SSP 386 6speed TwinClutch DSG Audi PDF

386
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Service Training
6-speed twin-clutch gearbox 02E (S tronic)
Self-Study Programme 386
All rights reserved. Technical

specifications subject to
change without notice.
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AUDI AG
I/VK-35
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AUDI AG
D-85045 Ingolstadt
Technical status: 10/06
Printed in Germany
A06.5S00.31.20
Table of contents
Introduction
A new generation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Gearbox concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Gearbox periphery
Gearshift mechanisms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Shift lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Ignition key withdrawal lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Gearbox subassemblies
Overview 02E gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Twin clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Power flow.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Design features
Oil supply.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Dynamic pressure equalisation in the clutches

Clutch control
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Hydraulic clutch control.

Clutch cooling
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Clutch functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Overload protection
Creep control .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Microslip control.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Clutch control adaptation

Safety shut-down .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Manual gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Selector mechanism
Power flow.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Synchromesh .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Hydraulic control
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
gearshift sequence .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Parking lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
All-wheel drive - power distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Bevel box .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Hydraulic diagram of 02E gearbox
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Gearbox control unit

Gearbox control unit mechatronic module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Electro-hydraulic control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Description of the valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Electronic module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Mechatronic control unit J743 .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Function diagram of the Audi A3 (8P) and Audi TT (8J)

Function diagram of the Audi TT (8N)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
CAN information exchange in the Audi A3 (8P) Audi TT (8J) .

CAN information exchange in the Audi TT (8N) .
. . . . . . . . . . . . . . . . . . . . . . . . . . 62
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Gearbox oil (ATF) temperature sender G93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Temperature sensor in control unit G510.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Multi-plate clutch oil temperature sender G509

Gearbox input speed sender G182
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Drive shaft 1 speed sender G501 (G502)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Gearbox output speed sender -1- (2) G195 (G196)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Automatic gearbox hydraulic pressure sender -1- (2) G193 (G194)

Gear selector travel sensor 1 (2, 3, 4) G487 (G488, G489, G490)
Selector lever sensor system E313
tiptronic switch F189
. . . . . . . . . . . . . . . . . . . . . . 71
. . . . . . . . . . . . . . . . . . . . . . . . 72
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Gearbox functions
tiptronic steering wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
"Freeing vehicle by rocking back and forth" and drive-away in 2nd gear. . . . . 80
Launch Control Program. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
S - sport program. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Downshifting with short intermediate throttle application
between gearshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Software Shift Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Starter inhibitor/starter control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Activation of the reversing lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Selector lever position, gear and fault indication . . . . . . . . . . . . . . . . . . . . . . . . . 84
Kick-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SSP291, p. 62 . . XX
Emergency (limp-home) program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Index
Dear reader, to help you to find information, we have compiled for you an
index on the last page.
Introduction
The S tronic 02E twin-clutch gearbox is also known as the Direct Shift Gearbox (DSG) 02E.
Given that Audi uses the name "-tronic" for its automatic gearboxes (tiptronic, multitronic),
the twin-clutch gearbox 02E has been named "S tronic" in keeping with
the Audi nomenclature system.
Is the S tronic a manual gearbox or an automatic gearbox?

It is both. The S tronic is an automatic sport gearbox with the emphasis on "Sport".
The technical basis of the S tronic is a 6-speed-manual gearbox which, as a special feature, has two clutches
(twin clutch).
Clutch control and gearshifts are performed by an electro-hydraulic control.
A twin multi-plate clutch and an intelligent electro-hydraulic control are used allowing two gears to be
selected simultaneously.
While driving, one gear is engaged and the matching gear is preselected.
During gearshifts, the clutch engaging the active gear opens while the other clutch of the preselected gear
closes. This is done under load and so quickly that power flow is virtually continuous.
386_003
What are the customer benefits of the S tronic gearbox?

The S tronic 6-speed twin-clutch gearbox is more dynamic than a conventional manual gearbox, because
it allows fast gear-shifting without any interruption in tractive power while affording the comfort of an
automatic gearbox.
In addition to the overtly sporty driving dynamics, the S tronic gearbox is highly efficient. This gives it an
advantage over the conventional manual gearbox with regard to fuel economy.
The self-study programme teaches the design and function of new vehicle models,
new automotive components or new technologies.
Reference
Note
The Self-Study Programme is not a Repair Manual!

The values given are intended as a guideline only and refer
to the software version valid at the time of publication of the SSP.
For maintenance and repair work, always refer to the current technical literature.
Introduction
A new generation
Back in 1940
All efforts at automating clutch and gear shift
operations were initially geared towards simplifying
the gear-shifting in step-up gearboxes for the
benefit of inexperienced drivers.
Frankes objective was to eliminate the interruption

in tractive power flow when shifting gear, which
was a handicap in commercial vehicles (e.g. offroad vehicles, tractors) in particular.
However, Rudolf Franke did not have this in mind

when, in 1940, he applied for a patent on his four
speed twin-clutch gearbox.
The concept of "tractive power flow interrruption

during gear shifts" was, apparently, mentioned for
the first time in Franke's patent application.
Though his design included nearly all the features
of modern designs, it did not get off the drawing
board.
386_004
Drawing from the patent specification of Rudolf Franke dating from 1940
30 years later
About 30 years after Franke's patent was registered,
Porsche readopted the idea and developed the first
twin-clutch gearbox for its 962C race car, which was
also used by Audi in the short version of its Rallye
quattro.
In both cases, the design proved a success.
So-called "dry clutches" were used.
All attempts to use this twin-clutch gearbox type

in production vehicles failed, because the control
system was too difficult to implement and
electronics, at the time, were not advanced
enough to meet the attendant demands.
The year 2003.

However, the twin-clutch gearbox concept was
by no meansdead and forgotten. The dream of
continous tractive power flow during gear-shifting
still lived on.
The 02E twin-clutch gearbox was developed by

Volkswagen in conjunction with well-known
systems suppliers Borg Warner (clutch, hydraulics)
and Temic (electronics).
Today's cutting-edge technology has made it

possible to develop and put into production a twinclutch gearbox which not only meets the original
objective and today's requirements, but also sets
new standards.
The twin-clutch gearbox combines the key

advantages of the manual gearbox with those
of a modern automatic gearbox.
386_005
Characteristics of the manual gearbox:

+
+
sportiness/driving dynamics
efficiency
comfort
interruption in tractive power
Characteristics of the automatic gearbox:

+
+
Characteristics of the twin-clutch gearbox:

Superb driving dynamics thanks to lightning-fast
and jolt-free gearshifts
without any interruption in tractive power
An excellent balance of comfort, sportiness and
efficiency
high level of comfort

no interruption in tractive power
sportiness/driving dynamics
efficiency
Introduction
Gearbox concept
A twin-clutch gearbox basically consists of two full
synchromesh speed change gearboxes connected
in parallel (part-gearbox 1 and part-gearbox 2).
Each part-gearbox has is own clutch:
While driving, only one part-gearbox is engaged by

clutch K1 or K2 .
The twin-clutch gearbox has two input shafts and
two output shafts.
Part-gearbox 1 K1
Part-gearbox 2 K2
Part-gearbox 1 shifts odd gears 1, 3 and 5,
as well as reverse.
Part-gearbox 2 shifts even gears 2, 4 and 6.
Final drive and

differential
Engine torque
386_006
Part-gearbox 1
Part-gearbox 2
Fig. 386_006 shows a schematic diagram of a twinclutch gearbox. It illustrates the functional principle
in simple terms.
To make the twin-clutch gearbox 02E as compact
and lightweight as possible, the design deviates to
a certain extent from this schematic diagram; refer
to Fig. 386_007 on page 16.
Specifications
Designations
Manufacturer:
Service:
DQ250 6F / DQ250 6Q
02E direct shift gearbox "DSG"
02E S tronic twin-clutch gearbox
Development/manufacturer
Volkswagen AG
Gearbox type
Electro-hydraulically controlled twin-clutch gearbox,

full synchromesh 6-speed speed change gearbox
Control
Mechatronics - integrate, as a unit, the hydraulic control

unit, the electronic control unit and, to a great extent,
the sensors and actuators.
Sport program and "tiptronic" shift program for manual
gear-shifting (optionally available with tiptronic steering
wheel)
Twin clutch
Two electro-hydraulically controlled, oil-cooled multi-plate

clutches
Torque capacity
max. 350 Nm (depending on type)
Oil fill quantity, specification and

ratios
refer to current service literature
Weight
Front-wheel drive variant, approx. 94 kg

quattro variant, approx. 109 kg
Oil cleaner
Oil cooler
Selector lever cable
Manual gearbox
Parking lock
Oil pump
Bevel box (quattro)
386_003
Twin clutch
Mechatronics
Reverse shaft
Gearbox periphery
Gearshift mechanisms
At first glance, vehicles with S tronic gearbox have a
similar gearshift mechanism to previous automatic
gearboxes.
Gearshift mechanism,
Audi A3 (8P) and Audi TT (8J)
The fundamental differences are:

There is no manual selector valve in the hydraulic
control unit.
There is no multi-function switch in or on the
gearbox.
The selector lever cable on the gearbox actuates
the parking lock only (mechanical system).
S tronic gearshift mechanism

The S tronic gearshift mechanism incorporates
an electronic module the selector lever sensor
system E313.
The E313 comprises sensors and a control unit
mounted on a board; refer to page 74.
386_081
The selector lever sensor system E313

determines all selector lever positions for the
gearbox control unit,
controls the LEDs on the selector gate cover
or display unit,
controls the shift lock solenoid N110,
communicates all information to the
mechatronic control unit J743 by powertrain
CAN bus.
There is no mechanical connection between the
gearshift mechanism and the mechatronics. This
is also known as a "shift by wire" system. As
mentioned previously, the selector lever cable on
the gearbox serves only to actuate the parking lock.
Gearshift mechanism,
Audi TT (8N)
Shield plate
There are two different shift lock and ignition key

withdrawal lock systems:
Locking bolt of the N110
1. Shift lock and ignition key withdrawal lock

conventional by means of locking cable
as used in the Audi TT (8N)
2. Shift lock and ignition key withdrawal lock
without locking cable and with electrically
actuated ignition key withdrawal lock
as used in the Audi A3 (8P), Audi TT (8J)
386_113
View from the left
10
The selector gate covers in the Audi A3 and in the

Audi TT come in two versions, depending on model:
Old:
Audi A3 - old specification
Selector lever display

illumination L101
Selector gate cover with integrated

for selector lever position indicator light
New: Selector sleeve and separate selector lever

position indicator unit
The selector lever position indicator LEDs are
activated directly by the selector lever sensor
system E313; refer to function diagram below.
386_104
Audi A3 - new specification

Selector lever
position indicator unit Y26
(also known as L101)
386_122
386_119
386_103
The illustrations show the variants of the selector

gate covers for the Audi A3.
The selector gate covers for the Audi TT differ in
respect of their design, but otherwise they are
absolutely identical.
Shift lock solenoid N110
Reference
For information on the selector lever
position and gear indicator in the dash
panel insert, refer to page 84.
386_114
View from the right
11
Gearbox periphery
Shift lock
Audi A3 (8P), Audi TT (8J)
Emergency release
mechanism
Basically, a distinction is made between the P/N lock

while driving or at ignition 'on', and locking of the
selector lever in the "P" position after removal of the
ignition key (P-lock).
Park ("P") pawl
The kinematics of the selector lever and the

shift lock solenoid allow locking when N110
is energised (position "P") and deenergised
(position "N").
This functional principle is such that the selector
lever stays locked in position "P" in the event of a
malfunction or power failure (e.g. flat battery);
refer to Fig. 386_094.
There is an emergency releasemechanism for
moving (e.g. towing) the vehicle in these situations.
Shift lock
solenoid N110
Locking bolt
of the N110
386_093
Pawl for "N"
Selector lever position "P" locked
Solenoid N110 is deenergised and the locking

bolt engages the park (P) pawl due to the spring
pressure.
The selector lever is locked.
Locking bolt
Emergency release
Actuating mechanism
Emergency release
Emergency release
mechanism
Spring
386_094
The emergency release mechanism is accessible

after removing the gearshift console cover (refer
to the operating instructions).
When the emergency release is actuated, the
lokking bolt of N110 is pushed out of the park
pawl against the pressure of the spring.
The selector lever can now be moved out of
position "P".
Selector lever position "P" unlocked
Solenoid N110 is energised by the selector lever

sensor system E313 and the locking bolt is drawn
out of the park pawl against the pressure of the
spring.
The shift lock is disengaged.
386_095
12
Selector lever position "N" locked
If the selector lever is in position "N" for longer than

2 seconds at "ignition ON", then N110 is energised
by the selector lever sensor system E313.
The lokking bolt is moved into the neutral "N" pawl
against the pressure of the spring.
The N lock is not activated when the vehicle is
travelling faster than approx. 5 kph.
386_088
Selector lever position "N" unlocked
N110 is deenergised when the brake is operated or

at "ignition OFF". The locking bolt is drawn out of
the neutral "N" pawl by the pressure of the spring.
386_089
Shift lock
Audi TT (8N)
In the Audi TT (8N) the park "P" lock is actuated
by the steering lock by means of a cable pull
(locking cable) refer to Workshop Manual.
The P/N lock is designed in such a way that the
shift lock solenoid N110 only engages the selector
lever in positions "P" and "N" when it is energised.
Ignition key withdrawal lock
Audi TT (8N)
In the Audi TT (8N) the ignition key withdrawal lock
is actuated by the gearshift mechanism by means
of a cable pull (locking cable) connected to the
steering lock refer to Workshop Manual.
386_096
13
Gearbox periphery

Audi A3 (8P), Audi TT (8J)
The ignition key withdrawal lock is operated
electro-mechanically by means of the ignition key
withdrawal lock solenoid N376. It does not allow the
ignition key to be turned anticlockwise to the end
position (withdrawal position) if the selector lever
is not in the "P" position.
N376 is activated by the steering column electronics
control unit J527. Before J527 can do this, it must
receive the information "selector lever in position P".
For safety reasons and for the purpose of
diagnostics, this information is transmitted
to J527 in two ways.
Firstly, by means of microswitch F319.

F319 is integrated in the gearshift mechanism.
It supplies the information "selector lever locked in P"
to the selector lever sensor system E313 and from E313
to J527 via a discrete line (refer to function diagram).
Secondly, the selector lever positions are
communicated to J527 by CAN information exchange.
Information path: E313 (powertrain CAN bus) > J743
(powertrain CAN bus) > J533 (convenience CAN bus) >
J527.
The CAN information is used for verifying the
plausibility of the signal from F319 and as a substitute
signal in case of malfunctioning of F319.

solenoid N376
Steering column electronics

control unit J527
386_097
386_098
Selector lever locked

in position "P" switch F319
Shift lock solenoid N110
Selector lever sensor system

with tiptronic switch F189
386_099
Switch F319 is configured as an NC contact.

It is actuated when the gearshift knob lock button is
released in selector lever position "P" ("open" circuit
state).
14
Switch F319 is closed in selector lever positions "R",

"N", "D", "S" and tiptronic (and in "P" with the lock
button pressed).
Ignition key withdrawal lock function
P signal
386_100
A)
When the selector lever is not in the "P" (Park)
position, the ignition key withdrawal lock
solenoid N376 is energised by J527.
The locking bolt of N376 is pressed into the
steering lock against the pressure of the spring.
The ignition lock cannot be turned to the
withdrawal position as long as the N376 is
energised (lokking bolt retracted). The ignition
key cannot be removed.
B)
The solenoid is not energised when the ignition
is OFF and the selector lever is in the "P" position
(lock button on selector lever not pressed).
The locking bolt is retracted by the spring in the
N376. The key can be turned to the withdrawal
position and removed.
Note
The function of the selector lock in
position "P" switch F319 can be checked
in steering column electronics control
unit J527 (address word 16), in data
block 005, 1st display value.
Note
J527 applies an electrical current to
solenoid N376 as long as the selector
lever is out of the "Park" position after
ignition OFF.
The battery can become discharged if the
vehicle is parked for a lengthy period of
time with the selector lever out of the "P"
position.
15
Overview - 02E gearbox
To illustrate the individual shafts more clearly, output shafts 1 + 2 and the reverse shaft are not shown in their
actual positions but arranged in such a way that all the shafts lie in the same plane.
Final drive
Spur gear
Dual-mass flywheel
Input shaft 2
1.
2.
3.
K1
Output shaft 1
4.
K2
Pump shaft
Oil pump
6.
Output shaft 2
5.
Input shaft 1
Twin clutch
386_007
R.
Engine torque is transmitted through a dual-mass

flywheel to the twin clutch input hub by means of a
stub shaft spline.
Depending on which gear is engaged, the twin
clutch transmits the torque either to input shaft 1 or
2 and from this shaft to output shaft 1 or 2.
The coaxial arrangement of the input shafts and the
mixed distribution of odd and even gears to the two
output shafts allow a very compact design and keep
weight to a minimum.
16
Reverse shaft
The two output shafts transmit engine torque in

different ratios to the final drive spur gear, and from
here to the differential and (in models with quattro
drive) the bevel box (also refer to Fig. 386_009).
Position of the shafts in the gearbox - side-on view

Output shaft 1
Mechatronics
Parking lock
386_008
Input shafts 1+2

Spur gear
Reverse shaft
Output shaft 2
View with final drive and bevel box

(bevel box for quattro four-wheel drive only)
Mechatronics
Shift fork
Twin clutch
Angle drive
Flange shaft for

prop shaft
Differential
Spur gear
Oil pump
386_009
17
Twin clutch
Outer plate carrier K1
Driving disc
Clutch K1
Clutch K2
Inner plate carrier K1
Main hub
Input shaft 2
Inner plate carrier K2
Oil pump
drive shaft
Input hub
with driving disc
Input shaft 1
Rectangular rings/
rotating ports
386_010
Power flow
Engine torque is transmitted via a stub shaft spline
from the dual-mass flywheel to the twin clutch input
hub.
The input hub is welded to the driving disc.
The driving disc is positively connected to
outer plate carrier K1, and transmits engine torque
thus to the twin clutch. Outer plate carrier K1 and
outer plate carrier K2 are both welded to the main
hub, so they are in positive engagement at all times.
Engine torque is transmitted to the two clutches
at the respective outer plate carriers and, when
clutch is positively engaged, to the appropriate
inner plate carriers.
Inner plate carrier K1 is connected to input shaft 1,
and inner plate carrier K2 is connected to input
shaft 2.
18
Note
The twin clutch must not be dismantled.
If the driving disc or the retaining clip is
removed, the plates of clutches K1 and K2 can
drop out of the clutch plate carriers. The steel
plates and the lined plates of the clutches are
aligned and installed in pairs at the factory.
This ensures optimum torque uniformity during
clutch engagement and counteracts drive-away
shudder.
The installation position of the clutch plates in
relation to one another is not marked. The clutch
plates cannot be reassembled in their original
state after the clutch has been dismantled or
fallen apart. Incorrect installation will provoke
drive-away shudder.
After replacement of the twin clutch or the
mechatronics and after updating the gearbox
control unit program, the clutch adaptation
values must be reset using the diagnostic tester.
For this purpose, the "Basic Setting" procedure
must be started under "Guided Functions"
and the described adaptation procedure
subsequently carried out.
Piston K1
Pressure chamber K1
Pressure equalisation
chamber K1
Pressure chamber K2
386_013
chamber K2
Piston K2
Design features
Since clutch K1 serves as a starting clutch in
1st gear and in reverse (R), it is subjected to
greater loads than clutch K2.
The twin clutch has, therefore, been designed
in such a way that clutch K1 is disposed on the
outside. As a result, it has the greater diameter
and, therefore, is capable of transmitting a greater
amount of torque and a higher power output.
All the requirements are therefore met.
Specifications of the twin clutch:
Max. torque
Max. surface pressure
Max. friction
Max. cooling oil flow rate
350
10
70
20
Nm
bar
kW
l/min
To keep to a minimum the sychronising masses

during gearshifts, the lined plates of both clutches
are assigned to the respective inner plate carriers.
The heavier steel clutch plates are assigned to the
outer plate carriers.
Dynamic pressure build-up in both clutches is
equalised, refer to page 21.
19
Oil supply
The illustration shows two
different states:
In the upper half, clutch K1 is
shown positively engaged.
In the lower half, clutch K2 is
shown positively engaged.
K1
Clutch K1 positively engaged
Piston K1
chamber K1
Pressure chamber K1
Pressure oil supply,

clutch K1
Cooling oil supply
Main hub with

rotating port
Clutch K2 positively engaged
Pressure chamber K2
Piston K2
chamber K2
K2
high
0
Oil pressure
386_014
Pressure oil is supplied to the clutches through the

main hub by means of rotating ports.
Rectangular rings provide a tight seal between the
housing and the main hub. The oil flows along ducts
in the main hub to the respective points.
If K1 is positively engaged, the cooling oil flows

through the open K2 (without heating up) and
then to K1, where it does its work (lubricating
and cooling) and is recirculated into the gearbox
housing.
The clutches are continuously cooled and lubricated

by a separate cooling oil system in accordance with
demand (refer to "Clutch cooling").
The clutch plate carriers are perforated, allowing

the cooling oil to flow from the inside out to the
respective clutches. The shape of the lined plates
and the centrifugal force are conducive to throughflow in the clutches. This allows the pressure of the
cooling oil flow to be kept relatively low. The
quantity of cooling oil is decisive.
The cooling and lubricating oil is ducted through

coaxial bores in the main hub to K2.
The oil for the pressure equalisation chamber is
likewise extracted from this flow.
20
Dynamic pressure equalisation in the clutches
At high engine speeds, due to rotation, the oil is

subjected to high centrifugal forces inside the
clutch pressure chambers.
This causes the pressure inside the clutch pressure
chamber to increase towards the largest radius.
This is known as "dynamic pressure build-up".
Dynamic pressure build-up is undesirable, because
it increases the surface pressure unduly and makes
defined pressure increase and reduction inside the
pressure chamber more difficult to implement.
To ensure that clutches K1 and K2 open and closed

in a defined fashion, dynamic pressure equalisation
takes place in the respective pressure equalisation
chambers (when engine speed is increased).
This allows gearshifts to be regulated exactly, which
in turn considerably enhances shift comfort.
Leaks in the pressure equalisation chamber will
cause damage to the clutch and the synchronizer
due to uncontrolled positive engagement of the
clutch at high engine speeds.
Pressure equalisation chamber K1
Outer plate carrier K2 also

serves as the baffle plate of K1
Baffle plate K2
Pressure chamber K1
Pressure chamber K2
Pressure equalisation chamber K2
Force exerted by the oil

due to centrifugal force
386_123
This is how it works:

The pistons are sprayed by oil on both sides. This is
achieved by using additional oil chambers (pressure
equalisation chambers) on the sides the pistons
opposite the pressure chambers.
For this purpose, clutch K2 has a baffle plate which
represents the pressure equalisation chamber K2
between clutch K2 and piston K2. In the case of
clutch K1, the outer plate carrier of clutch K2 serves,
additionally, as the baffle plate.
The pressure equalisation chambers are filled with

cooling oil under low pressure. The oil encased in
the pressure equalisation chamber is subjected
to the same forces (dynamic pressure build-up) as
in the pressure chambers. The surface pressures in
the pressure chambers are thus equalised.
21
Clutch control
Encoder disc, input shaft 1
Encoder disc, input shaft 2
386_016
G509
22
G182
Encoder disc, output shaft 2
to mechatronics
To control clutches K1 and K2,

the following information is processed:
The following functions are relevant

to the twin clutch:
Engine speed
Gearbox input speed from G182
(= clutch input speed)
Speed of input shaft 1 from G501
(= clutch output speed K1
= gearbox input speed of part-gearbox 1)
Speed of input shaft 2 from G502
(= clutch output speed K2
= gearbox input speed of part-gearbox 2)
Engine torque
Cooling oil outlet temperature from G509
(multi-plate clutch oil temperature sender)
Brake pressure
Drive-away
Power flow transition
Clutch cooling
Clutch control at standstill (creep control)
Overload protection
Safety shutdown
Microslip control
Clutch adaptation
Drive-away
When starting from a stop, the clutch is controlled
according to engine speed. Depending on the driveaway characteristic, the gearbox control unit
computes an engine nominal speed which is set
via the clutch torque.
The driver input as well as the torque curve of
the various engine variants define the drive-away
characteristic.
When starting from a stop at a low throttle position

(e.g. 60 %), engine speed is increased at a low level
up to the next clutch engagement point.
When starting from a stop at a high throttle position
(e.g. 100 %), the engine speed is increased at a
higher level up to the clutch engagement point.
Throttle position
100 %
Engine speed
Gearbox output speed
Throttle position
Gearbox input speed
60 %
Engine speed
Engine speed
Throttle position
Engine nominal speed
Time
Time
Power flow transition (overlap)

The gearshift involves two functions:
Engine torque intervention
1. Engagement of gears in part-gearbox 1

and/or part-gearbox 2 by means of hydraulically
actuated shift forks.
2. Power flow transition between part-gearbox 1
and part-gearbox 2 by means of clutches K1
and K2
The power flow transition (first to sixth gear) is
implemented by means of so-called overlapping
shifting between clutches K1 and K2. This means
that, during the power flow transition, the powertransmitting clutch (K1 in this example) remains
capable of transmitting torque at a reduced
pressure until the engine torque is transmitted
to the engaging clutch (K2 in this example).
Torque
K2
Engaging
clutch
Disengaging
clutch
K1
Time
Overlap/torque reception
The gearshift is assisted by a temporary

reduction in engine torque during upshifts
(refer to illustration), or by a temporary increase
in engine torque during downshifts.
23
Hydraulic clutch control

Main pressure
N217
SPV
CCV
N218
Safety valve 2
N233
N371
G194
to K1
Safety valve 1
to K2
G193
N216
N88
N89
N90
N91
N215
Clutch valve 2
N92
Clutch valve 1
Multiplexer
high
Shift fork
386_058
Oil pressure
Control pressure
Note
A special feature of the 02E gearbox is the
direct activation of clutches K1 and K2
by electromagnetic pressure control valves.
24
The hydraulic diagram shows the valve

positions when the engine is running
and when the gearbox control unit is
deenergised.
Hydraulic control
Mechatronic control unit J743 calculates from the
parameters on page 18 the nominal clutch pressure
and determines a corresponding control current for
pressure control valve N215 or N216.
The clutch pressure, and hence the engine
torque transmitted by the clutch, changes
nearly proportionally to the control current.
Senders G193 and G194 (hydraulic pressure

senders) monitor the clutch pressure (actual
pressure) in the hydraulic control unit.
The actual clutch pressure is continuously
compared with the nominal clutch pressure
calculated by J743.
The actual and nominal pressures are checked
continuously for plausibility and a safety shutdown
is effected in case of critical deviations; refer to
page 28.
Clutch cooling
To avoid overheating of the clutches, the clutches are cooled by a separate oil flow.
The clutch cooling system is activated at the same time as the clutch is controlled.
The near-permanent microslip ensures that the clutches are continuously cooled and lubricated.
The cooling oil flow is shown overleaf on Fig. 386_021.
The mechatronic control unit J743 activates N218 depending on clutch state/cooling oil demand by applying
a defined electrical current, which in turn produces a proportionate control pressure. This control pressure
acts upon the piston of the clutch cooling valve (CCV). Depending on the control pressure, a corresponding
oil flow is branched off the system oil pressure and fed to the clutches. The maximum cooling output is
approx. 20 l/min at 2.0 bar.
The N218 has a falling current/pressure characteristic. This means that in case of failure of the N218, the
maximum cooling oil flow is set at all times and, therefore, the maximum possible cooling output is available.
Fig. 386_058 (adjacent) shows this state.
To keep power losses due to clutch cooling to a minimum, the cooling

oil flow is controlled according to the following driving conditions:
Driving condition
State - clutch cooling
Activation of N218
Drive-away
Max. cooling output
0 mA
Creep control
Max. cooling output
0 mA
Gearshift
Max. cooling output
0 mA
Driving with microslip
Reduced cooling output
575 mA*
Driving without microslip
Reduced cooling output
575 mA*
Max. cooling output
0 mA
Emergency (limp-home) mode
* average current value,

Ramp-shaped activation curve with 150 - 1000 mA in a second
Legend of Fig. 386_058

G193
G194
K1
K2
CCV
N88
N89
N90
Automatic gearbox hydraulic pressure

sender -1Automatic gearbox hydraulic pressure
sender -2Clutch 1
Clutch 2
Clutch cooling valve
Solenoid valve 1
Solenoid valve 2
Solenoid valve 3
N91
N92
N215
N216
N217
N218
N233
N371
SPV
Solenoid valve 4
Solenoid valve 5
Electrical pressure control valve 1
System pressure valve (main pressure)
25
Clutch functions
Overload protection
If the cooling oil outlet temperature exceeds a value
of approx. 160 C (determined by G509), this means
that the temperatures in the clutch have reached a
critical level.
These temperatures can occur, for example, when
driving away on very steep gradients (e.g. when
towing a trailer) or when the vehicle is held on an
incline using the clutch (i.e. without using the
brake).
In such a case, as a protective function, the clutch is
activated intermittently, this being perceived by the
vehicle occupants as heavy shudder (warning
shudder).
The selector lever position indicator in the dash
panel insert begins to flash at the same time;
refer to page 84.
The purpose of this "warning shudder" is to cause
the driver to abort drive-away and thus avert further
increases in clutch temperature.
The normal reaction of the driver to the warning

shudder is to ease back off the accelerator. If the
driver ignores the warning shudder and continues
to press down on the accelerator, then, when the
cooling oil outlet temperature exceeds approx.
170 C, clutch and engine torque will be reduced to
the extent that the engine runs powerlessly at a
high idling speed.
In this way, the driver is forced to ease back off the
accelerator.
The clutch cooling system operates at maximum
cooling output, and after a short time the clutch
cools down again.
At the next attempt to drive away the vehicle, the
full engine torque will again be available and the
journey can be continued.
Clutch cooling/cooling oil flow
Clutch cooling oil
386_021
Discharge of the clutch cooling

oil from the clutch
Multi-plate clutch oil

temperature sender G509
high
0
Oil pressure
26
Creep control
Microslip control
"Creep" refers to the creep behaviour which

a conventional automatic gearboxes with a torque
converter exhibits when the engine is idling and a
gear is selected.
The clutches are continuously engaged,

with a minimum slip rate of approx. 10 rpm.
This is referred to as "microslip" on account of the
low slip value.
Microslip improves clutch control response and
gearshift quality. Certain clutch adjustments are
made under microslip.
The microslip also has the effect of reducing
vibration between the engine and gearbox, thereby
improving the vehicle's vibrational behaviour.
The creep control function works like this:

when the engine is idling and a gear is selected,
a defined slip torque is set at the clutch (clutch
torque) causing the vehicle to "creep".
This allows the vehicle to be manoeuvred (e.g. when
parking) without using the accelerator pedal, thus
enhancing driving comfort.
The vehicle behaves as one would expect an
automatic gearbox to.
The clutch torque is adjusted to between 1 and
40 Nm, depending on the driving condition and
vehicle road speed.
A special feature of the creep control is that of
reduced clutch torque at vehicle standstill with the
brake applied, whereby less torqueis required of the
engine (the clutch is further open).
Clutch torque is reduced to approx. 1 Nm,
depending on the brake pressure.
The tendency of the vehicle to creep is reduced
accordingly.
This has a positive effect on fuel efficiency
and comfort, because the vehicle has better
acoustics when at a standstill and considerably
less brake pressure is required to hold the vehicle.
If the stationary vehicle begins to roll back on an
incline with the brake only lightly applied, clutch
torque will be increased slightly.
The vehicle must be held by increasing the brake
pressure or by applying the handbrake.
The vehicle behaves as one would expect a normal
manual gearbox to.
Clutch K2 is closed completely when the engine

reaches a speed at which it is no longer possible
to shift down into fifth gear. The special additives
in the gearbox oil are protected in this way.
Clutch control adaptation

Comfortable clutch operation must be maintained
in all operating states and throughout the useful life
of the clutch.
For this purpose, the relationship between clutch
valve control current and clutch torque is subject to
continuous updating.
This process of updating is necessary since the
friction coefficients of the clutches are continuously
variable.
The coefficient of friction is dependent on the
following continuously variable factors:
ATF (quality, ageing, wear)

Oil temperature
Clutch temperature
Clutch slip
To compensate for these influences, the

relationship between control current and
clutch torque is determined in various
driving conditions, e.g. under microslip,
and stored.
Note
After replacement of the mechatronics or the twin clutch or after updating of the gearbox control
unit programming, the clutch adaptation values must be reset using the diagnostic tester.
For this purpose, the "Basic Setting" procedure must be started under "Guided Functions" and the
described adaptation procedure carried out.
27
Safety shutdown
To counteract uncontrolled closing of a clutch,
safety circuits are integrated in the hydraulic circuit.
If the actual clutch pressure is clearly in excess of
the nominal clutch pressure, this means that a
safety-critical malfunction is present. In this case,
the part-gearbox in question is depressurised by
means of a safety shutdown (refer to "Emergency
program", page 85).
Further events which trigger a safety shutdown are
all faults to which the gearbox control unit reacts by
starting the emergency program.
Part-gearbox 1 enters emergency (limp-home)
mode; part-gearbox 2 is shut down (N371 not
activated (0 %),
Part-gearbox 2 enters emergency (limp-home)
mode; part-gearbox 1 is shut down (N233 not
activated (0 %).
Part-gearbox 1
Oil feed to the clutch control for clutches K1 and K2

and for shift control is via a separate fail-safe oil
supply. This means that clutch K1 or part-gearbox 1
or clutch K2 or part-gearbox 2 can be shut down
hydraulically.
The element responsible for safety shutdown of
part-gearbox 1 (2) is the electrical pressure control
valve N233 (N371) and the accompanying safety
valve 1 (2).
Note
The hydraulic diagram shows the
pressure in the hydraulic system
when electronic pressure control
valves N233 and N371 are
deenergised.
Part-gearbox 2
Inlet - main pressure

N218
Safety valve 2
N233
N371
to K1
G194
Safety valve 1
to K2
G193
N216
N88
N89
N90
N91
N215
Clutch valve 2
Clutch valve 1
N92
386_101
28
N233/N371 deenergised
Pressure control valves N233 and N371 have a rising
current/pressure characteristic.
This means that if they are not activated, there will
be no control pressure acting on the safety valve
gates.
The gate is moved to the left by the spring force.
In this position, it disconnects the main pressure
to the respective clutch and shift control.
Main pressure
N233/N371
Safety valve 1/2
386_107
to clutch control
to shift control
N233/N371 energised
When the electromagnetic pressure control valve
N233 (N371) is energised, the control pressure acts
on the respective safety valve. The gate is moved to
the right against the spring force.
In this position it opens the pressure supply to the
clutch and shift control systems.
Main pressure
N233/N371
Safety valve 1/2
386_106
to clutch control
to shift control
high
0
Oil pressure
Control pressure
Reference
For further information on electronic
pressure control valves N233 and N371,
refer to page 55.
29
Manual gearbox
Selector mechanism
The four gear change sleeves are actuated by
hydraulically controlled shift fork.
Each shift fork is located in two steel sleeves by
means of roller bearings. The steel sleeves are press
fitted into the gearbox housing; at the same time,
they act as cylinder chambers for the hydraulic
pistons through which the shift forks can be
moved back and forth.
The shift pressure flows through bores in the

gearbox housing into the cylinder chambers
(hydraulic cylinder) which are open at the rear.
A travel sensor is assigned to each shift fork and
determines the exact position and travel of the
shift fork, refer to page 72.
Shift fork 2/4
Shift fork 3/1
Shift fork R/6

386_029
Detent
Shift fork N/5
Detent gate
Hydraulic cylinder
Hydraulic piston
travel sensor solenoid
Roller bearing
Shift fork
386_030
30
The shift forks are pressurised in such a way that,

depending on requirements, they move to the left/
right stop (corresponding gear selected) or to the
middle position (neutral position).
Once the gear is selected, the corresponding

hydraulic cylinder is depressurised. The gear is held
in place by the selector teeth and by the shift fork
detent. In the neutral position, the shift fork is held
in the centre position by the detent.
The gear change sleeve has a separate detent for
the neutral position.
386_031
Shift fork depressurised in neutral position
depressurised
Shift pressure
To maintain a constant shift time, the gearshift

pressure is adapted according to gearbox
temperature and gearshift duration, and can
be up to 20 bar.
In the event of malfunction or if incorrect shift

positions are executed, the part-gearbox concerned
is shut down hydraulically by means of the safety
shutdown function; refer to "Safety shutdown",
page 28.
386_032
Shift fork during the gearshift
Note
To ensure proper functioning of the
gearbox, the exact positions of the
shift forks in relation to the gearbox
control unit must be known. Travel
sensors determine the position of the
shift forks; also refer to page 72.
Due to manufacturing tolerances,
the respective end positions and the
synchronisation points of each shift fork
(each gear) in the gearbox control unit
must be programmed by teach-in (basic
setting).
After replacement of the mechatronics or
entries relating to the selector mechanism
are made in the fault memory, the basic
setting procedure (basic alignment) must
be carried out using the diagnostic tester.
For this purpose, the "Basic setting"
proceduremust be started under "Guided
Functions" and the described adaptation
procedure then carried out.
31
Power flow
1.
Reverse (R)
gear
2.
3.
4.
Clutch K1
Input shaft 1
Output shaft 2
Final drive/differential
6.
5.
386_028
R.
1.
1st gear
2.
3.
4.
Clutch K1
Input shaft 1
Output shaft 1
6.
5.
32
386_022
1.
2.
2nd gear
3.
4.
Clutch K2
Input shaft 2
Output shaft 1
6.
5.
386_023
1.
3rd gear
2.
3.
4.
Clutch K1
Input shaft 1
Output shaft 1
6.
5.
386_024
33
Power flow
1.
4th gear
2.
3.
4.
Clutch K2
Input shaft 2
Output shaft 1
6.
5.
386_025
1.
5th gear
2.
3.
4.
Clutch K1
Input shaft 1
Output shaft 2
6.
5.
34
386_026
1.
2.
6th gear
3.
4.
Clutch K2
Input shaft 2
Output shaft 2
6.
386_027
5.
Synchromesh
Change gear
Synchroniser ring
Single cone synchromesh

The gearbox has single cone
synchromesh on 4th, 5th and 6th gear.
386_034
Change gear
Inner ring
Double cone synchromesh
Intermediate ring
Synchroniser ring
The gearbox has double cone

synchromesh on reverse.
386_035
Change gear
Inner ring
Triple cone synchromesh
Intermediate ring
Synchroniser ring
The gearbox has triple cone

synchromesh on 1st, 2nd and 3rd gear.
386_033
The above-specified assignments of the synchromesh units to the individual gears and the illustrations
conform to the gearbox specifications valid to week 45/05. The synchromesh mechanisms of gears 1 to 4
have since been optimised in the course of further development work.
35
Hydraulic control
The shift forks are controlled by four solenoid valves (N88 - N91) and a so-called "multiplexer".
The multiplexer is controlled by the solenoid valve N92.
The multiplexer makes it possible to control the eight hydraulic cylinders (each shift fork has two
hydraulic cylinders) using only four solenoid valves.
When solenoid valve N92 is deenergised, the

multiplexer is in its basic setting. It is pressed
against the right-hand stop by the spring pressure.
The following shift forks/gears can be activated:
When the solenoid valve N92 is energised, the

multiplexer is pressed against the left-hand stop
by the control pressure.
The following shift fork/gears can be activated:
N88 + N89 control shift forks 3-1

N90 + N91 control shift forks R-6
N88 + N89 control shift forks -5

The shift pressure generally corresponds to the

main pressure. To minimise shift noise, the shift
pressure is reduced in certain situations by means
of electronic pressure control valves N233 and
N371. You can find more information on page 57.
Main pressure
Safety valve 2
N233
N371
G194
to K1
to K2
Safety valve 1
G193
N216
N88
N89
N90
N91
N215
N92
Gear selector valves 1- 4
Multiplexer
Shift fork
high
386_036
0
Oil pressure
control pressure
36
Multiplexer function
386_037
Solenoid valve N92 deenergised
386_038
If the solenoid valve N92 is deenergised, the

multiplexer is in its basic setting. It is pressed
against the right-hand stop by the spring pressure.
Connections "a" are connected to the pressure

ports. Connections "b" are ventilated.
Solenoid valve N92 energised
386_039
When the solenoid valve N92 is energised, the

multiplexer is pressed against the left-hand
stop by the control pressure.
high
Connections "b" are connected to the

pressure ports. Connections "a" are ventilated.
0
Oil pressure
Control pressure
37
Shift control
The following shift forks/gears can be activated when N92 is deenergised:
386_040

N90 + N91 control shift forks R-6
386_041
No control pressure - solenoid valve N92 deenergised
38
The following shift forks/gears can be activated when N92 is energised:
386_042
N88 + N89 control shift forks N-5

386_043
Maximum control pressure - solenoid valve N92 energised
39
Gearshift sequence
Initial state
Situation 2
Engine idling, selector lever in position "P" or "N".

The driver wants to drive away forwards and
accelerate, and, therefore, selects selector lever
position "D" or "S" and pushes down the accelerator
pedal.
At the same time, part-gearbox 1 (now "available")

shifts from reverse to 1st gear and clutch K1 is filled.
Clutch K1 receives the full torque, and K2 is
completely reopened.
Normally the reaction time of the gearbox is
sufficient to complete the shift from reverse to
1st gear by the time the driver depresses the
accelerator, and the vehicle moves away in 1st gear.
In a driving condition where the driver moves the
selector lever from "N" to "D" and simultaneously
depresses the accelerator, the reaction time of the
gearbox will not be sufficient and, therefore, the
vehicle will initially move away in 2nd gear until the
aforementioned shift is completed in part-gearbox 1.
Situation 1
In selector lever position "P" or "N", the driver input
forwards or reverse is initially unknown to the
gearbox. Is "R" or "D" selected?
Since reverse and 1st gear areassigned to partgearbox 1, both gears cannot be preselected
simultaneously.
To reduce the reaction time at drive-away with
the selector lever in position "P" or "N", reverse is
preselected in part-gearbox 1 and second gear is
preselected in part-gearbox 2.
When the selector lever is moved into position
"D" or "S", clutch K2 is initially filled and a torque
transmitted via 2nd gear.
Note
A normal gearshift is completed
within approx. 200 ms.
However, very low temperatures
prolong gearshifts due to the higher
viscosity of the gearbox oil and the
associated increase in the reaction
time of the hydraulic control system.
Situation 1
Situation 2
1.
2.
4.
3.
2.
3.
4.
K1
K2
K2
6.
6.
5.
R
386_044
40
Initial state
Acceleration in 1stgear.
Additional acceleration after drive-away.
Situation 3
When the characteristic for the upshift from 1st to
2nd gear is reached, 2nd gear is selected by
overlapping operation of clutches K1 and K2.
This means that clutch K1 opens while clutch K2
closes and transmits the engine torque.
To enhance shift comfort and conserve the clutches,
engine torque is reduced during the clutch overlap
phase.
Engine torque intervention
Torque
K2
After the upshift from 1st to 2nd is complete,

part-gearbox 1 shifts into 3rd gear (the gear is
preselected). The aforementioned process is
repeated alternately during the subsequent
gearshifts from 2-3, 3-4, 4-5 and 5-6, and also
during downshifts.
In selector lever position "S" and in tiptronic mode,
engine torque is increased during the downshift in
order to reduce the shift time (synchronisation
speed is reached more quickly) and enhance
gearshift comfort.
Engaging
clutch
Disengaging
clutch
K1
Time
Overlap/torque reception
Situation 3
1.
1.
2.
4.
3.
K2
6.
5.
386_045
5.
386_047
41
Gearshift sequence/multi-step downshifts

Power flow is not interrupted, not even during
multiple shifts (gears are skipped). Skipping of
gears is possible (e.g. 5 > 3). However, one gear
is positively engaged at all times. Gearshifts from
one part-gearbox to the other (e.g. 6 > 3) are made
directly.
During gearshifts within a part-gearbox, power
flow is maintained by intermittent shifting to the
"available" part-gearbox.
A multi-step downshift, e.g. from 6th gear to

2nd gear, is made via 5th gear (6 > 5 > 2).
The driver does not notice this transition, however,
because 5th gear is engaged only momentarily (for
the duration of the downshift from 6th to 2nd gear),
and the increase in engine speed is adapted by
regulating clutch K1 accordingly; refer to
Fig. 386_048.
Clutch torque Nm
Downshift from 6th to 2nd in less than 0.9 s
Engine speed rpm
K1
K2
n Input shaft 2
n Engine
n Input shaft 1
Time s
386_048
Controlled engine start-up via

5th gear (part-gearbox 1, clutch K1)
2nd gear is engaged in part-gearbox 2.
Start of gearshift
6th gear active
Engine start-up
via clutch K2
Transmission of engine torque

to clutch K1 (5th gear)
42
Transmission of
engine torque
to clutch K2
Parking lock
Generally, no traction is available when the engine
is at a standstill (both clutches, K1 and K2, are
open). The 02E gearbox, therefore, as is customary
with automatic gearboxes, requires a parking lock.
Locking pawl
The parking lock gear is coupled to the final

drive (spur gear). The locking pawl is actuated
mechanically with the selector lever cable.
The selector lever cable actuates the parking
lock only.
Parking lock gear
386_049
Function:
Cable to selector lever

Lever
Selector lever in position R, N, D or S

Rollers
Locking pawl
Spring 1
Gate valve
Parking lock gear
Selector lever position "P"

(locking pawl not engaged)
In selector lever position "P" the locking pawl is
moved by means of the cable pull and lever in such
a way that it engages the gearing of the parking
lock gear and, consequently, blocks the final drive.
When the selector lever is shifted into position "P",
the locking pawl of the parking lock is moved via
the cable pull and the lever in such a way that it
engages the gearing of the parking lock gear and,
consequently, blocks the final drive.
Spring 1 preloaded
Gate
Selector lever position "P "

(locking pawl engaged)
Spring 1 relieved
When the vehicle moves (the parking lock gear

continues to rotate), the locking pawl is moved
automatically into the next tooth space in the
parking lock gear by preloaded spring 1 and by
the shape of the gate.
386_050
For safety reasons, the shape and flank angle of the locking pawl as well as the teeth of the parking lock gear
and the pressure force of the locking pawl are such that the locking pawl does not engage when the vehicle is
travelling at speeds of higher than approx. 7 kph.
If the parking lock is inadvertently actuated at higher speeds, the locking pawl will ride loudly over the teeth
of the parking lock gear.
43
All-wheel drive - power distribution

The 02E gearbox is available for the following
powertrain types:
front-wheel drive and quattro all-wheel drive.
The gearbox for quattro all-wheel drive is the
all-wheel drive concept with Haldex coupling.
The 02E gearbox for all-wheel drive has a bevel box

which transfers the gearbox output torque to the
Haldex coupling.
Bevel box 02M (i = 1 : 1.6)
Haldex coupling 02D/0AV
Front axle drive
Haldex coupling
386_051
Rear axle differential
44
Rear axle drive (i = 1.6 : 1)
Rear axle differential
Bevel box
Front axle drive

Power flow to Haldex coupling
to front
left wheel
To front
right wheel
386_053
Front axle differential
to rear axle drive
The speed of the front axle drive is increased by a factor of 1.6 in the bevel box and
transmitted to the Haldex coupling by prop shaft.
The increase in speed improves the response of the Haldex coupling.
Torque is reduced, thereby allowing a smaller prop shaft design to be used.
Speed is then reduced by a factor of 1.6 in the rear axle drive.
Reference
For information on the Haldex coupling,
refer to SSPs 206 and 333.
45
Oil supply
Power transmission in the 02E gearbox is dependent
on the hydraulics and on the electrical system.
The oil supply system also includes the following

components or subassemblies:
Without oil pressure and electrical current,

there is no power transmission!
The main pressure control adapts the main

pressure according to engine torque and gearbox
oil temperature. The main pressure is between 3 bar
and 20 bar.
The main pressure control system includes the
system pressure valve (SPV) and electrical pressure
control valve N217 (refer to page 47 Fig. 386_055
and page 56).
The oil supply ensures the availability of oil pressure

and oil flow for
the multi-plate clutches,
the clutch cooling system,
the shift hydraulics
as well as the lubrication and cooling of all
components.
The gearbox oil has to meet a variety of stringent
and, in some cases, conflicting requirements.
In response to these special requirements, a
special gearbox oil was developed for twin-clutch
gearbox 02E.
For this reason, the approved oil type prescribed in
the parts catalogue must be used.
The front-wheel drive gearbox has only one oil
supply. The all-wheel drive bevel box has its own
supply of axle oil.
The oil pump a high performance vane cell pump
ensures a reliable supply of oil. The oil pump is
driven via the pump shaft running at engine speed.
The pump shaft is coaxially mounted inside hollow
input shaft 1 and is driven by the driving disc by
means of a stub shaft spline.
Max. power consumption of the oil pump is 2 kW.
Input shaft 1
Driving disc
A pressure limiting valve (PLV) opens at

approx. 32 bar and protects the components in
the oil circulation system against excessively high
pressures.
In addition to the suction filter, a separate
compressed air filter provides effective cleaning of
the gearbox oil and allows increased operational
reliability.
The filter cartridge must be replaced when
changing the oil and after repair work.
For magnetic abrasion, there are permanent
magnets on the suction filter and in the oil drain
screw.
The oil cooler is directly flanged to the gearbox and
integrated in the engine cooling system (coolant-oil
heat exchanger).
The gears and bearings are lubricated by means of
oil spray pipes which form the return linesof the
heat exchanger and the pressure oil filter circuit.
The oil level can be kept to a minimum through
systematic lubrication. This reduces churning
losses and improves efficiency.
Oil pump input shaft

(pump shaft)
Oil pump
386_056
46
Oil pump
N217
PLV
SPV
Oil cooler
CCV
POF
to twin clutch
(cooling)
Oil spray pipes
N218
DC
386_055
to clutch control
and shift control
high
0
Oil pressure
Legend
PLV
POF
CCV
N217
N218
SF
SPV
Pressure limiting valve

Pressure oil filter
Suction filter
47
Hydraulic diagram of 02E gearbox

Oil pump
Main pressure
Twin clutch
N217
K1
PLV
SPV
Oil cooler
CCV
POF
Oil spray pipes
N218
DC
K2
N233
N371
SV 2
SV 1
to K1
to K2
G194
G193
N216
N88
N89
N90
N91
N215
Clutch valve 2
Clutch valve 1
N92
Multiplexer
Shift fork
high
386_058
0
Oil pressure
Control pressure
48
Gear change sleeve
Gear wheel
Oil supply/overview
Oil cooler
Pressure oil filter
Twin clutch
Filter cartridge
Hydraulic cylinder
for shift fork
Mechatronic
module
Oil spray pipes
Suction filter
386_057
Oil pump
Hydraulic cylinder for

shift fork
Legend
PLV
POF
G193
G194
K1
K2
CCV
N88
N89
N90
N91
N92

Pressure oil filter
sender -2Clutch 1
Clutch 2
Solenoid valve 1
Solenoid valve 2
Solenoid valve 3
Solenoid valve 4
Solenoid valve 5
N215
N216
N217
N218
N233
N371
SF
SV
SPV

Suction filter
Safety valve
49

mechatronic module
The mechatronic module is the nerve centre of
the gearbox. It makes up a well balanced unit by
combining the electro-hydraulic control unit
(actuators), the electronic control unit and most of
the sensors (electronic module). The mechatronic
module should, therefore, only be replaced as a
complete part.
Note
After replacement of the mechatronic
module, the gearbox mechanism must
be adapted using the diagnostic tester.
For this purpose, the "Basic Setting"
procedure must be started under
"Guided Functions" and the described
adaptation procedure then carried out.
If basic setting is not carried out, the vehicle
will only run in 1st, 2nd and reverse (R) gear.
In this case, a fault message indicating that
basic setting has not been carried out is
stored in the fault memory; also refer to
page 73.
The mechatronic module controls, regulates and

executes the following functions:
Adaptation of the oil pressure in the hydraulic
system to the respective requirements and needs
Twin clutch control
Clutch cooling control
Shift point selection
Gear-shifting
Communication with other control units
Emergency program
Self-diagnosis
Channel plate with electronic module

(on the back),
also refer to Fig. 386_117
20-pin connector
to vehicle
Channel plate
Electro-hydraulic
control unit
386_112
Note
Important: the mechatronic module must
be handled in accordance with the code of
practice relating to electrostatic discharge
(ESD electro-static discharge)!
Printed circuit
board (PCB)
50
For further information regarding the

mechatronic module, please refer to
SSP 284, from page 4.
Function diagram of the mechatronic module
386_062
20-pin connector to vehicle wiring loom
Connector
on electronic module
of the mechatronic
module
Combined sender G509/G182 is
a separate component and is integrated
in the gearbox (refer to page 67/68)
Pin assignments of 20-pin connector

to mechatronic module
Pin 1
Pin 2
Pin 3*
Pin 4,5
Pin 6*
K-wire (diagnostics)
not used
tiptronic steering wheel Tip
not used
V-signal (speedo/dash panel insert),
TT 8N MY 03 only
Pin 10 Powertrain CAN bus high
Pin 11 Term. 30
Pin 12* R-signal (reversing light control)
Pin 13 Term. 15
Pin 14* tiptronic steering wheel Tip+
Pin 15 Powertrain CAN bus low
Pin 16 Term. 31
Pin 17 P/N signal (starter control)
Pin 18 Term. 30
Pin 19 Term. 31
Pin 20 not used
* only in the Audi TT (8N)
J743
Electronic module
Channel plate
Legend
G93
G182
G193
G195
G196
G487
G488
G489
G490
G501
G502
G509
G510
Gearbox oil (ATF) temperature sender

Gearbox input speed sender
sender -2Gearbox output speed sender -1Gearbox output speed sender -2Gear selector travel sensor 1
Gear selector travel sensor 2
Drive shaft 1 speed sender
Multi-plate clutch oil temperature sender
Temperature sensor in control unit
J743
Mechatronic control unit
N88
N89
N90
N91
N92
N215
N216
N217
N218
N233
N371
Solenoid valve 1
Solenoid valve 2
Solenoid valve 3
Solenoid valve 4
Solenoid valve 5
G194
386_117
51
Electro-hydraulic control unit

The electro-hydraulic control unit comprises the
following components:
Valve body
5 hydraulically actuated switch valves
(gate valves)
5 electrical solenoid valves
6 electronic pressure control valves (EDL)
Channel plate with 2 pressure sensors
Printed circuit board (PCB)
Reference
Refer to hydraulic diagram on page 48.
Refer to description of valves, from page 54.
System pressure valve

(main pressure)
N216
N217
N215
N218
N90
Multiplexer
N91
N92
N371
386_060
Safety valve 2
Safety valve 1
52
N88
N89
N233
from oil cooler
to oil cooler
2nd gear
4th gear
3rdgear
1st gear
from the oil pump
Clutch cooling
Clutch pressure K2
to oil pump
Clutch pressure K1
6thgear
5th gear
Reverse (R) gear
N-gear
Electro-hydraulic control unit with

channel plate and PCB
Legend
N88
N89
N90
N91
N92
N215
N216
N217
N218
N233
N371
Solenoid valve 1
Solenoid valve 2
Solenoid valve 3
Solenoid valve 4
Solenoid valve 5
Electr. pressure control
valve 1
valve 2
valve 3
valve 4
valve 5
valve 6
386_063
53
Description of the valves

The hydraulic switch valves (gate valves)
and their tasks:
The system pressure valve (SPV) controls the oil
pressure which is required to control the gearbox.
It is activated by N217 in dependence on engine
torque and gearbox oil temperature.
The clutch cooling valve (CCV) controls the twin
clutch cooling oil. The CCV is activated by N218;
refer to pages 25 and 57.
The two safety valves SV 1 and SV 2 allow hydraulic
shutdown of the two part-gearboxes. Valves SV 1
and SV 2 are activated by N233 and N371; refer to
pages 28 and 57.
Note
Manufacturing tolerances of the electrohydraulic control unit (e.g. EDL, gate
valves, valves etc.) and the power
modules of the electronic control
unit are determined on a test bench
and compensated by basic programming
of the electronic control unit.
This basic programming is not covered
by service, which is why the mechatronic
module can only be replaced as a
complete unit.
The multiplexer allows the 8 hydraulic cylinders

for the shift forks to be controlled with only
4 electromagnetic valves.
The multiplexer is activated by N92;
refer to page 37.
The pressure limiting valve (PLV) ensures that the
pressure in the system does not exceed approx.
32 bar, and thus protects all components affected,
directly and indirectly (refer to page 48).
Solenoid valves N88, N89, N90, N91 and N92

are electromagnetic switch valves.
They are also known as 3/2 valves, which means
3 connections and 2 switch positions (open/closed
or ON/OFF). When no electrical current is present,
the pressure connections are closed and the control
ports to the oil sump are open.
Solenoid valves N88 to N91 control the gear
selectors and N92 controls the multiplexer;
refer to page 36.
The channel plate makes the line connection
between the mechatronic module and the gearbox
housing.
The two hydraulic pressure senders G193 and G194
are integrated in the channel plate.
N90
N91
Printed circuit broad

(PCB)
The printed circuit board (PCB) connects the

electronic control unit to the solenoids and the
electronic pressure control valves.
SV2
SV 1
N88
386_112
54
Electronic pressure control valves (EDL) N215,

N216, N217, N218, N233 and N371
Electronic pressure control valves with rising

characteristic
The electronic pressure control valves convert an

electrical control current into a near-proportional
hydraulic control pressure.
There are EDLs with a so-called rising or falling
characteristic.
EDLs N215, N216, N233 and N371 have a rising

current-pressure characteristic. This means that
the control pressure rises with increasing control
current.
Valve deenergised = no control pressure
(0 mA = 0 bar)
In case of failure of one of these valves, the
corresponding gate valve is not activated and
the associated functions fail.
Channel plate
G193
Rising characteristic
Electronic module
G194
386_066
P = pressure
I = current
Electronic pressure control valves with falling

characteristic
System pressure valve

(main pressure)
Electronic pressure control valves N217 and N218

have a falling current-pressure characteristic.
This means that the control pressure decreases with
decreasing control current.
Valve deenergised = maximum control pressure
Multiplexer
In case of failure of N217, it is ensured that the

maximum main pressure is present.
In case of failure of N218, it is ensured that the
maximum cooling oil flow is present.
N92
Falling characteristic
N89
386_067
P = pressure
I = current
55
Electronic pressure control valves 1/2 N215 and N216
Electrical pressure control valve 3 N217
Electrical pressure control valvesN215 and N216 are

a special feature. They control the clutch pressure
(from 0 to 10 bar) directly, i.e. without the use of a
downstream hydraulic gate valve; refer to "Clutch
control" on page 24.
N217 supplies the control pressure for the system

pressure valve (SPV) and controls the main pressure
in the hydraulic system. The pressure in the system
is adapted to the operating conditions, i.e.
unnecessarily high pressures are avoided by
adjusting the main pressure to the existing engine
torque.
This results in a significant increase in gearbox
efficiency. Without this adaptation, the high
pressure necessary for full-throttle operation
would have to be maintained.
N215 controls the clutch pressure of clutch K1.

N216 controls the clutch pressure of clutch K2.
Valves N215 and N216 are activated according to
engine speed, gearbox input speed and the speeds
of the input shafts.
N217 is activated according to engine torque and

gearbox oil temperature.
Effects of malfunctions
Effects of malfunction
As mentioned previously, both valves have a
rising characteristic. If they are not activated,
the associated function is not available.
The gearbox control unit shuts down part-gearbox
in question and the relevant emergency program is
activated.
If N217 fails, the maximum main pressure is set

according to the falling characteristic. This
increases fuel consumption and can lead to
noisy gearshifts.
Fault indication: yes
The valves are monitored by means of hydraulic

pressure senders G193 and G194; refer to page 71.
If the actual pressure deviates too much from the
nominal pressure, in this case, too, the part-gearbox
in question is shut down and the relevant emergency
program is activated.
N216

N215
N218
Note
Incorrect engine torque values from the
engine control unit will impair clutch and
gearbox control, which, in turn, can result in
loss of shift comfort or gearbox and clutch
damage.
56
N371
Electrical pressure control valve 4 N218
Electronic pressure control valves 5/6 N233/N371
N218 supplies the control pressure for the clutch

cooling valve (CCV), and hence controls the cooling
oil flow to the twin clutch; refer to page 25.
Electrical pressure control valve N233 (N371)

activates safety valve 1 (2) and thereby allows the
part-gearbox in question to be shut down (hydraulic
safety shutdown).
If N218 fails, the maximum cooling oil flow will be
set according to the valve characteristic. This will
increase fuel consumption and can cause gearshifting problems at low ambient temperatures.
If the cooling system fails (e.g. due to sticking of
the gate valve or valve), the clutch will overheat.
Part-gearbox 1 (N233) and part-gearbox 2 (N371);

refer to page 28.
Electronic pressure control valves N233 and N371
are activated at a duty cycle of approx. 62 %.
At this value the control pressure is already so high,
the safety valves are fully open. The advantage of the
low duty cycle is that the valves and oil are heated
less and hence conserved.

To minimise gear-shifting noise, the shift pressure
is reduced by means of electronic pressure control
valves N233 and N371. The valves are activated at a
reduced duty cycle (< 62 %).
As mentioned previously, both valves have a
rising characteristic. If they are not activated,
the associated function will not be available. This
means that the part-gearbox in question will not be
functional (no clutch activation and shift control).
The gearbox control unit activates the relevant
emergency program; refer to page 80.
N217
N233
386_060
57
Electronic module
The electronic module is an inseparable unit
comprising the electronic control unit and most of
the sensors. The electronic module is bolted to the
channel plate. The aluminium channel plate serves
as the electronic module mounting plate and holds
hydraulic pressure senders G193 and G194.
Note
The control unit and the channel
plate must not be separated!
Neither the control unit nor the
sensors of the electronic module
can be replaced individually.
The electronics of the mechatronic control unit J743

are connected directly to the channel plate by means
of a heat conductive gel. This gel dissipates to the
gearbox oil the heat which is generated by the
electronics.
20-pin connector
G193
G194
Mechatronic
control unit J743
Electronic
module
Electronic
module
Channel plate
Channel plate
386_117
Mechatronic control unit J743

(gearbox control unit)
Control unit J743 is the nerve centre of the
mechatronic module. J743 acquires, evaluates and
transfers all the information required for operation
of the gearbox and peripheral systems.
J743 generates the output signals for the actuators
inside and outside of the gearbox.
Communication with the periphery is implemented
mainly by powertrain CAN bus.
On account of the fact that the gearbox control unit
is integrated in the gearbox (it is immersed in the
gear oil), it is vital to monitor the temperature of the
electronic components. High temperatures
sigificantly affect the service life and the functional
capability of electronic components.
The gearbox oil temperature is monitored by
two temperature sensors (G93/G510) which are
integrated in the gearbox control unit. They the
temperature directly at critical components.
58
386_059
Note
The use of microelectronics
demands special care with regard
to protection against electrostatic
discharge.
Persons handling the mechatronic
module must discharge static by
touching a grounded surface
(e.g. heating pipe, car lift) or the
vehicle's grounding point before
working on the vehicle.
Do not touch the plug contacts of
the electronic module.
Persons handling the mechatronic
module must observe the code of
practice relating to electrostatic
discharge (ESD electro-static
discharge)!
Overview of the sensors in the electronic module

and in the gearbox
G93 Gearbox oil (ATF) temperature sender
G182 Gearbox input speed sender 2)
G193 Auto. gearbox hydraulic
pressure sender -1- (K1) 1)
G194 Auto. gearbox hydraulic
pressure sender -2- (K2) 1)
G195 Gearbox output speed sender -1G196 Gearbox output speed sender -2G487 Gear selector travel sensor 1 (shift fork 3/1)
G487 Gear selector travel sensor 2 (shift fork 2/4)
G487 Gear selector travel sensor 3 (shift fork -/5)
G490 Gear selector travel sensor 4 (shift fork 6/R)
G501
G502
G509
G510
J743

Multi-plate clutch oil temperature sender2)
Temperature sensor in control unit
Connector
Vehicle wiring loom
G488
G487
G502
G501
G93
G196
J743
G195
G510
G490
386_069
G489
1)
Hydraulic pressure senders G193 and G194

are component parts of the channel plate.
2)
Sensors G182 and G509 are combined in a

single component; refer to page 67 and 68.
Connector
G182 and G509 2)
59
Function diagram of the Audi A3 (8P) and Audi TT (8J)
N110
F319
P-signal
to J527*
386_070
Legend
E313
F189
F319
J527
J743
K
L101
N110
Y26
60

(selector lever)
tiptronic switch
Selector lever locked in position P switch
Steering column electronics control unit
Selector lever display illumination
Selector lever lock solenoid
Selector lever position indicator unit
Input
Output
The P-signal serves to enable the ignition key

withdrawal lock
Function diagram of the Audi TT (8N)
Reverse (R) gear signal for controlling

the reversing lights
to the reversing lights
P/N signal for controlling

term. 50
Tip tiptronic steering wheel

Tip+ tiptronic steering wheel
386_071
Legend
E313
F189/a
F189/b
J207
J219
J743
K
L101
N110
V
Y26

(selector lever)
tiptronic switch (tip gate signal)
tiptronic switch (Tip/Tip+ signal)
Starter inhibitor relay
Reversing light relay
Road speed signal (MY 03 only)
Input
Output
61
CAN information exchange in the Audi A3 (8P) Audi TT (8J)

(gearbox-specific)

Selector mechanism active
Engine power reduction
Air conditioner compressor OFF
Clutch status
Idle speed increase
Gearbox control unit coding
Engine control unit coding
Target gear or selected gear
Nominal engine torque
Motion resistance (drag)
Gearbox emergency (limp home) mode
Nominal cooling output
OBD status
Fault memory entry
Gearbox torque loss
Desired synchronisation speed
Shift lock lamp
Gear signal

Selector lever position
tiptronic status
Shift lock shift command
Fault conditions
Data bus diagnostic interface J533

Mileage (km), time, date
CAN Sleep Acknowledge
Reference
You will find detailed information on the
CAN bus in SSPs 186 and 213.
62
Engine control unit JXXX
ESP control unit J104
Throttle position
Throttle valve position
Kick-down
Engine torque (nominal/actual)
Engine torque loss
Engine speed
Driver torque input
Coolant temperature
Brake light switch and brake test switch
A/C activation
Cruise control system status
Altitude info
Idling information
Engine speed regulation
Particulate filter regeneration cycle start
TCS/EBC activation
EBC activation
ABS braking
EDL intervention
ESP intervention
ESP status OFF/ON
TCS shift control
Lateral acceleration
Longitudinal acceleration
Wheels speeds
Vehicle speed
Brake pressure
Handbrake status
Steering angle sender G85

Steering wheel angle
Steering wheel angular speed
Control unit with display in

dash panel insert J285
Ambient temperature
Steering column electronics

control unit J527
(serves as the LIN master for
control unit J453)
Onboard power supply control unit J519;

refer to pages 84 and 85
Trailer detector control unit J345

Trailer detected
Multi-function steering wheel

control unit J453
tiptronic status
tiptronic shift command +/
386_072
= information which is sent by the mechatronic control unit
= information which is received by the mechatronic control unit
63
CAN information exchange in the Audi TT (8N)

(gearbox-specific)

Selector mechanism active
Engine power reduction
Air conditioner compressor OFF
Clutch status
Idle speed increase
nominal gear or selected gear
Target/nominal engine torque
Motion resistance (drag)
Gearbox emergency (limp home) mode
Nominal cooling output
OBD status
fault memory entry
Gearbox torque loss
Desired synchronisation speed
Shift lock lamp
Gear signal

Selector lever position
tiptronic status
Shift lock shift request
Fault conditions
64
Control unit with display in

dash panel insert J285
Mileage (km), time, date
Ambient temperature
Handbrake status
Engine control unit J220
ESP control unit J104
Throttle position
Throttle valve position
Kick-down
Nominal/actual engine torque
Engine torque loss
Engine speed
Driver torque input
Coolant temperature
Brake light switch and brake test switch
A/C activation
Cruise control system status
Altitude info
Idling information
Engine speed regulation
TCS/EBC activation
EBC activation
ABS braking
EDL intervention
ESP intervention
ESP status OFF/ON
TCS shift control
Lateral acceleration
Longitudinal acceleration
Wheel speeds
Vehicle speed
Brake pressure
Steering angle sender G85

Powertrain CAN bus
Steering wheel angle

Steering wheel angular speed
= information which is sent by the mechatronic control unit
386_073
= information which is received by the mechatronic control unit
65
Sensors
Gearbox oil (ATF) temperature sender G93
Temperature sensor in control unit G510
On account of the fact that the gearbox control unit
is integrated in the gearbox (it is immersed in the
gear oil), it is vital to monitor the temperature of the
electronic components and, therefore, the gearbox
oil temperature.
High temperatures significantly affect the useful
life and the functional capability of electronic
components.
Due to the stringent safety requirements which
apply to temperature monitoring, two sensors
(G93/G510) are integrated in the control unit
electronics and measure directly the temperature
of critical components.
Thus, temperature reducing measures can be
initiated at an early stage (refer to "Temperature
monitoring/protective function").
Signal utilisation
The aluminium channel plate serves as a heat

exchanger for the electronics.
Since there is a continuous flow of gearbox oil
flows through the channel plate, its temperature
is approximately the same as that of the gear oil.
Temperature monitoring/protective function
G93 supplies exact data and is, as it were, the main

electronics and gearbox oil temperature sensor.
G510 is principally used for verifying the plausibility
of sensor G93.
At temperatures up to 145 C, the engine torque is

reduced incrementally until the engine is running at
idle speed. The multi-plate clutches are open and
the vehicle has no drive.
Temperature monitoring/protective function

Adaptation criterion
Shift pressure adaptation
Warm-up program
Effects of signal failure
Both senders check each other and, in case of
failure of one of the senders, the other sender
generates a substitute signal.
In case of failure of both senders, an emergency
signal is generated from the engine temperature.
Fault indication: no, fault memory entry only
When the temperature (G93) exceeds 138 C, the

mechatronic control unit J743 reduces the engine
torque.
In addition to safety aspects, thegearbox oil

temperature affects the clutch control and hydraulic
control systems. Therefore, it is a key factor in the
regulation and adaptation functions.
J743
G93
G510
386_069
66
Multi-plate clutch oil temperature sender G509

The G509 and the gearbox input speed sender G182
are integrated in a unit.
G509 measures the temperature of the cooling oil
discharged from the twin clutch.
The highest gearbox oil temperatures occur here.
G509 has a very short reaction time to changes in
temperature. It delivers very exact measurement data
within a range of temperatures from 55 C to +180 C.

Sporadic losses of signal will result in overly harsh
gearshifts or gear drop-out.
In the event of complete loss of signal, the
gearbox control unit utilises the signals from
senders G93 and G510.
In all fault situations, no corrective
action is taken, rather an entry is made
in the fault memory only (without fault indication).
Signal utilisation
Monitoring of the temperature of the cooling oil
discharged from the twin clutch in order that
counter-measures can be taken at approx. 160 C.
Refer to "Clutch functions/overload protecti
on" on page 26.
386_124
Connection to mechatronic module
G509
G182
67
Gearbox input speed sender G182

G182 is a Hall sender. It monitors the input speed of the twin clutch.
The encoder function is performed by the outer plate carrier of clutch K1, which in turn is positively
connected to the main hub and the outer plate carrier of K2.
Signal utilisation
The clutch input speed signal
In case of failure of G182, the engine speed

is utilised as a substitute signal.
Microslip control and certain
adaptive adjustments will not be possible.
There will be loss of shift quality.
is used for more precise clutch control.

is used for clutch adaptation,
refer to page 27.
is used for microslip control; refer to page 27.
In the event of sporadic losses of signal,

fluctuations in engine speed can occur.
In all fault situations, no corrective action is taken,
rather an entry is made in the fault memory only
(without fault indication).
Dual-mass flywheel
Main hub
Encoder disc
Output shaft 2
386_076
G509
G182
68
Encoder disc
Input shaft 2
Encoder disc
Input shaft 1
Gearbox output speed sender 1 (2) G501 (G502)

Both senders are Hall senders and are integrated in the electronic module. The encoder disc is a sheet metal
part with a magnetised rubber ferrous metal coating.
Signal utilisation
Measurement of the clutch output speed

for calculating the slip
(microslip) of each clutch
(G501 = K1, G502 = K2).
If either of the senders fails, the part-gearbox

in question is shut down.
The gearbox starts the emergency program;
refer to page 85.
Utilisation for microslip regulation and

clutch adaptation: refer to page 27.
Determination of the synchronisation

speed for gearshifts.
G501
G502
386_117
Note
The encoder discs must be kept clear of
magnetic fields.
Metal chips and swarf can impair the
function of the encoder discs.
69
Gearbox output speed sender 1 (2)

G195 (G196)
Both senders are Hall senders and are integrated
in the electronic module. The encoder disc is a sheet
metal part with a magnetised rubber ferrous metal
coating. Senders G195 and G196 monitor the speed
of output shaft 2 and hence the gearbox output
speed.
The signal from G196 is utilised for detecting the
direction of rotation of the gearbox, and hence for
differentiating between forward and reverse travel.
For further information, refer to SSP 228
(from page 68).
Signal utilisation
Determining the vehicle speed for
shift point selection and determination
Recognition of travel direction to verify
the plausibility of gear selections
(e.g. when reversing at > 10 kph,
1st gear cannot be selected)
Creep control function
One of the principal signals utilised for electronic

gearbox control is gearbox output speed.There
exists a defined relationship between gearbox
output speed and vehicle speed.
The vehicle speed and travel direction signals

from the powertrain CAN bus (ESP) are utilised
as substitute signals.
Electronic module
386_117
Sender arm of the electronic module

Encoder disc
G196
G195
386_079
G196
70
G195

sender -1- (2) G193 (G194)
Both senders are located in the channel plate
of the electronic module.
Signal utilisation
G193 monitors the clutch pressure of clutch K1

(actual clutch pressure).
Monitoring of the clutch pressure

of K1 and K2
Adaptation of the main pressure
G194 monitors the clutch pressure of clutch K2

(actual clutch pressure).
The actual clutch pressure is continuously
compared to the nominal clutch pressure computed
by the gearbox control unit and checked for
plausibility. In case of deviations (malfunctions),
a safety shutdown of the part-gearbox is question
is initiated and the relevant emergency program
is activated; refer to "Safety shutdown" and
"Emergency program".
G193

In case of signal failure or implausible signals,
the part-gearbox in question is shut down and
the relevant emergency program is activated.
G194
Channel plate
386_059
71
Gear selector travel sensor 1 (2, 3, 4) G487

(G488, G489, G490)
The gear selector travel sensors are Hall senders
and are integrated in the electronic module.
Gear selectors are hydraulically actuated shift forks;
refer to page 30.
In combination with permanent magnets mounted
on the shift forks, they generate a signal which
provides the control unit with information on the
position of each shift fork.
The travel sensors are assigned to the following

shift forks:
G487 gear selector/shift fork 1 (1st/3rd gear)

G488 gear selector/shift fork 2 (2nd/4thgear)
G489 gear selector/shift fork 3 (6th/reverse)
G490 gear selector/shift fork 4 (5th gear)
Signal utilisation
The exact position of the shift fork is important
for correct gear selection and selected gear status
recognition.
Care must also be taken to ensure that the various
shift forks do not adopt incorrect positions and
hence that no incorrect gearshifts executed.
In case of failure of a travel sensor, the
part-gearbox concerned is shut down and
the relevant emergency program is activated.
G488
G487
G490
G489
72
Note
To ensure the required positional determination
accuracy, the travel sensors and the shift forks must
be adapted by performing the basic setting procedure
(e.g. after replacement of the mechatronic module).
If basic setting is not performed, the vehicle will only
drive in 1st, 2nd and reverse gear. In this case, a fault
message indicating that basic setting has not been
carried out is stored in the fault memory.
Shift fork 3/1
Shift fork 2/4
386_111
Shift fork R/6
Shift fork N/5
73

The mechatronic control unit J743 receives
information on the selector lever position from the
selector lever sensor system E313.
The mechatronic control unit is integrated in the
gearshift mechanism.
E313 is an electronic component comprising
the sensors and a control unit which communicates
by means of the powertrain CAN data bus.
The selector lever sensor system E313 performs the
tasks of the previous multi-function switch F125.
The individual selector lever positions are
recognised by means of Hall sensors, which, for
safety reasons, are installed double to provide
redundancy.
Information is transmitted between E313
and J743 by powertrain CAN bus.
Gear selector of the Audi A3
Selector lever sensor

system E313
Hall sensors for determining selector

lever positions P, R, N, D and S
Signal utilisation
Information on selector lever position is required

to implement the following functions:
Faults in the E313 manifest themselves in very

different ways. If it is not possible to clearly identify
the selector lever position, the start enabling signal
is generated, but no power transmission is possible.
Information on the driver input/driving condition

(forwards, reverse, neutral) for activation of the
gear selectors and clutches
Control of the tiptronic function (not Audi TT 8N)
Information on shift program "D" or S"
Starter inhibitor control
P/N lock (Shift Lock) control
Control of the reversing lights
Control of the selector lever position indicator in
the dash panel insert
Control of the LEDs according to the selector lever
position in the selector gate cover or in the display
unit.
74
386_082
Fault indication: inverted flashing

The selector lever sensor system E313 has its own
diagnostic address word. Faults are transferred to
the mechatronic control unit J743 and can be read
out here.

F189 consists of three Hall sensors. They are
integrated in the selector lever sensor system.
F189 supplies the shift information required to
implement the tiptronic function.
Gearshift mechanism
Audi A3 (8P) and TT (8J)
The signals from F189 are evaluated by the

selector lever sensor system and transmitted
to the mechatronic control unit by CAN message.
Gate valve
Gate valve
Gate valve
open
Permanent
magnet
Hall sensors
386_115
Legend
E313
F189
F319
L101
N110
Y26
Selector lever sensor system (selector lever)

tiptronic switch (integrated in E313)
Selector lever locked in position P switch
Selector lever scale
* refer to pages 14 and 60
P-signal*
Powertrain
CAN bus
386_083
75

for Audi TT (8N)
Magnet carrier
Permanent magnets on
the magnet carrier
The information on signal utilisation

and function on page 74 basically
applies to the selector lever sensor
system E313 in the Audi TT (8N).
The design and function of the
tiptronic switch F189 are different.
Hall sensors for the determination of

selector lever positions P, R, N, D and S
386_118

for Audi TT (8N)
In the Audi TT (8N), the tiptronic switch F189
consists of two components, the F189/a and
the F189/b.
tiptronic switch F189/a
F189/a is a mechanical micro-two-way switch
which is used for tiptronic gate detection.
F189/b
386_125
F189/a
76
tiptronic switch F189/a

F189/b consists of Hall sensors and electronics for
the detection of selector lever positions Tip+ and Tip.
F189/b
F189/a
Back of tiptronic switch F189/b

386_116
Magnet
Gate valve
Hall sensors
Function diagram of the gearshift mechanism

Audi TT (8N)
The information from F189/a and F189/b is

evaluated by the selector lever sensor system
and transmitted to the mechatronic control unit
by CAN message.
Legend
E313
F189/a
F189/b
L101
N110
Y26

Powertrain
CAN bus
386_084
77
Gearbox functions
tiptronic steering wheel

In combination with the tiptronic steering wheel,
the "tiptronic" function is also available in selector
lever position "D" or "S".
The transition to tiptronic mode is made by
pressing either of the tiptronic shift paddles on the
steering wheel (in selector lever position "D" or "S").
The system switches to tiptronic mode for approx.
8 seconds. Gears can be selected within the
allowable engine speed ranges.
It is possible to skip gears by pressing the
tiptronic button several times, e.g. to shift down
from 6th to 3rd gear.
Note
The tiptronic shift paddles may, in
certain circumstances, be operated
unintentionally.
The driver often registers this as undefined
gearshifts or notices that for a certain
period time no gearshifts are made. In
such cases, the gearbox control unit can
be encoded in such a way that the tiptronic
steering wheel is only active when the
selector lever is in the tiptronic gate.
Please consult the customer in regard
to this matter.
The system returns to normal automatic operation

approximately 8 seconds after the last tip shift
request.
Special feature: The countdown of 8 seconds until
return to normal automatic operation is halted as
long as it is determined that the vehicle is cornering
(transverse acceleration limit exceeded) or is in
overrun or is being driven at full throttle.
In vehicles from MY 06 or earlier, however, the
system returns from tiptronic mode to automatic
mode within 40 seconds at the latest.
In Audi vehicles from model year 07 or later,
the countdown is halted until one of the
aforementioned driving situations is present.
Function in the Audi A3 (8P):

The shift pulse from the tiptronic shift paddles
(earth signal) is evaluated by the multi-function
steering wheel control unit J453 and sent by LIN
data bus to the steering column electronics control
unit J527.
J527 sends the information by convenience CAN

bus to J533 (gateway). The data is transferred from
J533 to the powertrain CAN bus and thus made
available to mechatronic control unit J743.
386_085
78
Further variants of the tiptronic steering wheel in the Audi A3 (8P)
Audi A3 (8P) tiptronic steering wheel with multifunction

steering wheel
386_086
Audi TT (8N) tiptronic steering wheel without multifunction

steering wheel
386_087
Legend
E221
E389
E438
E439
F138
J453
J527
J533
J743
Operating unit in steering wheel

tiptronic switch in steering wheel
tiptronic switch (shift up) in steering wheel
tiptronic switch (shift down) in steering
wheel
Coil spring
Multi-function steering wheel control unit
Steering column electronics control unit
Data bus diagnostic interface (Gateway)
LIN
LIN single-wire bus system
58PWM Pulse-width modulated dimming of the
switch light
Output signal
Input signal
79
Gearbox functions
"Freeing vehicle by rocking

back and forth" and driveaway in 2nd gear
As described previously under "gearshift sequence"
on page 40, the vehicle is driven away in 2nd gear
under certain conditions.
The driver is not normally conscious of this
function, because 1st gear is subsequently
selected for acceleration.
In addition, the vehicle can be deliberately driven

way in 2nd gear in order to reduce the driving
power at the wheels on road surfaces with a low
frictional coefficient, e.g. in wintry road conditions.
This makes drive-away easier, because the wheel
traction is not exceeded as quickly.
If vehicle is stuck fast, it can be dislodged by

rocking it back and forth by selecting "D" then "R"
in rapid succession. In this situation, drive-away
in selector lever position "D" is in 2nd gear.
The background to this is the gearshift sequence
described on page 40 at drive-away in "D" or "S".
This function can be activated by moving the

selector lever back and forth several times between
selector lever positions "R" and "D".
The vehicle subsequently drives away in 2nd gear.
Note
If the function is activated inadvertently
(e.g. while manoeuvring), the next drive-away
will, as described, be executed in 2nd gear.
This can prompt the following complaint:
"insufficient vehicle acceleration".
Launch Control Program

The Launch Control Program allows maximum
acceleration from a standing start.
For this purpose, engine speed is set to
approx. 3200 rpm* before the starting clutch
is positively engaged.
Engine torque and power transmission by the
clutch are balanced fully automatically.
The requirements for use of the "Launch Control
Programme" are as follows:
Vehicle speed 0 kph
* There is almost no load on the engine.

Clutch torque is approx. 1 Nm, i.e. the clutch
pressure is low.
"Launch Control speed" is dependent on engine
variant:
3200 rpm for naturally aspirated petrol engines
2600 rpm for TFSI engines
2000 rpm for TDI engines
** A brake pressure of at least 20 bar
must be generated.
Gearbox oil temperature > 30 C

Normal clutch temperature
ESP or TCS switched OFF (at the ESP button,
ESP warning lamp "on")
Selector lever position "S" or tiptronic
Apply brake** (with left foot)
Apply full throttle (engine runs at approx.
3200 rpm*)
As soon as the brake is released, the gearbox
control unit sets maximum acceleration.
80
Note
Observe the safety instructions in
the relevant operating instructions.
Remember to switch on the ESP again.
The "Launch Control Program" is unavailable
with US spec vehicles.
In the Audi TT MY 07 (8J), the "Launch
Control Program" is also available in the US
spec model since TCS can be deactivated
separately from ESP in this vehicle.
S - sport program
A performance oriented shift program is available
to the driver in selector lever position "S".
When the gearbox control unit receives the
information "selector lever position S", the shift
characteristics are biased towards higher engine
speeds. The result is improved driving dynamics.
Downshifting with short

intermediate throttle
application between
gearshifts
(petrol engines only)
To underscore the sporty character of the 02E
gearbox, overrun downshifts are executed in the
S program or in the tiptronic program with short
intermediate throttle application between
gearshifts.
The engine speed is actively increased to
synchronisation speed through the engine
management system. The clutches are opened
temporarily.
The result is faster downshifts and a sporty driving
feel. Load reversal when downshifting is positively
influenced.
Selector lever position = Drive
Selector lever position = sport program
Throttle-valve angle in %
Shift characteristic D/S
Gearbox output speed in rpm
Software Shift Lock

The Software Shift Lock function is a safety feature.
If the shift lock solenoid N110 cannot lock the
selector lever in position "P" or "N", this safety
function prevents unintentional drive-away by
selecting a gear while the engine is running.
The Software Shift Lock may be activated
inadvertently by the driver. In this case, the
complaint will usually be: "Vehicle sporadically has
no drive". When the driver applies the brake again,
the function is deactivated and vehicle drive is
restored.
The Software Shift Lock can be activated as follows:

The engine runs at idle. Apply the brake and move
the selector lever far enough out of "P" so that the
"P" position is still indicated, but the locking bolt
can no longer engage after the brake is released.
Release the brake and move the selector lever to
"R", "D" or "S".
The vehicle has no drive. To restore drive, the brake
must be applied and released.
The fault indicator in the dash panel insert flashes
while the "Software Shift Lock" function is active;
refer to page 84.
81
Gearbox functions
Starter inhibitor/starter control

Audi A3 (8P) and Audi TT (8J)
Reference
For further information on the terminal
control system, refer to SSP 312 from
page 16.
P/N signal
386_091
Legend
E313
F189
J519
J533
J682
J743

(selector lever)
tiptronic switch
Onboard power supply control unit
Data bus diagnostic interface (Gateway)
Terminal 50 voltage supply relay
The "starter inhibitor" function allows activation

of the starter (terminal 50) only in selector lever
position "P" or "N".
Terminal 50 is activated by relay J682 which
in turn is activated by onboard power supply
control unit J519.
For this purpose, control unit J519 requires, in
addition to the signals from the ignition lock and
the engine control unit, the information that the
selector lever is in position "P" or "N".
The selector lever sensor system E313 determines
the selector lever position (also refer to page 74)
and sends the information by powertrain CAN bus
to the mechatronic control unit J743.
82
K
L101
M17
Y26
Reversing light bulb, right
Control unit J743 sends, via a discrete line, a P/N

signal (start enabling signal from gearbox, earth)
to control unit J519.
Once all signals required for starting have been
received by J519, the control unit activates relay
J682.
For the purpose of diagnosis of the discrete line
for the P/N signal, the selector lever position
information is sent concurrently to J519 by CAN
data bus.
Information route: E313 (powertrain CAN bus) >
J743 (powertrain CAN bus) > J533 (convenience
CAN bus) > J519.
In the event of disruption in the power supply
to J743/E313, the starting enable signal is not
generated at the P/N signal or at the CAN
connection.
Special features of the

starter inhibitor
Activation of the
reversing lights
At gearbox oil temperatures below -10 C the start

enabling signal is only generated in selector lever
position "P".
The reversing lights are controlled by control unit

J519 (refer to function diagram 386_091 on page 82).
For this purpose, J519 receives the information
"selector lever position R" by CAN information
exchange.
Information route: E313 (powertrain CAN bus) > J743
(powertrain CAN bus) > J533 (convenience CAN bus)
> J519.
Extremely low temperatures produces a high drag

torque in the clutches.
This in turn produces unwanted driving torque at
the wheels, causing the vehicle to creep as of a
certain torque.
To prevent this the engine can only be started in
such situations in selector lever position "P". The
parking lock holds the vehicle securely in place.
Starter inhibitor/starter control,

activation of the reversing
lights in the Audi TT (8N)
In the Audi TT Type 8N the starter is activated via
relay J207 and the reversing lights are activated
directly by the mechatronic control unit J743 by
means of relay J219.
The selector lever sensor system E313 supplies the
information on selector lever position, as described
previously.
Likewise, at temperatures below -10 C, the start
enabling signal is only generated in selector lever
position "P".
Legend
E313
F189/a
F189/b
J207
J219
J743
L101
N110
K
V
Y26

Starter inhibitor relay
Reversing light relay
Road speed signal
Refer to "Special features of the starter inhibitor".
386_092
83
Gearbox functions
Selector lever position,

gear and fault display in the
dash panel insert
In addition to the selector lever position and gear
indicator for automatic and tiptronic mode, the
display is used for the visualisation of faults and
protective functions (e.g. clutch overload
protection, page 26).
Depending on the effect on the gearbox and driving
safety, faults and protective functions are indicated
to the driver by inversion of the selector lever
position indicator colours.
386_127
Automatic mode
tiptronic mode
Displays in normal operation
Active gear indication

(8P MY 05 or later and 8J)
A distinction is made between the following additional displays:
Fault indication
(inverted colours,
static)
The self-diagnostics have diagnosed a fault in the

system which activates the emergency program or
a substitute program, or is only indicated.
The driver must bring the vehicle immediately to a
service partner workshop in order to have the fault
corrected.
Warning displays
Software Shift Lock

Depending on which of the three selector lever
positions is engaged when the Software Shift Lock
is activated, the corresponding selector lever
position is indicated by a flashing light.
Clutch overload protection

When clutch overload protection is active,
the selector lever position indicator alternates
between the display modes shown (frequency 1 Hz).
The warning displays signal to the driver to abort and retry the current operation (refer to description of
overload protection or Software Shift Lock).
84
Emergency program
Faults in the system or safety functions are detected
by the self-diagnostics. Depending on what effect
the system fault in question has on motoring safety,
the appropriate emergency programs are made
available.
Faults are indicated by the selector lever position
indicator.
In the case of defined system faults, the partgearbox in question is deactivated by the safety
shutdown function (refer to page 28), and the
gearbox control unit activates the relevant
emergency program.
1. Part-gearbox 1 OK, part-gearbox 2 shut down:
Only gears 1 and 3 are selected
(with interruption in tractive power).
Note
In emergency mode, reversing is not
possible for technical reasons.
Emergency operation with part-gearbox 1:
Reverse (R) gear belongs mechanically
to part-gearbox 1, but is engaged by the
hydraulic safety circuit of part-gearbox 2.
Reversing is not possible because the
latter is deactivated.
Emergency operation with part-gearbox 2:
Reverse (R) gear can be selected, but it
is gaged positively via clutch K1
(part-gearbox 1).
Reversing is not possible because the
hydraulic safety circuit of the part-gearbox
is deactivated.
Refer to the hydraulic diagram on page 28.
Reversing is not possible.

2. Part-gearbox 2 OK, part-gearbox 1 deactivated:
Only 2nd gear is selected; in this case,
it is used for drive-away.
Reversing is not possible.
The following generally applies to the 02E gearbox:

Without electrical power and oil pressure,
no traction (or emergency operation) is possible.
Towing
In the event that a vehicle with S tronic has to be
towed, the following restrictions apply:
The selector lever must be in the "N" position.
A max. towing speed of 50 kph must not be
exceeded.
A max. towing distance of 50 km must not be
exceeded.
When towing (engine at standstill) the vehicle, the
oil pump is not driven and there is no lubrication of
rotating parts.
Failure to observe the above restrictions will result
in serious gearbox damage.
Reasons for towing speed limit:

Example:
A vehicle breaks down in 1st gear.
The clutches are open because the system is
pressureless. The wheels drive the input shafts
and clutches via the output shafts.
If the vehicle is towed too quickly, the shafts and
gears will reach engine speeds for which they are
not designed. As mentioned previously, there is no
lubrication, which is why there is also a limit on
towing distance.
A further example illustrates the problem:
In selector lever position "P" or "N" reverse (R) gear
and 2nd gear are always selected. When a vehicle is
towed in this gear configuration, this will result in a
high speed differential between the input shafts
and the clutches, which can result in terminal
gearbox damage if the max. allowable towing
speed is exceeded.
85
Index
Activation of the reversing lights . . . . . . . . . . . . . 83

All-wheel drive - bevel box . . . . . . . . . . . . . 17, 44, 45
All-wheel drive - power distribution . . . . . . . . . . . 44
G85 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63, 65
G93 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
G182 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
G193 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
G194 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
G195 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
G196 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
G487 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
G488 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
G489 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
G490 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
G501 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
G502 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
G509 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
G510 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Gearbox concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Gearbox control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Gearbox functions . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Gearbox input speed sender . . . . . . . . . . . . . . . . . . 68
Gearbox oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Gearbox oil (ATF) temperature sender . . . . . . . . . . 66
Gearbox output speed sender . . . . . . . . . . . . . . . . . 70
Gearbox periphery . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Gearbox subassemblies . . . . . . . . . . . . . . . . . . . . . . 16
Gear indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Gear selector travel sensor . . . . . . . . . . . . . . . . . . . 72
Gearshift mechanisms . . . . . . . . . . . . . . . . . . . . 10, 11
Gearshift sequence . . . . . . . . . . . . . . . . . . . . . . 40, 41
B
Bevel box . . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 44, 45
C
CAN information exchange
Audi A3 (8P) /Audi TT (8J) . . . . . . . . . . . . . . . . . 62
CAN information exchange Audi TT (8N) . . . . . . . 64
Clutch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Clutch control adaptation . . . . . . . . . . . . . . . . . . . 27
Clutch cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Clutch functions . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Clutch K1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, 18
Clutch K2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, 18
Clutch pressure . . . . . . . . . . . . . . . . . . . . . . 25, 56, 71
Control pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Cooling oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20, 25
Creep control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
D
Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Direct shift gearbox . . . . . . . . . . . . . . . . . . . . . . 4, 5, 9
Dislodging vehicle by rocking back and forth . . . 80
Downshifting with short intermediate
throttle application between gearshifts . . . . . 81
Drive-away . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Drive-away in 2nd gear . . . . . . . . . . . . . . . . . . . . . . 80
Drive shaft speed sender . . . . . . . . . . . . . . . . . . . . 69
Dual-mass flywheel . . . . . . . . . . . . . . . . . . . . . . . . . 16
Dynamic pressure equalisation . . . . . . . . . . . . . . . 21
E
E221 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
E313 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74, 76
E389 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
E438 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
E439 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Electro-hydraulic control unit . . . . . . . . . . . . . . . . 52
Electronic module . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Emergency (limp-home) program . . . . . . . . . . . . . 85
Emergency release . . . . . . . . . . . . . . . . . . . . . . . . . 12
F
F125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
F138 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
F189 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-77
F319 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 75
Fault indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Final drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16, 17
Function diagram Audi A3 (8P)/Audi TT (8J) . . . . . 60
Function diagram Audi TT (8N) . . . . . . . . . . . . . . . 61
86
H
Haldex coupling . . . . . . . . . . . . . . . . . . . . . . . . . 44, 45
Hydraulic diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Hydraulic pressure sender . . . . . . . . . . . . . . . . . . . 71
I
Ignition key withdrawal lock . . . . . . . . . . . . 10, 13-15
Input shaft 1, 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 16, 17
Interruption in tractive power . . . . . . . . . . . . . . . . 5-7
J
J104
J207
J219
J220
J285
J345
J453
J519
J527
J533
J682
J743
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63, 65
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61, 83
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61, 83
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63, 64
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63, 78, 79
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63, 82, 83
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 15
. . . . . . . . . . . . . . . . . . . . . . . . . . 14, 62, 78, 82, 83
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
K
Kick-down . . . . . . . . . . . . . . . . . . . . . . . SSP291 S. 62
L101 . . . . . . . . . . . . . . . . . . . . . . . . . 11, 75, 77, 82, 83

Launch Control Program . . . . . . . . . . . . . . . . . . . . . 80
Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Reverse shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . 16, 17
M
M17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Main pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 46, 56
Manual gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Manual gearbox control (hydraulic) . . . . . . . . . . . 36
Mechatronic control unit . . . . . . . . . . . . . . . . . . . . 58
Mechatronic module . . . . . . . . . . . . . . . . . . . . . 17, 50
Microslip control . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Multi-plate clutch oil temperature sender . . . . . . 67
Multiple shifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Multiplexer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 37
N
N88 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 48, 54
N89 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 48, 54, 55
N90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 48, 54
N91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 48, 54
N92 . . . . . . . . . . . . . . . . . . . . . . . . . . . 36-39, 48, 54, 55
N110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
N215 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48, 55, 56
N216 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48, 55, 56
N217 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48, 55, 56
N218 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48, 55, 57
N233 . . . . . . . . . . . . . . . . . . . . . . . . . 28, 29, 48, 55, 57
N371 . . . . . . . . . . . . . . . . . . . . . . . . . 28, 29, 48, 55, 57
N376 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 15
O
Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 46
Oil supply - gearbox . . . . . . . . . . . . . . . . . . . . . . . . 46
Oil supply - twin clutch . . . . . . . . . . . . . . . . . . . . . . 20
Output shaft 1, 2 . . . . . . . . . . . . . . . . . . . . . . . . 16, 17
Overlapping operation . . . . . . . . . . . . . . . . . . . 23, 41
Overload protection . . . . . . . . . . . . . . . . . . . . . . . . 26
S
Safety shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Schematic diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Sectional view of gearbox . . . . . . . . . . . . . . . . . . . . 16
Selector lever position indicator . . . . . . . . . . . . 74, 84
Selector lever sensor system . . . . . . . . . . . . . . 74, 76
Selector mechanism . . . . . . . . . . . . . . . . . . . . . . 30, 31
Sensors (senders) . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
shift by wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Shift Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10, 12
Shift pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 30, 36
Software Shift Lock . . . . . . . . . . . . . . . . . . . . . . . . . 81
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
S sport program . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Starter inhibitor/starter control . . . . . . . . . . . . . . . 82
S tronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 9
Suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Synchromesh - manual gearbox . . . . . . . . . . . . . . . 35
T
Temperature sensor in control unit . . . . . . . . . . . . 66
tiptronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-79
tiptronic steering wheel . . . . . . . . . . . . . . . . . . 78, 79
tiptronic switch . . . . . . . . . . . . . . . . . . . . . . . 75, 76, 77
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Twin clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18, 19
Twin clutch control (hydraulic) . . . . . . . . . . . . . . . . 24
V
Valves of the electro-hydraulic control unit . . . . . 54
W
Warning shudder . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Y
Y26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Parking lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Part-gearbox 1, 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Patent
.................................. 6
P/N lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12, 13
Position of the shafts in the gearbox . . . . . . . . . . 17
Power flow in gearbox . . . . . . . . . . . . . . . . . . . . . . 32
Power flow in twin clutch . . . . . . . . . . . . . . . . . . . . 18
Power flow transition . . . . . . . . . . . . . . . . . . . . 22, 23
Pressure control valves . . . . . . . . . . . . . . . . . . . . 55-57
Pressure oil supply . . . . . . . . . . . . . . . . . . . . . . . . . 20
Pump shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
87
386
Vorsprung durch Technik www.audi.co.uk
Service Training
Self-Study Programme 386
All rights reserved. Technical

specifications subject to
change without notice.
Copyright
AUDI AG
I/VK-35
[email protected]
Fax +49-841/89-36367
AUDI AG
D-85045 Ingolstadt
Technical status: 10/06
Printed in Germany
A06.5S00.31.20

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386

Vorsprung durch Technik www.audi.co.uk

6-speed twin-clutch gearbox 02E (S tronic)

Self-Study Programme 386

All rights reserved. Technical

Dynamic pressure equalisation in the clutches

Hydraulic clutch control.

Clutch control adaptation

Gearbox control unit

Function diagram of the Audi A3 (8P) and Audi TT (8J)

CAN information exchange in the Audi A3 (8P) Audi TT (8J) .

Multi-plate clutch oil temperature sender G509

Drive shaft 1 speed sender G501 (G502)

Gearbox output speed sender -1- (2) G195 (G196)

Automatic gearbox hydraulic pressure sender -1- (2) G193 (G194)

Is the S tronic a manual gearbox or an automatic gearbox?

What are the customer benefits of the S tronic gearbox?

The Self-Study Programme is not a Repair Manual!

Frankes objective was to eliminate the interruption

However, Rudolf Franke did not have this in mind

The concept of "tractive power flow interrruption

All attempts to use this twin-clutch gearbox type

The year 2003.

The 02E twin-clutch gearbox was developed by

Today's cutting-edge technology has made it

The twin-clutch gearbox combines the key

Characteristics of the manual gearbox:

Characteristics of the automatic gearbox:

Characteristics of the twin-clutch gearbox:

high level of comfort

While driving, only one part-gearbox is engaged by

Final drive and

Electro-hydraulically controlled twin-clutch gearbox,

Mechatronics - integrate, as a unit, the hydraulic control

Two electro-hydraulically controlled, oil-cooled multi-plate

max. 350 Nm (depending on type)

Oil fill quantity, specification and

refer to current service literature

Front-wheel drive variant, approx. 94 kg

The fundamental differences are:

S tronic gearshift mechanism

The selector lever sensor system E313

There are two different shift lock and ignition key

Locking bolt of the N110

1. Shift lock and ignition key withdrawal lock

The selector gate covers in the Audi A3 and in the

Audi A3 - old specification

Selector lever display

Selector gate cover with integrated

New: Selector sleeve and separate selector lever

Audi A3 - new specification

The illustrations show the variants of the selector

Shift lock solenoid N110

Basically, a distinction is made between the P/N lock

Park ("P") pawl

The kinematics of the selector lever and the

Pawl for "N"

Selector lever position "P" locked

Solenoid N110 is deenergised and the locking