypoid gear applications but not for use in a gearbox. GL5 does have higher shear and shock resistance than plain GL4, so purchasing a high-quality GL4+ oil, such as LIQUI MOLY 75w90 model 20012, ensures maximum protection without unwanted side effects. 59ce067264
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