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Audi RS6Audi RS6Audi RS6Audi RS6Audi RS6
Self Study ProgramCourse Number 991303
Audi of America, Inc.Service TrainingPrinted in the U.S.A.Printed 6/2003
©2003 Audi of America, Inc.
All rights reserved. All information contained in thismanual is based on the latest product informationavailable at the time of printing and is subject to thecopyright and other intellectual property rights ofAudi of America, Inc., its affiliated companies andits licensors. All rights are reserved to make changesat any time without notice. No part of this documentmay be reproduced, stored in a retrieval system, ortransmitted in any form or by any means, electronic,mechanical, photocopying, recording or otherwise,nor may these materials be modified or reposted toother sites without the prior expressed writtenpermission of the publisher.
All requests for permission to copy and redistributeinformation should be referred to Audi of America,Inc.
Always check Technical Bulletins and the AudiWorldwide Repair Information System forinformation that may supersede any informationincluded in this booklet.
Trademarks: All brand names and product namesused in this manual are trade names, service marks,trademarks, or registered trademarks; and are theproperty of their respective owners.
Overview..................................................................................................................... Page 1
Body ........................................................................................................................... Page 3
Engine and Transmission............................................................................................ Page 8
Running Gear............................................................................................................ Page 38
Air Conditioning System.......................................................................................... Page 47
Other Features .......................................................................................................... Page 48
Technical Data .......................................................................................................... Page 50
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 service repair information.
Table of Contents
i
NOTE CAUTION
Overview
1
The Audi RS6
The arrival of the Audi RS6 has given awhole new meaning to the term “vehicledynamics.” As was the case with the AudiRS4, the new top model in the Audi A6Series was conceived by Audi’s stardesigners at quattro GmbH and developedin conjunction with Audi AG.
The quattro four-wheel drive Audi RS6 has a4.2-liter V8 engine with two turbochargers,five valves per cylinder and twin charge aircooling.
With 450 hp, 415 lb/ft of torque, Tiptronic 5-speed automatic transmission, and a sportsuspension, the RS6 has the agility of asports car, accelerating from 0 to 60 mph in4.6 seconds (0-100 km/h in 4.9 seconds).
Adding to the sporty feel and appearance ofthe RS6 are the Formula 1-style Tiptronicshift “paddles” on the steering wheel.
Overview
2
Standard features include leather, heatedRecaro sports seats, carbon fiber interiortrim, Symphony II radio with Bose soundsystem, and Xenon high intensityheadlights.
The Audi RS6 is not intended fortrailer operation or the installation ofan auxiliary heater.
Audi RS6 is the first vehicle to use thehydraulic active running gear systemDynamic Ride Control (DRC). This dampersystem eliminates much of the body roll andpitch encountered on cornering. A brakesystem with disc diameters of 365 mm(front) and 335 mm (rear) ensures balanceddeceleration.
With its high-grade materials, the exclusiveinterior equipment of the Audi RS6combines a sporty atmosphere andexcellent comfort.
Body
3
Sill Panels
The new sill cover panel is bolted to theunderbody as well as to the front and rearwings and is attached by means of plasticplugs to the top of the sill.
The side dirt deflectors forming part of theAudi A6 basic equipment are not fitted.
The upper fastening elements of the sillpanel trim are concealed by the sill moldingwith the RS6 emblem.
Rail section toaccommodate sill molding
Body
4
Raising the vehicle at other pointscould damage body components,including sill panels.
Jacking Points
The positions for jack and hoist applicationare marked on each sill panel. The reinforcedparts of the body designed to safelywithstand lifting forces are only to be foundin this marked area.
Mark on sill panel indicates bodyreinforcement point for applying jack
Body
5
Front End
The front end has been modified in the areaof the fog lights and charge-air inlet coverpanel. The screw connection for the fronttowing eye is located directly behind thiscover panel.
Engine Compartment
Noise Insulation
To help muffle sound, a noise insulationplate is fitted on the underside of the enginecompartment. The three center vents play anessential part in providing the large amountof additional cooling air required for theengine and transmission.
Cooling air for oil cooler
Honeycombcover panel
The flow of air is specifically directed tounits subject to high thermal load. The twoside vents enable the turbocharger coolingair to escape.
Turbochargercooling air
outlet
Turbochargercooling air
outlet
Inlet for gearbox cooling air
Body
6
Engine Compartment
The coolant expansion tank and brake fluidreservoir have been relocated to the plenumchamber.
Positioning pins in air cleaner housing
The levels in the expansion tank andreservoir can be checked in the usualmanner after removing the two covers.
Oil filler neck
The engine oil filler neck is locatedon the left side beneath the frontengine compartment cover.Release or engage the two coverlocking pins by tapping thembriefly. The cover can be tilted andlifted out.
MAXMAX
MINMIN
Coolantexpansion tank
Brake fluidreservoir
Locking pin(cap open)
Body
7
Rear Spoiler
A rear spoiler is standard on the RS6. Thespoiler is attached to the trunk lid using fourbolts. To achieve an even form fit on thetrunk lid contour, it is secured by means ofall-around double-sided bonding.
4 bolted joints
All-around bond
Engine and Transmission
8
Audi RS6 Engine
4.2L Biturbo V8
The engine was developed using the V8engine of the Audi S6 as a base.
The goal was to create an engine that couldachieve high torque levels at low enginespeeds.
Engine and Transmission
9
BCY
Biturbo V8, 4.2-liter, 5-valve,90º, 4-stroke, gasoline engine
450 hp at 5700 - 6400 rpm
415 lb/ft of torque at1950 - 5600 rpm
6700 rpm
3.32 in. (84.5 mm)
3.66 in. (93 mm)
255 cu. in. (4172 cc)
9.8 : 1
1 - 5 - 4 - 8 - 6 - 3 - 7 - 2
507 lbs.
Motronic ME7.1.1 withelectronic multi-point sequentialfuel injection system
Two air-gap-insulated tubularmanifolds, two underhoodprimary catalytic converters,heated oxygen sensors
Premium Plus unleadedrecommended formaximum performance
Engine Technical Data
Code letters:
Type:
Power:
Torque:
Max. engine speed:
Bore:
Stroke:
Displacement:
Compression ratio:
Firing order:
Engine Weight:
Fuel Injection:
Emission system:
Fuel:
A sticker indicating the engine codeletters is attached to the toothedbelt guard (refer to Repair Manual).
This sticker must be reattached ifthe toothed belt guard is replaced aspart of repair work.
0
65
135
205
275
345
415
485
0
35
70
105
140
175
210
245
280
315
350
385
420
455
490
2000 4000 6000 8000
torq
ue (l
b/ft)
Engine Speed (rpm)
pow
er (h
p)
Engine and Transmission
10
Crankshaft Group
Crankshaft
The crankshaft uses a standard shaftmodified in the flange area.
Because engine speed and inertia forces arerelatively low (greater compressive force),the V8 crankshaft is fitted with a doublyreinforced 10-hole flange drive plate.
4 x oil drainholes in areaof oil scraper
ring
Crankshaft with10-hole flange
Pistons
The piston skirt is provided with a FerrostanII bearing surface coating.
The piston design is such that cylinder bankassignment is not necessary.
The compression ratio is reduced to ε = 9.8.
Valves
In the course of reworking the necessaryvalve throats, the diameters of the twoexhaust valves per cylinder and thecorresponding seat rings were reduced tod = 27 mm.
Securing pinStarter ring gear
with sender wheel
Drive platereinforced with10-hole flange
Engine and Transmission
11
Cylinder Head
Cylinder Head Gasket
In line with the engine concept, the cylinderhead made of a new Alumisil alloy is fittedwith a four-layer sealing system at thecylinder block and crankcase. The increasedpower level with charged engines produceshigher firing pressures.
The gasket materials are an important factorin the structural integrity of the engine. Theirdifferent profile heights permit optimumforce distribution within the componentsand extend the service life of the sealingbeads. As a central element, the gaskets aremade up of beaded, elastomercoated springsteel layers.
Cylinder head with cover
Cylinder head gasket
Cylinder block and crankcase
4-layer cylinder head gasket
4-layer structure of sealing system
Engine and Transmission
12
Cylinder Head Cooling
The light alloy cylinder head with five valves(three inlet and two exhaust valves percylinder) has been adapted to meet themore exacting demands of the V8 biturboengine through the use of differentmaterials.
In the area of the combustion chambers andexhaust ports, the V8 engine has been fittedwith an optimized water jacket for improvedheat dissipation. This also necessitatedappropriate adaptation of the openings inthe multi-layer cyinder head gasket for thepassage of coolant.
Because of the differences in waterrouting, there are specific cylinderhead gaskets for each bank.
Marked areas show the optimized wateropenings in the cylinder head gasket
Water jacket inexhaust area
Engine and Transmission
13
Oil Flow
The oil flow of the V8 biturbo is similar indesign and operation to the V8 5V engine.Two turbochargers for increased power addto the number of temperature-intensivecomponents in the oil circuit. A designmodification at the oil pump enables thecut-off pressure in the oil circuit to beincreased, ensuring constant supply and theproper cooling of all engine components.
Oil temperature is controlled by twoseparate coolers:
1st circuit — by the familiar oil/water heatexhanger in the oil filter module
2nd circuit — with the air-to-oil coolerlocated at the front end beneath the radiator
Turbocharger
New oil pump
Two-partsump
Dark Green =Oil circulation under pressure
Light Green =Oil circulation without pressure
Turbocharger
Oil filter modulewith integratedoil/water heat
exchanger
Engine and Transmission
14
Air Supply
Two new, large air cleaner elements areused to cope with the increased airrequirements of the turbo engine.
Advantages of charge-air cooling:
• Improved efficiency thanks to greater density of cooled air
• Lower temperatures, reduced knock tendency
Compressor inletfrom air cleaner
Turbocharger
Pressurepipes
From charge-air cooler
Right charge-air cooler
Air intake elbow
Hoses tocharge-air
cooler
Upper collector
Lower collector
Cold air is drawn in through two separateinlets in the front end above the radiator.
Engine and Transmission
15
After passing through the mass air flowsensors, the flow of air is routed through apiping system to the water-cooledturbochargers. Vibration-damping elementsat the air cleaner outlet and pressure pipeconnections ensure acoustic isolation of
the entire system. From the turbocharger,the hot compressed air is routed to thecharge-air coolers and then through thenewly developed air collector pipe at thefront of the engine. The intake manifold isresponsible for distribution to the cylinders.
To engine
Air collector pipe
From charge-air cooler
Cold air inlet
Left charge-air cooler
Engine and Transmission
16
Crankcase Breather
The crankcase breather consists of thefollowing:
• Pressure limiting valve
• Non-return valve
• Tubing with distributor
For more details on design andoperation of the crankcase breather,EVAP system, secondary air,charge-air control and recirculationcontrol, refer to SSP 941903 —2.7L V6 Biturbo.
Connection at cylinder blockand crankcase/oil separator
Connection atintake manifold
Cylinder headcover connection
Pressure limiting valve
Non-return valve
Connection upstreamof compressor
Cylinder headcover connection
Pressure limiting valve
Engine and Transmission
17
EVAP System
The EVAP system recirculates the fuelvapors from the activated charcoal filter viathe EVAP cannister purge regulator valveN80 and two non-return valves to the intakemanifold.
The N80 valve regulates fuel vaporrecirculation on the basis of a duty cyclespecified by the Motronic engine controlmodule to suit the corresponding operatingstatus.
Distributor
Recirculation upstreamof turbochargers
Non-return valve 1
Non-return valve 2
Recirculation upstreamof turbochargers
N80 valveconnection
Intake manifoldconnection
Engine and Transmission
18
Secondary Air System
Charge-Pressure Control
Secondary aircombination valve 1
Secondary aircombination valve 2
From secondary air pumpwith integrated filter
Wastegate bypass regulatorvalve N75
Charge-air pressure sensor G31
Solenoid
Engine and Transmission
19
Recirculation Valve
The sudden transition from operation underload to overrun produces a high backpressure between the turbocharger andthrottle valve. To protect the turbochargers,this pressure is dissipated by opening thepneumatic recirculation valves. At the sametime, this also reduces the drop inturbocharger speed and enhances re-operation response.
The recirculation valves are actuated by theMotronic engine control module via thesolenoid turbocharger recirculating valveN249. By incorporating the vacuumreservoir, the recirculation valves canoperate independently of the intakemanifold.
In the event of solenoidturbocharger recirculating valveN249 failure, the intake manifoldpressure keeps the pneumaticrecirculation valves open.
Vacuum reservoirs for controllingdivert air valves are located in
front left wheel housing
Re-entry of recirculated charge airupstream of turbocharger
Arrows indicatebypass route
for recirculation
Connection at aircollector pipe
Connection at aircollector pipe
Pneumaticrecirculation valves
Engine and Transmission
20
Cooling System
The combined engine and gear oil cooler,the fluid cooler, the air conditionercondenser and the radiator are arrangedbehind one another. The coolant/oil heatexchanger — an oil cooler without aseparate housing — is bolted to the oil filtermodule to form a unit.
An additional oil/air heat exchanger isneeded because of the high power outputgenerated in the automatic transmission.The engine and gear oil cooling functionsare combined in a joint cooler. The oilcircuits are kept separate.
Oil filtermodule
Oil filtermodule
Oil filter
Engineoil return
Oil filteradapter
Engine oilsupply
Engineoil flow
Oil cooler
Fluidcooler
O-ring seal
Condenser
Coolantflow
Engineoil cooler
Radiator with integratedgear oil cooler
Gear oilcooler
Engine and Transmission
21
The control module for the 600 W fan isintegrated directly into the fan motor,whereas the 300 W fan has a separatecontrol module/output stage. Differentconditions apply to actuation of the twofans.
Fans
Two suction fans connected in parallel(600 W and 300 W) are used to providecooling air. The fan control modules areactuated by way of the engine controlmodule as a function of load.
1. The fan request is transmitted by the airconditioner operating module via theCAN-bus to the engine control module,where it is then relayed directly to thefans.
2. In normal engine operation or at idle thefans are controlled as a function ofengine and ambient temperature.Maximum selection is made betweenthe air conditioner and enginetemperature.
3. Triggering and duration of fan run-on afterswitching the engine off are governed bythree different criteria:
- Average fuel consumption > 7 ml/s and engine temperature > 220ºF when engine is switched off
- Measured engine temperature greater than 220ºF and ambient temperature greater than 32ºF
- On switching off the engine, oil temperature greater than 200ºF
If the fan control modules do notreceive any information from theengine control module, the fansswitch to emergency operation andthis is recorded in the fault memory.
Checking fan operation with theengine running will not guaranteethat the fans will respond in run-onmode. A separate check mustalways be made following repairs.Use the VAS 5051 Scan Tool for finalcontrol module diagnosis.
300 Wfan 2
600 Wfan 1
Engine and Transmission
22
Coolant Flow
After-Run Coolant Pump
The coolant pump evenly distributes coolantto both cylinder banks. The engine oil cooleris integrated into the water circuit, using anelectric water pump to avoid reheating.
After switching off the engine, localoverheating (vapor bubble formation) mayoccur due to reheating of the coolant in thearea of the turbochargers.
To prevent this, continuous circulation ismaintained by the after-run coolant pumpV51 via the coolant circulation pump relayJ151. This pump is actuated by the Motronicengine control module J220.
The cut-in criteria for the V51 pump areprovided by the following sensor values:
• Coolant temperature (G2/G62)
• Engine oil temperature (G8)
• Ambient temperature (G42)
Coolant Circulation During Engine Operation
Rad
iato
r
Engine oil cooler
Heating systemheat exchanger600 W
electric fan
Turbocharger
Bulkhead
300 Welectric fan
Thermostat
Breatherhole
After-run coolantpump V51
Expansion tank
Combined coolanttemperature sensors G2/G62
Engine and Transmission
23
At engine temperatures of >130ºF, pumprun-on is maintained for approximately 15minutes before the main relay is finally de-energized.
The V51 pump is located beneath the intakemanifold. Pump operation is not requiredwhen the engine is running. The pump is notactuated directly. Actuation of the pumpreverses the direction of coolant flow to theturbochargers.
The red arrows in the marked frameindicate the change in flow direction.
Coolant Circulation During Run-On
TurbochargerV51
After-run coolantpump V51
To enginecooling circuit
Fromturbochargers
Engine and Transmission
24
Oil Cooling
The oil cooling system is split up into twocircuits:
Engine Oil Cooling
This is implemented by way of a constantflow through the coolant/oil heat exchanger(rapid attainment of engine oil operatingtemperature on cold starting by preheatingvia the heat exchanger). After reaching aspecified temperature value, the secondcircuit to the air-to-oil cooler is switched on athermostat controlled basis.
This circuit is located at the front endbeneath the radiator and is fitted in a jointhousing together with the additional gear oilcooler. The two have separate inputs,however, and operate independently. Thedirection of oil flow to be cooled is alwaysthe same to prevent thermal stress in thecooler housing.
Oil connection attransmission
Supply
Return
Oil connectionat engine
Coolant/oil heatexchanger connection
Return
Supply
Engine and Transmission
25
Air-to-Oil Cooler
The air-to-oil cooler additionally fitted in thecircuit maintains the temperature at anoptimum level when increased power isrequired.
Gear Oil Cooling
To ensure a long transmission service life,two coolers are used:
Water-to-Oil Cooler
After starting the engine, the oil starts toflow in the area of the water-to-oil cooler. Asthe coolant in the water circuit warms upmore quickly, the gear oil attains itsoperating temperature sooner.
Extremely low ambienttemperatures could causetransmission problems if the gear oilwere not preheated.
Split air-to-oil cooler:1/3 gear oil cooling (top)
2/3 engine oil cooling (bottom)
Oil connectionat transmission
Engine and Transmission
26
Fuel pump G6
Transfer fuel pump G23
Fuel tank with external fuel pump
Fuel System
The Audi RS6 features two fuel pumps witha hydraulic series connection to provide thenecessary fuel:
• Fuel pump G6 (pre-supply pump) islocated directly in the tank
• Transfer fuel pump G23 is fitted to thetank as an external pump unit
Both pumps are electrically actuated inparallel by way of the fuel pump controlmodule J538, which is fitted next to the rearright seat belt reel beneath a cover. Thiscontrol module is supplied with electricalsystem voltage by way of the fuel pumprelay J17.
The Motronic engine control module J220 isresponsible for cut-in of the two pumps asrequired via J538.
Depending on the immediate fuelrequirement, the pumps are actuated eitherwith maximum electrical system voltage(high requirement) or with voltage reducedto 10V (lower requirement).
The corresponding switching control signalis derived from the immediate fuelconsumption calculated in the enginecontrol module.
In the event of a change in the volume offuel required, the fuel pump control moduleswitches the pump voltage from maximumelectrical system voltage to 10V and viceversa. The voltage reduced to 10V isprovided by a voltage converter in the fuelpump control module.
Engine and Transmission
27
Fuel filter
Transfer fuel pump G23
Fuel pump unit withincreased delivery
In the case of “hot starting,” the pumpvoltage remains at electrical system voltagelevel for roughly five seconds after startingto keep vapor bubbles from forming in thefuel pipe.
A conventional fuel pressure regulator at thefuel rail keeps the fuel pressure at aconstant four bar relative to intake manifoldpressure.
On starting the vehicle, the fuel pumps areactuated for roughly one second withmaximum electrical system voltage. Thisensures a rapid build-up of pressure in thefuel supply (a provision of standby pressure).
When driving, the pump voltages areswitched in line with fuel consumption. Ondropping below a defined fuel consumptionrate the pump voltage is reduced to 10Vafter a delay of approximately two seconds.
If a fault is detected, the engine willnot start or it will switch toemergency operation.
Engine and Transmission
28
A (blue) control signal
B (green) feedback (pump status)from pump control module toengine control module
Diagnosis
The engine control module monitors theconnections to the fuel pump controlmodule. The fuel pump control modulemonitors the connections to the pumps andtransmits the output voltage values to theengine control module. These values aremonitored for plausibility
Following entry of a fault in the faultmemory, it is either not possible to start thevehicle (fuel pump relay does not switch) orthe engine will only run in emergency mode.
G6 Fuel pump (pre-supply pump)
G23 Transfer fuel pump
J17 Fuel pump relay
J220 Motronic engine control module
J538 Fuel pump control module
Fuel Pump Electrical Circuit
Fuel pump controlmodule J538
30
31
J220 J538
G6 M MG23
J17
AeriwlortnoCegatlov
gnitarepopmuPegatlov
V0 V01
V21 V21
Engine and Transmission
29
Further downstream, two isolating elementsprovide the necessary vibrationcompensation (and acoustic isolation) aswell as compensation for engine movementin relation to the exhaust system.
The following underfloor catalytic converters(metal substrate) achieve optimum emissioncontrol with low exhaust gas back pressure.
Exhaust System
The Audi RS6 has a dual-flow exhaustsystem. The two exhaust pipes of the V8engine are routed separately from theengine to the two oval tailpipes, producingthe unique RS6 sound.
Exhaust gas flows through individual pipesfrom the cylinders via the air-gap insulatedmanifolds directly downstream of theturbochargers to two primary catalyticconverters of the metal substrate type.
HeatedoxygensensorG108
Heated oxygen sensor G39
Isolating elements
Primary catalytic converters
Oxygen sensor G131
Oxygen sensor G130
Center silencer
Underfloor catalytic converters
Rear silencer withoval tailpipes andnoise optimization
Engine and Transmission
30
Charge-pressure control is implemented byway of the common wastegate bypassregulator valve N75.
Turbochargers
Charging is provided by two water-cooled,rapid response, mechanically controlledturbochargers.
The turbochargers should not bereplaced separately, but as a pair toavoid differences in performancedue to structural tolerances (old/new component).
New stud and nut method of exhaustmanifold attachment to turbocharger
Engine and Transmission
31
Clutch, selector elements and brakes arecontrolled electro-hydraulically, permittinggear selection under load with no loss oftractive power.
The following modifications have beenmade to the previous transmission:
• Reinforced transfer gear andtransmission housings
• Increased clutch pressure
• Brake “D” reinforced (one additionalcoated disc)
• Reinforced spur gear drive splines(modified material)
Transmission
Engine torque is transmitted to thetransmission by way of a hydrodynamictorque converter (diameter 280 mm) withlock-up clutch.
The transmission is based on a provendesign for vehicles with high engine torque,employing Tiptronic and electronic throttle. Ittakes the form of an electro-hydraulicallycontrolled 5-speed automatic transmissiondelivering 415 lb/ft of torque at 1950-5600rpm.
The five forward gears and reverse gear areaccessed through a planetary transmission.
Spur geardrive
Brake “D”
Converter diameter increasedfrom 260 to 280 mm
Engine and Transmission
32
The transmission flange of the crankcasehas been reinforced at the mounts. Modifiedtransmission mounts are required toaccommodate the forces occurring.
Three bolts are used on either side of thetransmission housing for mounting.
Rear Final Drive
Because of the thermal load resulting fromthe drive power, the rear-axle transfer casefeatures an additional aluminum cooling finelement.
A special thermal conduction paste betweenthe housing and the fins of the aluminumheat sink ensures optimum heat dissipation.
Rear final drive withtop-mounted aluminum
cooling fin element
Engine and Transmission
33
Steering Wheel with Tiptronic Paddles
Paddles on the right and left of the sportssteering wheel permit manual selection ofthe desired gears. The selector buttons canonly be activated when the selector leverposition is in the manual Tiptronic shift gate.
Change UP — tap right paddle (+) towardsteering wheel
Change DOWN — tap left paddle (-) towardstearing wheel
3-Spoke Sports Steering Wheel
Engine and Transmission
34
Control and display module forair conditioner/Climatronic E87
System Layout
Motronic ME7.1.1 Sensors/Actuators
Mass air flow sensor G70Mass air flow sensor (2) G246
Engine speed sensor G28
Camshaft position sensor G40 and camshaftposition sensor (2) G163
Heated oxygen sensors G39, and (2) G108Oxygen sensors G130 and (2) G131
Throttle valve control module J338 withangle sensor (1) G187 and (2) G188 forthrottle drive G186
Intake air temperature sensor G42
Combined engine coolant temperaturesensors G2 and G62
Charge-air pressure sensor G31
Knock sensor (1) G61, knock sensor (2) G66and knock sensor (3) G198
Throttle position sensor G79 and acceleratorpedal position sensor G185
Exhaust temperature sensors (1) G235 and(2) G236
Brake light switch F and brake pedal switchF47 (cruise control)
Additional signals
Steering anglesensor G85
ABS controlmodule J104
Transmission controlmodule J217
Control module with display ininstrument panel insert J285
Engine and Transmission
35
Left/right electro-hydraulic engine mountsolenoid valves N144/N145
Fuel pump relay J17, fuel pump control module J538,fuel pump G6, transfer fuel pump G23
Fuel injectors (bank 1) N30, N31, N32, N33
Fuel injectors (bank 2) N83, N84, N85, N86
Ignition coil with power output stage (1) N70, (2)N127, (3) N291 and (4) N292
Ignition coil with power output stage (5) N323, (6)N324, (7) N325 and (8) N326
EVAP canister purge regulator valve N80
Wastegate bypass regulator valve N75
Throttle valve control module J338 with throttle driveG186 and throttle drive angle sensors (1) G187 and
(2) G188
Camshaft adjustment valves (1) N205 and (2) N208
Turbocharger recirculating valve N249
Heated oxygen sensor Z19, Heated oxygen sensor(2) Z28, Oxygen sensors (1) Z29 and (2) Z30
Coolant fan control module J293, Coolant fan controlmodule (2) J671, Coolant fan V7 and Coolant fan
(2) V177
Secondary air injection pump relay J299, secondaryair injection pump motor V101
Coolant circulation pump relay J151, after-run coolantpump V51
Additional signals
Diagnosis
Engine and Transmission
36
CAN Data Exchange
As with the Audi A6, data is exchanged inthe Audi RS6 between the engine controlmodule and the other control modules byway of the CAN-bus.
The system layout illustrates the exchangeof data between the individual interlinkedvehicle systems.
Engine Control Module
• Idling speed information
• Accelerator pedal position
• Kickdown switch
• Actual engine torques
• Engine speed
• Driver input torque
• Coolant temperature
• Brake light switch
Transmission Control Module
• Gearshift active/not active
• AC compressor operation not permitted
(shut-off)
• Torque converter clutch status
• Selector lever position
• Specified idling speed increase
• Gear information (actual/target gear)
• Motion resistance index (hill detection)
• Emergency programs (information via self-
diagnosis)
• Converter loss moment (transmission
mount moment)
• Specified engine torque
• Idle regulation adaptation release
• Engine torque gradient limitation
(converter/transmission protection)
ESP/ABS Control Module
• TCS request
• Specified TCS intervention torque
• Overrun torque limiting function request
• Overrun torque limiting function
intervention torque
• Brake pedal status
• TCS/EBC warning lamp info (EBC =
Engine Braking Control)
• ABS braking active/not active
• EBPD intervention active/not active (EBPD
= Electronic Brake Pressure Distribution)
• Converter loss moment (transmission
mount moment)
• Vehicle speed
• Wheel speeds
Drive System CAN High
Drive System CAN Low
Engine and Transmission
37
Instrument Panel
• Self-diagnosis information
• Coolant level sensor info
• Overheating lamp info
• Fuel level
• Vehicle speed
• Ambient temperature
• Coolant temperature
• Oil temperature
• Mileage
• Immobilizer
Air Conditioner and Heater Electronics
• Air conditioner requirement
• Heated rear window status
• Air conditioner compressor status
• Air conditioner pressure signal
• Coolant fan request
Data transmitted by enginecontrol module
Data received and evaluated byengine control module
• Fault statuses of various messages
• AC compressor operation not
permitted (shut-off)
• Vehicle speed
• Idling speed
• CCS switch positions (cruise control
system)
• CCS specified speed
• Throttle valve angle
• Immobilizer
• Temperature in intake manifold
• Electronic throttle warning lamp
info
• OBD II warning lamp info
• Fuel consumption
• Actual radiator fan actuation
status
• Altitude information
• Pressure upstream of throttle
valve (charge pressure)
• Emergency programs
(information via self-diagnosis)
• Engine data for maintenance
interval extension
• Oil level threshold for oil MIN
warning
Running Gear
38
Front Axle
Brakes modifications to the front axle:
• New protective brake rotor back plates
• 8-piston Brembo brake calipers (fourpads)
• Multi-layer brake rotors, each with adiameter of 365 x 34 mm
To accommodate the larger scale of thebrake system, the diameter of the brakemaster cylinder was increased to 26.99 mm.This involved an increase in the hydraulictransmission ratio from i = 5.5 on the AudiS6 to i = 7 on the Audi RS6.
The Audi RS6 uses a new technology for thewheel bolts to maintain constant torque.
The tapered section of the bolt is not part ofthe body of the bolt. Similar to a packingplate, the tapered washer is only looselyattached to the bolt in the cylindrical section.
The particular advantage of this method ofattachment is that previously used boltedjoints only permit slight changes to thespecified tightening torques for aluminumwheels due to contact corrosion.
Coefficient of frictionremains constant
Running Gear
39
These are directional rotors, so therunning direction of the rotor mustalways be adhered to.
Brake rotor back plate
Brake rotor
8-piston brake caliper
Wheel hub
Running Gear
40
Rear Axle
The Audi RS6 uses the proven Audi S6 rearaxle design. Because of increased loads, thewheel bearing housings are made of steel,not aluminum. To achieve increased brakingpower, the system features larger diameterrear brake rotors (335 x 22 mm).
The diameter of the single-piston brakecalipers has been enlarged.
The hand brake cable was lengthened forbetter installation.
Audi RS6 uses a steelwheel bearing housing
Running Gear
41
Remember, these are directionalrotors, so the running directionof the rotor must always beadhered to.
Single-piston brake caliperwith larger piston diameter
Wheel hub
Brake rotor
Brake rotorbacking plate
Running Gear
42
Dynamic Ride Control (DRC)
Conventional spring/damper systems canonly offer a compromise between maximumride comfort and a sporty driving style. Thebasic requirements of ride comfort —minimum vertical body movement whennegotiating uneven surfaces, and smoothrolling characteristics — are diametricallyopposed to those associated with the sportyproperties of a vehicle, for example, agilehandling and less side tilt with high lateralacceleration.
Dynamic Ride Control (DRC) permits a basicsetting of the spring/damper assemblywhich is relatively soft and comfortable forsporty vehicles. At the same time, DRCeffectively suppresses body roll and pitchwhen cornering and braking under mostdriving conditions.
Operation of the DRC system is based onactive utilization of the volume of oildisplaced by the piston rod when thedamper is compressed and the resultantchange in pressure in the damping system.Conventional dampers providecompensation for the volume displaced bythe piston rod by employing a compressiblegas cushion (single-tube gas-filled damper)or through the use of an additional chamberinto which the displaced oil can expand(twin-tube damper).
The diagonal connection between therespective front and rear dampers to formtwo linked systems makes use of thedifferent pressures occurring with bodymovement to adapt the specific dampercharacteristic curves to these drivingconditions.
The diagonal connections betweenthe front and rear axle are geared interms of pipe length and pipe crosssection to the system as a whole.
Front axle damper
Design-relatedseparating points
Fixed steel pipe inunderbody area
Separating point for compensating pipeat front axle damper with a valve
element at each end
Flexiblehose
connection
Running Gear
43
Compensation for the volumes of oildisplaced is provided by one gas-filledcentral valve per diagonal link.
The movement of the floating pistonseparating the gas-filled and hydraulicsections is controlled by its own damper.
If a leak develops, the system ofdampers and pipes affected must beevaluated and re-filled. The pre-filled,ready to install central valve mustalways be replaced because itensures necessary systempressure.
The ends of the pipes at the damper,pipe and central valve separating pointsare automatically sealed by the valveelements when disconnected.
When re-connected, system pressure isre-established by the central valve andthe DRC is ready for operation.
When working on a filled DRCsystem, the central valve must becompletely connected beforesupporting the vehicle on its wheels.Otherwise, the damper piston rodgaskets may be damaged, making itnecessary to replace the damper.
Fixed steel pipe inunderbody area
Rear axle damper
Central valve with pressure accumulator(16 bar pre-load), attached to spare wheel well
Separating points between centralvalve and compensating pipe
Running Gear
44
Hydraulic System Diagram
Synchronous Operation
If both dampers are compressed at the sametime, the pressure builds up in the samedirection in both pressure chambers. Theactive piston faces move jointly toward thegas cushion in the pressure accumulator.This results in damped compression(comfort setting) of the dampers as afunction of the compression rate.
Rear spring/damper
Valve piston
Piston 2
Compression
Piston 1
Compression Valve discs
Central valve Front spring/damper
Direction of pistondamping action
Piston speed
Damping characteristic curve
At t
he ti
me
of s
ynch
rono
us c
ompr
essi
on
Running Gear
45
Non-Synchronous Operation
Movement of the piston rods in differentdirections produces different pressurepotentials in pressure chambers 1 + 2 (referto pressure direction as indicated by yellowarrows in illustration). Piston movementtoward the gas accumulator is thus notpossible or only possible to a limited extent.
The valve bores in piston 1 provide thenecessary pressure equalization. These aresealed on one end by thin metal discs sothat flow is only possible through the holesin the piston from one side and can onlyreach a certain threshold pressure.
The setting of the dampers is governed bythe internal workings of the dampers, and bythe following: the ratio of the surface areas,the volume displaced by the damper pistonrods, the bores in the piston of the centralvalve, and the threshold pressure applied tothe piston valves.
Piston rod
Pressurechamber 1
Gasaccumulator
Extensionat rear
Piston rod
Pressurechamber 2
Compressionat front
Piston speed
Damping characteristic curve
At t
he ti
me
of v
ehic
le ro
ll
Running Gear
46
Central Valve
The pressure accumulator (gas accumulator)in the central valve is pre-loaded by thesupplier to a pressure of 16 bar. The dampersystem oil pressures applied to pressurechambers 1 and 2 provide damped pressureequalization in conjunction with thedisplacement piston.
The pressure zones 1 and 2 shownrepresent the surfaces within thecentral valve acting on thedisplacement piston.
Components are supplied pre-filledwith a pressure of 16 bar. Improperhandling could lead to injury.
Housing ofcentral valve
To frontdamper
Metal discs (variableflow control)Displacement
piston
Gasaccumulator
Gaskets at bottomof gas accumulator
Gasket between gasaccumulator andpressure chamber
Pressure
chamber 2
Valve unit
Valve unitsecuring nut
To reardamper
Pressure
chamber 1
Valve unitsealing lip
Air Conditioning System
47
Air Conditioning System
The accumulator connections have beenswitched from block to screw type.
Conversion of coolantpipe from block toscrew connections
Block connections at air-conditioner compressor
Accumulator
Block connection atcondenser retained
Condenser
Other Features
48
Trunk
For space reasons and to improve weightdistribution, the battery was relocated tobehind the rear axle in the trunk area.
To remove the battery cover, fold down thepassenger side rear seat to gain access tothe forward facing fasteners. There is also aninward facing fastener and two bolts facingrear.
The spare tire is located under the trunkfloor, with tire repair kit stowed behind theleft access door, above the navigation unit.The air compressor is located behind theright access door.
Special Tool
DRC Tool VAS 6209
This tool is required for emptying,evacuating and filling the dampers and pipesof the DRC.
Other Features
49
Navigation
Audi Telematics by OnStar is standard on allRS6 models.
Top Fin
RS6 models feature a GPS antenna forNavigation and OnStar.
Technical Data
50
Technical Data
noitangiseD tinU obrutibL2.4
ENIGNE
sretteledocenignE YCB
ngisedenignE2,tnemegnarraVº09nienigneenilosagobrutibekorts-ruofevlav-5rednilyc-8
sevlavtsuahxedelooc-muidosowt,tnemtsujdatfahsmacelbairav,sdaehrednilyc
gnimitevlaV daehrednilycrepstfahsmacdaehrevoowT
rednilycrepsevlav/srednilycforebmuN 5/8
yticapaC 3mc 2714
ekortsxeroB .ni 63.3x23.3
oitarnoisserpmoC 1: 8.9
egrahcmumixaMerusserp
rab 8.0
metsysnoitingi/noitcejnileuF elttorhtcinortcele,lortnocerusserp-egrahchtiw1.1.7EMcinortoM
gnicapsrednilyC mm 09
deepsgnildI mpr 058/097
deepsmumixaM mpr 0076
rewopdetaR mpr@ph 0046-0075@054
euqrotmumixaM tf/bl 0065-0591
tnemeganamenignE
pam,gniretemssam-riax2htiwnoitcejnitniop-itlumlaitneuqescinortceleylluFsliocnoitingiepyt-licnep,metsysnoitingisselrotubirtsidhtiwnoitingidellortnocsag-tsuahxeevitceles-knabrednilyc,lortnocgnimittfahsmac,segatsrevirddna
tratsdipar,lortnoceuqrotenignedetanidrooc,noitalugererutarepmetlamreht,noitcnufycnegremerednesdeeps,srosneskconkeerht,noitingocerlortnocerusserp-egrahcaivsraeglaudividnirofnoitatimileuqrotdnanoitcetorp
metsyslortnocnoissimE
latemdoohrednuowt,sdlofinamtsuahxeepyt-llehsdetalusnipag-riaowTdloc(gnitratsretfaesaercnideeps-enigne,sretrevnoccitylatacyramirpetartsbusria-yradnoces,srosnesnegyxodetaehevitceles-knabrednilyc,)noitcnufgnitaeh
metsys
redrogniriF 2-7-3-6-8-4-5-1
yrettaB stlov )rh/pma011(stlov41
rotanretlA stlov )pma051(stlov41
thgiewenignE .sbl .sbl705yletamixorppa
Technical Data
51
noitangiseD tinU obrutibL2.4
noissimsnarT
metsysevirD,laitnereffidretnecnesroTgnikcolcitamotua,evirdleehw-ruoftnenamreporttauq
sleehwnevirdllatanoitacilppaekarbaivLDEkcollaitnereffidcinortcele
xobraegfoepyT PSDmargorptfihscimanydhtiwcinortpiTdeeps-5
sekarB/gnireetS/raeGgninnuR
elxatnorF noitasnepmocllorCRD)lortnoCediRcimanyD(htiwraeggninnurstrops6SR
elxaraeR noitasnepmocllorCRD)lortnoCediRcimanyD(htiwraeggninnurstrops6SR
gnireetS gnireetsnoinipdnakcareerf-ecnanetniamdetsissa-rewoP
oitargnireetsllarevO 3.41
elcricgninruT .tf )bruc-ot-bruc(4.73,)kcol-ot-kcol(8.2
metsysekarbraer/tnorF
-8htiw,sekarbcsidraer/tnorfdetalitnev,metsysekarblanogaidtiucric-lauDcinortcelehtiw)SBA(sekarbkcolitna,tnorftasekarbecnamrofrephgihnotsipnoitcart,)LDE(kcollaitnereffidcinortcele,)DPBE(noitubirtsiderusserpekarb
)PSE(margorpytilibatscinortcele,)SCT(metsyslortnoc
ekarbraer/tnorFretemaid
.ni 9.0x91.3/3.1x73.41
sleehW ngisedekops-9ni03SR81xJ5.8sleehwyollathgiL
eziseriT seritecnamrofrephgih81RZ04/552
Technical Data
52
noitangiseD tinU obrutibL2.4
snoisnemiD/ydoB
staes/sroodforebmuN 5/4
htgnelllarevO .ni 3.191
gnidulcnihtdiWsrorrim
.ni 4.87
thgiehelciheV .ni )dedaol(1.65yletamixorppa
esableehW .ni 6.801
kcartraer/tnorF .ni 1.26
yticapacegagguL)APE(
.tf.uc 0.51
thgiewbruC .sbl 4204yletamixorppa
Technical Data
53
noitangiseD tinU obrutibL2.4
seiticapaC
tnaloocenignE 21GWV
metsysgnilooC)gnitaehgnidulcni(
.tq 6.11
gnidulcni(lioenignE)retlif
.tq 5.9
knatleuF .lag 7.12
ecnamrofreP
deepspoT hpm aciremAhtroNrofdetimilyllacinortcele)h/mk052(551
noitareleccA
hpm05-0)h/mk08-0(
.ces 5.3
hpm06-0)h/mk001-0(
.ces 6.4
elim4/1 .ces 1.41
leuffoepyT dedaelnusulPmuimerP
ymonocEleuF
ytiC gpm 0.51
yawhgiH gpm 0.22
denibmoC gpm 0.81
ecnanetniaM/ytnarraW
ytnarrawdetimilelcihevwenmk000,08/raey-4/ytnarrawdetimilelcihevwenelim000,05/raey-4
ecnanetniamdeludehcsegrahc-onmk000,08/raey-4/ecnanetniamdeludehcsegrahc-onelim000,05/raey-4
noitarofrepnoisorroctsniagaytnarrawdetimilraey-21
sraey4rofecnatsissAedisdaoRruoh-42
Knowledge Assessment
54
An online Knowledge Assessment (exam) is available for this SelfStudy Program.
The Knowledge Assessment may or may not be required forCertification. You can find this Knowledge Assessment at:
www.academy.accessaudi.com
From the academy.accessaudi.com Homepage, do the following:
• Click on the Certification tab
• Type the course number in the Search box
• Click “Go!” and wait until the screen refreshes
• Click “Start” to begin the Assessment
For assistance, please call:
Audi Academy
Learning Management Center Headquarters
1-866-AUDI-ALC
(8:00 a.m. to 8:00 p.m. EST)
Audi of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in the U.S.A.June 2003
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