SSP 950173 The Obz 7 Speed Dual Clutch S Tronic Transmission in The 2017 r8

The OBZ 7-speed Dual Clutch S tronic
Transmission in the 2017 R8
Self Study Program 950173

Audi of America, LLC
Service Training
Created in the U.S.A.
Created 11/2016
Course Number 950173
©2016 Audi of America, LLC
All rights reserved. Information contained in this manual is based on

the latest information available at the time of printing and is subject to
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Always check Technical Bulletins and the latest electronic service repair
literature for information that may supersede any information included
in this booklet.
Revision:11/2016
ii
Introduction ....................................................................................... 1
Overview ..................................................................................................................................................................... 2
Selector mechanism............................................................................ 4
Component overview ................................................................................................................................................. 5
Selector lever longitudinal lock ................................................................................................................................ 8
Selector lever transverse lock ................................................................................................................................... 9
Transmission functions......................................................................12
Auto-P function ........................................................................................................................................................ 12
Tip-shifting in D/S .................................................................................................................................................... 12
Activating transmission setting N (holding P-OFF setting) ................................................................................. 12
Launch control program ......................................................................................................................................... 12
Special features of the 2017 R8 ............................................................................................................................. 13
Audi drive select – transmission settings .............................................................................................................. 14
Gearbox assemblies...........................................................................16
Specifications ........................................................................................................................................................... 16
Overview and features ............................................................................................................................................. 16
Component overview ............................................................................................................................................... 20
Gear set/gear train configuration .......................................................................................................................... 22
Dual clutch ............................................................................................................................................................... 24
Gear train and gear set ........................................................................................................................................... 28
Gear shifting and gear-shift actuators .................................................................................................................. 30
Power transmission path in gearboxes ................................................................................................................. 32
Parking lock – mechanical function ....................................................................................................................... 36
Parking lock – electro-hydraulic function .............................................................................................................. 38
Parking lock emergency release ............................................................................................................................. 44
Oil system and ATF supply ...................................................................................................................................... 46
Oil level ..................................................................................................................................................................... 48
Lubrication and cooling of the gear train .............................................................................................................. 50
ATF temperature management .............................................................................................................................. 52
Transmission control.........................................................................54
Component overview ............................................................................................................................................... 54
Dual-Clutch Transmission Mechatronic ................................................................................................................. 56
Auxiliary hydraulic module ..................................................................................................................................... 62
Parking lock module ................................................................................................................................................ 63
Transmission control modules ............................................................................................................................... 65
Sensors and information ........................................................................................................................................ 66
Function diagram .................................................................................................................................................... 72
Hydraulic circuit diagram ........................................................................................................................................ 74
Knowledge assessment.....................................................................76
The eSelf-Study Program (eSSP) teaches a basic understanding of the design and mode of operation of new models, new
automotive components or new technologies. Note
It is not a repair manual! Figures are given for explanatory purposes only and refer to the data valid at the time of
preparation of the SSP.
This content is not updated.
For further information about maintenance and repair work, always refer to the current technical literature. Reference
iii
iv
Introduction
The new 0BZ S tronic 7-speed dual clutch transmission is a To review the basic functions of a dual clutch transmission
truly sport-oriented gear box. Shifting occurs virtually with electro-hydraulic controls, please refer to eSelf-Study
without interrupting the power transmission. Program 951403, The 02E Direct Shift Gearbox, Design and
Function.
The seven speeds provide a wide spread of ratios which
reduce fuel consumption while retaining a close ratio con-
figuration for better acceleration. It offers agility and easy
gear shifting to meet customer expectations in terms of
handling dynamics and driver convenience.
643_002
Learning objectives of this eSelf-Study Program:
After you have completed this eSelf-Study Program, you will be able to answer the following questions:
›› What is the design of the 0BZ 7-speed dual clutch transmission?
›› How does the 0BZ 7-speed dual clutch transmission function?
›› How does the 0BZ 7-speed dual clutch transmission differ from the dual clutch transmission we are already familiar with?
1
Overview
The OBZ 7-speed dual clutch transmission is being offered The drive response and handling dynamics can be varied
for the first time in the North American market on the using Audi drive select to suit the driver’s preference. See
2017 Audi R8. page 14.
The power to the front wheels on the 2017 R8 is via the

new OD4 front final drive with an electro-hydraulic multi-
plate clutch. For more information about this final drive,
please refer to eSelf-Study Program 950163, Front Final
Drive OD4 Design and Function.
Automatic Transmission Control Module 2

J1006
2
0D4 front final drive with electro-hydraulically
controlled multi-plate clutch eSee Self-Study
Program 950163, Front Final Drive OD4 Design
and Function for more information.
643_012 All Wheel Drive Control Module J492
Selector mechanism
Parking lock emergency

release mechanism
643_003
3
Selector mechanism
Basic shift schematic
The Audi R8 uses the latest-generation Audi B and C series Possible positions of the selector lever.
selector mechanism with full "shift-by-wire" functionality.
The following indications are displayed in
The operating concept is intuitive and is essentially identi- the self-diagnosis sequence according to
cal to the familiar operating logic of other Audi automatic the selector lever position:
transmission models.
X - Normal position in automatic mode
The parking lock is normally engaged and disengaged by T - Normal position in tiptronic mode
the Auto-P function but can also be engaged by the driver
using the P button. See page 12. A1, A2, B1, B2, T+, and T- are the position
indicators in the selector lever position
After every operation, the selector lever returns to the shown in each case
normal position of the automatic or tiptronic gate.
tiptronic gate
Shift schematic Automatic gate 643_010
Positions selectable without moving the selector
Selectable drive positions
Normal position of the selector lever and current drive position
Software lock: cancelled by pressing the release button – E681
Software lock: deactivate by pressing the foot brake1)
Mechanical lock by Shift Lock Solenoid N110

– cancelled by pressing Selector Lever Release Button E681
643_011
Note: An acknowledgement tone sounds when drive position

R is engaged.
Automatic gate tiptronic gate
A1 X
A2 X
B1
B2
T+
T
T-
643_013
Speed-dependent transmission protection function
A change in driving direction from D to R and vice versa is only

possible at speeds less than approximately 5 mph (8 km/h).
At vehicle speeds above 5 mph (8 km/h), the transmission

safety function prevents the change.
643_012
1)
he orange-colored software lock is activated in drive position N after about one second. This allows quick-changing of the drive position from D to R and vice versa
T
without applying the brake. The makes it possible, to free a stuck vehicle by rocking it backwards and forwards and makes it easier to shift driving position when
maneuvering.
4
Component overview
Handle for selector lever top

section
Selector Lever Release Button

E681
Parking Lock Button E816

Handle for selector lever
– P button –
bottom section with selector lever
Parking Lock Indicator Lamp
E3320
Selector Lever Selector mechanism cover

Transmission Range
Display Y5
Plug connection E
Selector lever
Plug connection C
Plug connection A
Selector mechanism
(Selector Lever
E313)
643_014
Selector Lever Release Button E681 Parking Lock Button E816
Button E681 is used for releasing the selector lever lock. It The P button is for manually engaging the parking lock. The
consists of two shift elements for reliability and diagnos- parking lock can only be activated at vehicle speeds less than
tics. In the event of a fault, it is considered actuated. 0.5 mph (1 km/h). Button E816 has three shift elements for
The locks marked red and blue (Fig. 643_011) are disabled reliability and diagnostics. Its shift status is transferred to
and a DTC is recorded and then indicated on the instrument Selector Lever Sensor System Control Module J587 via two
cluster. The selector can be moved out of positions P and N interfaces. In the event of a fault in E816, a message appears
by pressing the foot brake. in the instrument cluster and the parking lock can only be
engaged by the Auto-P function.
5
Selector Lever Sensor System Control Module J587
J587 forms a functional unit with Selector Lever Position
Sensor G727 and Transverse Selector Lever Lock Sensor
G868.
It is responsible for detecting the driver input, analyzing the

button signals, communication with Gearbox Control Unit 1
J743, and all selector mechanism control and diagnosis
functions. It has the Address Word 81.
J587 registers the positions of the selector lever as shown in

Figure 643_010 (A2, A1, X, B1, B2, T+, T and T-) and the
signals from the buttons E681 and E816, and passes them on
to Gearbox Control Unit 1 J743 via the Drivetrain CAN.
Gearbox Control Unit 1 J743 determines the desired trans-

mission setting and initiates the appropriate functional
operations.
It reports back the current transmission setting to the selec-

tor lever sensor module, and then operates Shift Lock Sole-
noid N110, the LEDs for Selector Lever Transmission Range
Display Y5 and Parking Lock Button K320.
When a transmission setting is selected, there is a brief delay

before the relevant transmission setting symbol lights up. 643_015
Selector Lever Sensor System Control

Module J587
Address Word 81
Schematic diagram of selector mechanism
Selector mechanism Selector lever
643_016
VAS 642 001
The Y adaptor VAS 642 001 allows measurements to be taken

CAN-High between Selector Lever E313 and Selector Lever Transmission
Range Display Y5.
CAN-Low
Information
If there is a system fault with the selector mechanism, the transmission ranges D and N can be selected by simultaneously pressing the
two tiptronic paddles when the vehicle is stationary and the brake applied. See page 13.
6
Selector Lever Position Sensor G727 How selector lever positions are detected:
J587 determines all selector lever positions by means of The longitudinal and transverse movements of the selector
Selector Lever Position Sensor G727. G727 consists of two lever are transmitted to a slider with two diamond-shaped
sensors – one sensor for the automatic gate and one sensor sender elements. The sender elements affect the magnetic
for the tiptronic gate. flux in the sensor elements of G727 according to the move-
ment of the selector lever. From the sensor signals, Selector
Lever Sensor System Control Module J587 generates the
Selector lever in automatic gate following selector lever positions:
X A1 A2 ›› Automatic gate
B1
A2 – A1 – X (Normal position) – B1 – B2
B2
›› tiptronic gate
T+ – T (Normal position) – T-
For more details, see the shift schematic on page 6.
Slider with sender elements for

automatic and tiptronic gates
Circuit board containing Selector Lever Sensor System Control

Module J587, Transverse Selector Lever Lock Sensor G868 and
Selector Lever Position Sensor G727.
Plug connection A
Transverse Selector Lever Lock Sensor

G868
Selector Lever Position Sensor G727 for automatic gate

643_017
Magnet for G868 Selector Lever Position Sensor G727 for tiptronic gate
Basic position
Selector lever in tiptronic gate

T
T+
Restriction of the selector lever movement to one position T-
forwards (T+) and one position backwards (T-) is achieved by
means of the tiptronic gate track of the position engagement
mechanism.
Movement of the base plate together with
the slider and sender elements
Key to schematic diagram of selector mechanism
on page 6
E313 Selector Lever

E681 Selector Lever Release Button
E816 Parking Lock Button
G727 Selector Lever Position Sensor
G868 Transverse Selector Lever Lock Sensor
J587 Selector Lever Sensor System Control Module
K320 Parking Lock Indicator Lamp
N110 Shift Lock Solenoid
V577 Transverse Selector Lever Lock Motor
Y5 Selector Lever Transmission Range Display
643_018
7
Selector lever longitudinal lock
In transmission setting D/S, Shift Lock Solenoid N110 is When Selector Lever Release Button E681 is pressed, the
energized and the locking pin engages with the selector power supply to N110 is disconnected and the lock is disen-
lever lock guide. The selector can now be moved back into gaged. To prevent unnecessary switching noises from N110,
position B1 from the normal position in order to shift from D it remains energized when switching to the tiptronic gate.
to S or from S to D. The lock preventing forward movement (A1) is inactive in the
tiptronic gate, however, because the lock guide is tilted to the
side it becomes ineffective.
Selector Lever Release Button

E681
Locking gate
Locking pin
Shift Lock Solenoid

N110
›› Energized in shifter positions D and S.
Cross-piece with locking groove
B2
Automatic gate of position engagement mechanism B1

X A1 A2
›› The position engagement mechanism has 2 gate tracks, one
track for the automatic gate and one track for the tiptronic
gate.
Basic position 643_019
8
Selector lever transverse lock
To ensure that the selector lever cannot be inadvertently Transverse Selector Lever Lock Sensor G868
moved into the tiptronic gate, it is transversely locked in
transmission settings P, R and N.
G868 uses Hall-effect sensors and a sensor magnet that is
located at the end of the roller. The sensor magnet affects
Selector lever transverse lock active the signal of G868 according to the rotational position of the
roller. From that information Selector Lever Sensor System
The selector lever is held in the cross-piece. When the trans- Control Module J587 determines the position of the roller
verse lock is active, the locking cam is positioned so that it and thus the status of the selector lever transverse lock.
engages in the locking groove of the cross-piece. When the
locking cam is in that position, the selector lever cannot be
moved into the tiptronic gate.
Transmission setting P/R/N – selector lever transverse lock

active
Worm gear Reciprocating plate

Transverse Selector Lever Lock Motor V577
Roller with swash plate,

locking cam and sensor magnet
Transverse Selector Lever Lock

Sensor G868
Magnet for G868
Cross-piece with locking groove
Locking cam
643_020
9
Selector lever transverse lock inactive Selector lever transverse lock cancelling function
To be able to change to the tiptronic gate from transmission Transverse Selector Lever Lock Motor V577 is oper-
setting D or S, the selector lever transverse lock has to be 1 ated by Selector Lever Sensor System Control Module
deactivated. J587 until the locking cam is disengaged from the
locking groove of the cross-piece.
The cross-piece is then no longer locked and the

2
Transmission setting D/S – selector lever transverse lock selector lever can be shifted into the tiptronic gate.
inactive
V577
Transverse Selector Lever Lock

Sensor G868
643_021
2
Locking cam
Roller with worm gear
Locking groove clear – the cross-piece and,

therefore, the selector lever can move side-
ways in the direction of the arrow – the
illustration shows the position of the selec-
tor lever in the automatic gate.
643_022
From the position of the magnet, the selector lever sensor module detects (with
the aid of the sensor G868) that the selector lever transverse lock is not active.
10
Selector lever transverse lock active
Transverse Selector Lever Lock Motor

In transmission settings P, R and N the selector lever trans- V577
verse lock is activated to prevent the selector lever uninten-
tionally being shifted into the tiptronic gate..
To do so, Transverse Selector Lever Lock Motor V577 is oper-

ated by Selector Lever Sensor System Control Module J587
until the locking cam is engaged in the locking groove of the
cross-piece. From the position of the magnet, J587 detects
with the aid of G868 that the selector lever transverse lock is
active.
Automatic resetting of the selector lever
If the selector lever is in the tiptronic gate when the ignition

is switched off, it is automatically moved back into the auto-
matic gate.
Locking cam in position

J587 determines whether the selector lever is in the tiptronic
›› "transverse lock active"
gate or the automatic gate with the aid of Selector Lever
Position Sensor G727. Locking cam in position
›› "transverse lock inactive" Magnet for Transverse
Selector Lever Lock Sensor
643_023 G868
Resetting function
Starting from the position "transverse lock inactive", motor

V577 rotates the roller roughly ¾ of a turn in the direction
indicated by the arrow until the position "transverse lock
active" is reached. During that rotational movement, the
swash plate induces an axial movement (yellow arrow) on the
part of the cross-piece, thereby returning the selector lever to
the automatic gate.
Reciprocating plate
Locking cam in position

›› "transverse lock inactive"
The cross-piece (and, therefore the selector

lever) is pushed in the direction of the
arrow by the rotation of the swash plate.
At the same time, the locking cam moves
into the locking groove and locks the cross-
piece. Consequently, movement of the
selector lever into the tiptronic gate is
barred.
Resetting the selector lever in emergency mode
If the tiptronic function cannot be performed due to a fault,

the selector lever is automatically returned to the automatic
gate and locked.
643_024
11
Transmission functions
Auto-P function Activating transmission setting N
(holding P-OFF setting)
The parking lock is operated electro-hydraulically. See page To be able to move the vehicle without the parking lock for a
38. This allows Gearbox Control Module 1 to automatically limited amount of time, for example, in a car wash, auto-
operate the parking lock, thereby enhancing operating matic engagement of the parking lock can be prevented.
comfort.
A condition for this is that the selector mechanism, the P
The Auto-P function engages the parking lock automatically button and the transmission are working properly.
(P-ON position) if the following conditions are satisfied:
To activate P-OFF, transmission setting N must be selected
›› Vehicle is stationary – vehicle speed less than 0.6 mph while the engine is running and then the engine switched
(1 km/h). off1). When the ignition is turned off, engagement of the
parking lock is suppressed for a period of 20 minutes. After
›› One of the transmission settings D, S, R or M is active. 19 minutes the following message is displayed in the instru-
ment cluster: “Start engine to remain in N.” along with a
›› The engine is switched off – Terminal 15 is off. warning tone. If this instruction is not followed, the parking
lock engages after 20 minutes and the system shuts down.
On the 2017 Audi R8, the parking lock can also be engaged by
the driver by pressing the P button, provided that the vehicle If a speed signal greater than 0.6 mph (1 km/h) is detected
speed is less than 0.6 mph (1 km/h). during this time, the period is extended according to the
driving time of the vehicle until the system detects that the
The parking lock is disengaged automatically (P-OFF position) vehicle has been stationary for at least five minutes.
if the engine is running and one of the transmission set-
tings D, S, R, N or M is selected. While the vehicle is stationary with the transmission in P-OFF,
power is consumed by the activity of the control modules, bus
network operation and the holding solenoid. If the vehicle is
Tip-shifting in D/S stationary for an extended period of time, the battery may
become discharged to the extent that the parking lock auto-
matically engages. Therefore, if it is necessary to keep the
Manual gear shifts can be executed at any time using the shift
transmission in P-OFF for an extended period, the parking
paddles on the steering wheel (steering wheel tiptronic
lock emergency release should be actuated.
controls) in transmission setting D/S. Once the steering
wheel tiptronic controls have been used, the transmission
More information on "Holding transmission setting P-OFF"
remains permanently in manual mode (tiptronic mode).
can be found on page 37.
There are two possible ways of returning to automatic mode:
On the 2017 R8 (100% keyless) the vehicle cannot be locked
›› Pull the selector lever back one position (position B1). while P-OFF is active.
›› Move the selector lever into the tiptronic gate and back
into the automatic gate.
Launch control program
The Launch Control Program regulates the maximum accel-

eration of the vehicle from a standing start. Please refer to
the Owner's Manual for instructions on how to use it and
follow the guidance provided.
The Launch Control Program in the Audi R8 has a particularly

sporty setup. In addition, forced up-shifts are performed in
tiptronic mode. Refer to page 14.
Notes
When pulling away with Launch Control active, all vehicle

components are heavily stressed. As a result, greater wear
may occur.
The number of Launch Control starts performed can be read

in the Measuring values.
12
Special features of the 2017 R8
Steering wheel tiptronic

The following functions can be selected using the shift
paddles on the steering wheel of the 2017 R8.
›› If both shift paddles are operated simultaneously while

the engine is running, driving position N is selected (both
moving and when the vehicle is stationary).
›› When the vehicle is stationary, the driver can shift from
the transmission settings P, R and N to M1 by operating Tip - Tip +
the Tip+ shift paddle with the brake applied.

›› Press-and-hold function: if the driver presses and holds the
Tip+ shift paddle while the vehicle is moving, the transmis-
sion changes up to the highest possible gear, for example,
from 3rd to 5th gear. If the driver presses and holds the
Tip– shift paddle, the transmission changes down to the
lowest possible gear, for example, from 7th to 3rd gear.
›› If a system malfunction occurs in the selector mechanism,
the driver can select driving position D with the Tip+ shift
paddle when the vehicle is stationary and with the brake
pressed. N can be selected by actuating both shift paddles
643_025
simultaneously. R (reverse gear) is not available.
These additional functions of the tiptronic shift paddles are

made possible by the use of redundant backup systems for
communicating the shift commands from the shift paddles
The shift commands are sent via CAN data bus to Gearbox
Control Unit 1 J743 and also by two separate signal lines to
Automatic Transmission Control Module 2 J1006. See also
schematic diagram on page 72. The information is then, in
turn, sent on by CAN data bus to J743.
13
Audi drive select – transmission settings
The 2017 Audi R8 is equipped with Audi drive select. That The comfort, auto and dynamic modes
means, depending on the vehicle equipment, the driver can
experience the performance capabilities and dynamic han- comfort and auto modes are identical regarding transmission
dling characteristics of different vehicle systems. setup. The shift points and the gear shifts are comfort-orien-
tated.
In addition to the familiar Audi drive select modes –
comfort, auto, dynamic and individual – the 2017 R8 has a In dynamic mode the sport program S is selected in the
performance mode. Within performance mode itself there gearbox. In the sport program the shift points are at higher
are three sub-modes – snow, wet and dry. Those setups allow engine speeds and shift times are reduced. This makes for
the handling systems to be better adapted to the road better power delivery and more noticeable gear shifts.
surface conditions. The Audi drive select handling system
utilizes the electronic stability control (ESC) system in perfor- The overview on page 15 shows the effects of the various
mance mode. Audi drive select modes on the transmission setup.
Basic information about Audi drive select on the Audi R8 can

be found in eSelf-Study Program 990363, The 2017 Audi R8
Introduction. It explains how the transmission control system
reacts to the various Audi drive select modes.
snow wet dry
last mode
Performance
last mode
drive select
comfort auto dynamic individual
Key: 643_026
Performance button Audi drive select button/MMI turn-and-press knob
Performance button adjusting ring Terminal 15 changeover
Performance mode
Performance mode is standard on the V10 plus and optional speeds, gear changes are very fast and distinctly perceptible.
on the V10. In performance mode, the transmission setup is Performance mode can only be activated and operated using
very sporty. That means that the transmission works to maxi- the Performance button the steering wheel. The Performance
mize power delivery from the engine; comfort plays a second- button allows the driver to activate or deactivate perfor-
ary role. Gear shifts are performed at very high engine mance mode directly and in any Audi drive select mode.
Information
The following applies to vehicles for the North America region and all other countries from model year '17 on: If performance mode is
selected, Gearbox Control Unit 1 switches to tiptronic mode MS+ and automatic mode is not available.
Please note that the stabilization functions of the ESC and traction control systems are limited when performance mode is
activated. You should only activate performance mode if you have the necessary driving skills and the traffic conditions
permit. There is a danger of skidding and losing control!
14
Performance button
The Performance button is a touch switch

with an adjusting ring. The adjusting ring is
used to select the snow, wet and dry modes.
Those modes have no effect on the setup of
the transmission.
Audi drive select button Performance button with

adjusting ring for selecting the
snow, wet and dry modes
643_027
Overview of transmission setups available with Audi drive select
Audi drive select performance

modes dynamic No distinction is made
comfort auto
Transmission = sport program between dry, wet and
setups and functions snow
Driving position1) D M D M S MS MS+

Shift characteristics normal – normal – sporty – –
Automatic upshifting in M – Yes – Yes – No No

mode
Downshift during‑kickdown – Yes – Yes – No No
in M mode
Modified accelerator map,
increased idling normal sporty super sporty
and driveaway speed
Launch control program No No Yes – with forced up-shift to M and
with the most high-performance shift
sequence and fastest gear changes
Blipping the throttle during No Yes No Yes Yes
downshift
Shift sequence/shift time A C A C B C D
Return to automatic mode No – No – No – –

after actuating the
tiptronic shift paddles
Engine start/stop mode Yes No
Key to shift sequences/shift times:
A Comfort-orientated overlapping gear shift with engine torque intervention

B Shift-time-orientated overlapping gear shift with maximum engine torque intervention
C Fast overlapping gear shift with maximum engine torque intervention – specially adapted for tiptronic operation
D Fastest possible overlapping gear shift with maximum engine torque intervention and utilisation of engine inertial torque during
up-shifts
1)
he transmission setting is determined by the selector lever setting (D, S, or M) in combination with the choice of Audi drive select mode. M means: tiptronic
T
Manual shift program, MS means: tiptronic Manual Sport shift program , MS+ means: Manual Sport Plus shift program.
15
Gearbox assemblies
Specifications
Designations Manufacturer DL800-7A

Service 7-speed dual clutch gearbox 0BZ
Sales S tronic
Development/production Audi AG Ingolstadt/VW plant Kassel
Gearbox type Full synchromesh 3-shaft sliding-collar variable-speed gearbox with 7 forward gears and one
reverse gear, electro-hydraulically operated for mid-engine concept, with differential lock in the
rear final drive and PTO shaft for direct power transmission to the front final drive
Dual clutch Two wet-type multi-plate clutches in an in-line configuration, electro-hydraulically operated and
oil-cooled
Control system Mechatronic unit plus 2 additional electro-hydraulic modules (parking lock module and auxiliary
hydraulics module) – shift-by-wire actuation with electro-hydraulically operated parking lock (park
by wire), Two control module concept for park-by-wire technology and separate clutch cooling for
clutches K1 and K2. Automatic mode with various shift programs and tiptronic program for
manual gear-shifting.
Ratio configuration ›› 6+E configuration on the V10 (the 7th gear is a high ratio designed for fuel economy)
›› 7 speed configuration on V10 plus
Weight 311 lb (141 kg) including ATF and dual-mass flywheel
Overview and features
643_038
16
ATF cooler1) with deflector hood (crash
Differential lock with modified locking guard)
characteristics for front final drive 0D4.
Parking lock emergency

release operated from vehicle
interior by mechanical cable
643_036
Transmission ratios for the PTO shaft for the front ATF drain and inspection plug with bayonet Dual-Clutch Transmission Mechatronic J743
final drive 0D4 now participates with Immobilizer system.
›› Basic transmission ratio on V10: 28 : 23
›› Dynamic transmission ratio on V10 Plus: 28 : 21
1)
The overall cooling concept on the 2017 Audi R8 has been redesigned and substantially improved so that no additional ATF cooler (air/oil heat exchanger) is
required by either engine variant.
17
597 mm
A
C
Axial alignment of
input shaft
B
643_037
A Electrical connection of Parking Lock Module T16a C Electrical connector T16c for Dual-Clutch Transmission
Mechatronic J743
B Electrical connection of Auxiliary Hydraulic Module T16b
X Installation space requirement from axis of transmission input
shaft (= crankshaft axis) to bottom of transmission
The 0BZ was developed specially for the new MSS platform1). With an installed length shorter than 23.6 in (600 mm), the
That platform requires a transmission with a short installed OBZ transmission is more than 5.9 in (150 mm) shorter than
length. the R tronic.
Those requirements were essentially achieved by means of Together with the engine's dry-sump lubrication system, it
the following design features: achieves sufficient ground clearance at the same time as
providing a low center of gravity for the vehicle while keeping
›› Compact dual clutch with directly adjacent clutches.
within the baseline limit.
›› Positioning of the Mechatronic module on the side of the
transmission. The 0BZ 7-speed dual clutch gearbox is perfectly suited for
›› 3-shaft gear-set configuration. the new MSS platform1) with mid-engine configuration and
quattro drive. That platform is the basis for the 2017 Audi R8
›› Positioning of the rear final drive and the PTO shaft for the
and the Lamborghini Huracán.
front final drive.
1)
MSS = Modular Super Sports-car
18
19
Component overview
Electrical connection/circuit board

for parking lock module
Parking lock mechanism and parking lock

emergency release mechanism
Electro-hydraulic parking lock

›› Parking lock module
Final drive with differential lock

›› The locking characteristics have been adapted to the
quattro drive concepts
›› For more information on the differential lock refer
to eSSP 950123, Audi R8 Power Transmission
Dual clutch
20
Parking lock gear Automatic Transmission Control
Module 2 J1006
Gear set and gear actuator

›› Hydraulically operated selector plates
Electrical connection of mechatronic

unit
Electro-hydraulic gearbox control module

›› Dual-Clutch Transmission Mechatronic
J743
›› Gearbox Control Unit 1 J743
Auxiliary hydraulic module

›› ATF pump
›› Electro-hydraulic control unit
Electrical connection for Electrical connection for

auxiliary hydraulic module auxiliary hydraulic module 643_038
21
Gear set/gear train configuration
A dual clutch transmission consists of two gear train subsets
and two associated clutches - K1 and K2. Gear train subset 1
carries the uneven gears 1, 3, 5, 7 and gear train subset 2 the
even gears 2, 4, 6 and reverse.
In operation, only one gear train subset is transmitting power

at a time, while on the other gear train subset the next gear
required is pre-engaged. If, for example, the vehicle is accel-
erating in 3rd gear, the next gear required is 4th gear on gear
Rear axle final drive
train subset 2.
Gear changes are performed by switching power transmission

from one clutch to the other. In the above example –
changing from 3rd to 4th gear – clutch K2 is engaged while
clutch K1 is simultaneously disengaged.
That process is referred to clutch overlap or overlap gear shift-

ing. The entire sequence takes place in only a few hundredths
Differential gear
of a second. The dual clutch gearbox enables quicker gear with differential lock
shifts which reduce power flow interruption.
Spur gear for driving ATF pump
K2 K1
Dual-mass flywheel for isolating
rotational vibration
Crankshaft
Front final drive input shaft

›› The final drive input shaft is also referred to
as the PTO shaft.
Output shaft transmission ratios

22
The rear final drive uses bevel gears without hypoid offset.
That means that the sliding forces between the meshing
teeth are smaller than with bevel gears with hypoid offset.
This design enables the use of a common oil system using
low-viscosity ATF for all functional transmission sub-
assemblies.
The differential has a differential lock design carried over

from the R tronic. More detailed information on the differ-
ential lock can be found in eSSP 950123, Audi R8 Power
Transmission. The locking characteristics have been
adapted to suit the all-wheel drive concept of the 2017 R8.
Pinion shaft
1
R
4 5
Output shaft 1
Input shaft 1
Output shaft 2
6 7
2 3
Gearbox unit 1
Input shaft 2
Gearbox unit 2
643_039
23
Dual clutch
The dual clutch is the central functional component of the
dual clutch transmission. It transmits the torque to the
relevant gear train subset.
Design features
The dual clutch consists of two wet-type multi-plate clutches,

K1 and K2. The two clutches are mounted in line with each
other and have the same dimensions and the same number of
plates.
Power transmission path in the dual clutch
The engine torque is transmitted from the dual-mass fly-

wheel via the dog clutch to the coupling housing and from
there to the clutch housing cover. The clutch cover positively
interlocks with the clutch hub. The clutch hub, in turn, is
connected to the inner plate carriers of the two clutches.
Clutch K1 transmits the torque to its outer plate carrier,
which in turn positively interlocks with input shaft 1. Clutch
K2 transmits the torque to input shaft 2.
Reluctor for engine speed sensor
Clutch housing
Piston K2
K2 K1
MEngine Piston K1
Clutch housing cover
Clutch hub –
inner plate carrier
Clutch carrier
Driving device Input shaft 1 Input shaft 2 643_040
24
Dual mass flywheel Driving device Clutch cover Clutch housing cover
K2
K1
Ring gear – ATF pump drive Dowel sleeve

for starter
Clutch hub – Clutch carrier
inner plate carrier
Sections through fixed components – gearbox housing
Power transmission path from dog clutch to clutch

643_041
25
Dual clutch oil system
The oil entire oil system for the dual clutch is supplied via the The following functions are associated with the dual clutch:
clutch carrier by means of a rotational feed system.
›› Clutch control.
›› Dynamic pressure equalization.
The dual clutch is mounted on the clutch carrier by two
›› Start-up.
needle roller bearings. See Figure 643_041 on page 25.
›› Power flow reversal.
The clutches are supplied with the control pressure (clutch
›› Clutch cooling.
pressure), cooling oil and centrifugal oil for dynamic pressure
›› Clutch control at standstill (creep control).
equalization via four oil channels. Five Torlon rings form the
›› Overload protection.
rotary seals for the four oil channels.
›› Safety shut-off.
›› Microslip control.
In order to counterbalance the effect of dynamic pressure
›› Clutch adaptation.
build-up with increasing rotational speed, each of the
clutches has a pressure equalization chamber (centrifugal oil
Basic information about those functions is provided in eSSP
chamber).
951403, The O2E Direct Shift Gearbox, Design and Function.
Clutch pressure, clutch K1 Clutch pressure, clutch K2

Clutch cooling
Dual-Clutch Transmission
Each of the two clutches has a separate and demand-based Mechatronic J743
cooling and lubrication oil supply (clutch cooling system). For
that purpose, the centrifugal oil temperature of each clutch is
detected by a separate temperature sensor (G658/G659).
The supply of oil for cooling and lubricating the clutches is

provided via the centrifugal oil chambers.
A special feature of the clutch cooling system on the 0BZ

transmission is that the cooling oil supply for clutch K1 pro-
vided by the Mechatronic module while the cooling oil supply
for clutch K2 is provided by the auxiliary hydraulic module.
The clutch cooling system for clutch K2 is controlled by

Clutch Cooling Valve 2 N488. Which in turn is controlled by
Automatic Transmission Control Module 2 J1006.
Clutch cooling system for clutch K1
Gearbox Control Unit 1 J743 registers the centrifugal oil

temperature of clutch K1 from Clutch Temperature Sensor 1
G658 and calculates the control current for Clutch Cooling
Valve 1 N447.
Clutch cooling system for clutch K2
Automatic Transmission Control Module 2 J1006 registers the

centrifugal oil temperature of clutch K2 from Clutch Tem-
perature Sensor 2 G659 and sends the information to
Gearbox Control Unit 1 as a CAN message. It calculates the
required control current for Clutch Cooling Valve 2 N448 and
send that information to Automatic Transmission Control
Module 2 J1006. J1006 then applies the specified current to
N448.
Clutch cooling oil/centrifugal oil, Clutch Cooling Valve 2

clutch K1 for clutch K2
26
Clutch monitoring
The clutch pressure of the two clutches is continuously The temperature of the two clutches is continuously moni-
monitored by Gearbox Control Unit 1 J743. If the pressure tored by J743 and J1006.
deviates from the specified clutch pressure, the clutch
concerned is de-pressurized by means of a safety cut-out. Two temperature sensors, G658 and G659, are used to calcu-
Refer to page 60. late the clutch temperature and controlling clutch cooling.
If a centrifugal oil temperature of around approximately

338 °F (170 °C) is exceeded, the instrument cluster displays
the warning "Gearbox too hot. Please adjust driving style."
and a corresponding DTC is registered in the control module.
Pressure equalization chamber – centrifugal oil chamber, clutch K1
Clutch piston, clutch K1

Pressure equalization
chamber – centrifugal oil
Pressure chamber K1 chamber, clutch K2
Clutch piston, clutch K2
Pressure chamber K1
KD2
KK1
KK2
KD1
Torlon ring
K2
K1
643_042
Key:
KD1 Clutch pressure oil channel, clutch K1
KK1 Cooling oil/centrifugal oil channel, clutch K1
KD2 Clutch pressure oil channel, clutch K2
Auxiliary hydraulic module Clutch cooling oil/centrifugal oil, clutch K2

KK2 Cooling oil/centrifugal oil channel, clutch K2
27
Gear train and gear set
Special features
The gear set of the 0BZ transmission has the following
special features:
›› Reverse gear is implemented without a separate reverse
drive gear or reverse shaft.
›› The parking lock gear is combined with the sliding collar of
gear set R/4 in a single unit.
›› There is a separate output shaft for driving the front
wheels.
Output shaft 1 Sliding collar R/4 with parking lock gear
Input shaft 2 Input shaft 1
Output shaft 2
Pinion shaft Different output shaft transmission ratios

643_043
Figure 643_045 opposite shows how the two output shafts 1

Front final drive input shaft (PTO)
and 2, the pinion shaft and the PTO shaft for the front final
drive are permanently engaged.
28
Disengage Reverse gear
The parking lock gear is located on the sliding collar of gear The reversal of rotation direction for reverse gear is achieved
set R/4. The sliding collar, the synchromesh hub and output by means of the synchronizer gear for 2nd gear. The syn-
shaft 1 are locked together rotationally. When the parking chronizer gears for 2nd and reverse gears are permanently
lock is engaged, output shaft 1 is locked. engaged. In reverse gear, the torque is transmitted from
input shaft 2 via the idling synchronizer gear for 2nd gear to
the synchronizer gear for reverse gear. The direction of
rotation of output shaft 1 is opposite to what it is in the
forward gears.
Reverse gear
Output shaft 1
Synchro hub
Sliding collar R/4

with parking lock
gear
Input shaft 2
Output shaft 2
2nd gear pinion

643_044
Interconnection of the shafts
Output shaft 1
Output shaft 2
Pinion shaft
643_045
29
Gear shifting and gear-shift actuators
Gear changing is performed by means of four hydraulically
Selector fork 1, gear-shift
operated selector forks referred to as gear-shift actuators. actuator A
5th/1st gear
Each gear-shift actuator consists of a selector fork with a
selector plate at each end of which is a single-action hydraulic
cylinder. On the selector plate there is also a bracket holding
sensor magnets and a catch.
Pressure is applied to the hydraulic cylinders so that they

move the selector forks to the left or right (gear engaged),
depending on the gear to be selected, or to the center posi-
tion (neutral position). Once the gear/neutral position is
engaged, the hydraulic cylinders are de-pressurized. The
gears are kept engaged by the undercut of the dog teeth and
the catches on the selector plates. In neutral position, the
selector plates are held in the center position by the catches.
The sliding collars also have a catch for the neutral position.
When the vehicle is stationary, 1st gear is always engaged on

gear train subset 1. On gear train subset 2, 2nd or reverse
gear may be engaged depending on the preceding driving
scenario. If the vehicle is braked to a standstill after travelling
forwards, 2nd gear remains engaged. Reverse gear is not
engaged until transmission setting R is selected or if the
engine is switched on again after being switched off and
transmission setting D or R is selected. If, for example, the
engine is switched off immediately after backing up, reverse
gear remains engaged.
Selector plate catch
Selector fork 1, gear-shift

actuator A,
gears 5/1
Selector fork 4, gear-shift actuator D,

gears R/4
Gearbox unit 1
Gearbox unit 2
643_046
30
Gear shift monitoring
For the transmission to function perfectly, the exact positions
of the selector forks must be known by transmission control
module.
Four travel sensors, aided by sensor magnets attached to the

selector rods, define the positions of the relevant gear shift
actuators/selector forks. Refer to page 68.
643_047
The measurements taken – actual positions of gear-shift

actuator A (B/C/D) – show the gear-shift travel in millime-
tres. Refer to page 68.
Travel of gear-shift
actuator
Sensor magnet for Gear Position Distance Sensor 4

G4901) for gear-shift actuator D for gears R/4 3rd/4th/5th/6th gear Neutral position 1st/2nd/7th/Reverse
engaged gear engaged
G4871) for gear-shift actuator A for gears 5/1
643_102
In the event of malfunctions or invalid shift positions, the

gear train subset concerned is hydraulically disabled by
means of the safety cut-out. Refer to page 60.
Selector fork 3/gear-shift actuator C, gears 3/7 Due to manufacturing tolerances, the limit positions and
synchronization points of each gear have to be learned by
Sensor magnet for Gear Position Distance Sensor 3 Dual-Clutch Transmission Mechatronic J743. This can be done
G4891) for gear-shift actuator C for gears 3/7 via the VAS Scan Tool.
G4881) for gear-shift actuator B for gears 2/6
Selector fork 2/gear-shift actuator B, gears 2/6 1)
See also page 68.
31
Power transmission path in gearboxes
1st gear Pinion shaft
Gearbox unit 1
Gearbox unit 2
Input shaft 1
1
Input shaft 2 R
4 5
Output shaft 1
K2 K1
PTO shaft for front

final drive
7
6
2 3 Output shaft 2
643_048
2nd gear
R 1
4 5
K2 K1
6 7
2 3
643_049
32
3rd gear
1
R
4 5
K2 K1
6 7 643_050
2 3
4th gear
1
R
4 5
K2 K1
6 7
2 3
643_051
33
5th gear Pinion shaft
Gearbox unit 1
Gearbox unit 2
Input shaft 1
1
Input shaft 2 R Output shaft 1
4 5
K2 K1
PTO shaft for front final drive
7
6
2 3 Output shaft 2
643_052
6th gear
R 1
4 5
K2 K1
6 7
2 3
643_053
34
7th gear
1
R
4 5
K2 K1
6 7
643_054
2 3
Reverse gear
1
R
4 5
K2 K1
6 7
2 3
643_055
35
Parking lock – mechanical function
Because there is never any drive gear engaged when the Engaging the parking lock – P-ON
engine is not running (both clutches K1 and K2 are not
engaged), the OBZ transmission requires a parking lock. The parking lock is engaged by the force of the parking lock
spring. The parking lock spring forces the parking lock piston
The parking lock consists of a parking lock gear and a locking together with arrester element and tapered sliding sleeve
pawl that is actuated by a spring loaded, tapered sliding between the bracing plate and the locking pawl. As a result,
sleeve. the locking pawl is pressed against the parking lock gear. The
claw engages in the teeth of the parking lock gear and locks it
Unique to the OBZ transmission, is that the parking lock gear in position.
is not located on the gearbox output shaft, as is normally the
case, but instead is integrated in sliding collar R/4. See page
29.
Parking lock piston
Parking lock spring Locking element with shoulder and holder for sensor magnet
Striker block
Spring-loaded tapered
sliding sleeve
Pawl
Pivot mounted in gearbox

housing
Resetting spring
Parking Lock Solenoid Parking Lock Solenoid Valve

N486 N573 – Parking lock engage- 643_078
ment valve
Hydraulic pressure acts on

parking lock piston
Disengaging the parking lock – P-OFF
The parking lock is disengaged by the

hydraulic force of the parking lock piston.
The parking lock piston pulls the tapered
sliding sleeve back against the force of the
parking lock spring. The return spring
forces the locking pawl out of engagement
with the gear teeth and holds it in that
position.
643_079
36
1st step
Engaging the parking lock if pawl and gear do not mesh
1. If the claw of the locking pawl clashes with a tooth of the

parking lock gear, the tapered sliding sleeve is still forced between
the bracing plate and the locking pawl by the preloaded spring Tapered sliding
force. The tapered sleeve is spring-loaded and presses the locking sleeve – spring-
pawl against the tooth of the parking lock gear. loaded
2nd step
Claw and tooth

clashing
643_080
2. As soon as the vehicle rolls a little and the parking lock

gear rotates slightly, the locking pawl snaps into engagement
with the parking lock gear because the tapered sleeve is
preloaded by the force of the spring. The parking lock is
engaged.
643_081
Holding the parking lock in position P-OFF with Parking Lock Solenoid N486
A - Keeping parking lock disengaged
If the parking lock needs to remain disengaged after the In that position, the 3 ratchet springs of N486 engage with
engine is switched off, the parking lock piston has to be held the locking tip of the arrester element and so lock the parking
in the P-OFF position by the Parking Lock Solenoid N486. lock piston in the P-OFF position.
To hold the lock in position P-OFF, N486 remains energized More information on activating the transmission setting
after the engine is switched off. That means that the arma- P-OFF can be found on page 12.
ture of N486 remains pulled in against the force of the spring
(Figure A).
Ratchet spring Arrester element with

parking lock piston
A B
Snap hook Piston spring Pistons Locking element
B - Engaging the parking lock
N4
86
If N486 is de-energized, the armature of N486 moves out (to
the right) under the force of the armature spring. As a result,
the ratchet springs are forced apart and release the arrester
element of the parking lock piston. The parking lock piston is
thus unlocked and the parking lock spring forces the parking
lock piston into the P-ON position.
643_082
37
Parking lock – electro-hydraulic function
Normal position – Parking lock ON – Engine OFF WhenParking Lock Solenoid Valve 2 N574 and Parking Lock
Solenoid N486 are de-energized, the parking lock always
The following circuit diagram shows the system in pressur- remains engaged. In that circuit setting, the pressure line of
ized and depressurized condition. the parking lock piston has an open connection to the sump
via the self-holding valve (SHV) and is not pressurized.
The spring in the parking lock piston ensures that the parking
lock is engaged. The basic principle is:
A hydraulic circuit with spring-loaded self-holding valve (SHV) When it has no oil pressure and power supply, the parking
and an additional holding solenoid (N486) for the P-OFF lock is always engaged (parking lock PN).
position make sure that the parking lock cannot be uninten-
tionally engaged when the vehicle is moving. Solenoid valve N574 is only briefly operated. The self-holding
valve retains whichever switching condition is initiated.
Parking lock gear Parking lock piston
Parking lock module
Key:
N486 Parking Lock Solenoid

– PHM – Parking lock holding solenoid
N573 Parking Lock Solenoid Valve
– PEV – Parking lock engagement valve
N574 Parking Lock Solenoid Valve 2
– PAV – Parking lock disengagement valve
SHV Self-holding valve
A1 SHV piston face A1

Primary pressure
supply
643_083
38
Parking lock ON – engine running
Even if the primary pressure is present when the engine is The following relationships apply to the piston faces:
running, the self-holding valve remains in its normal position 1. Face A2 is smaller than face A1.
and keeps connection between the parking lock piston 2. Faces A2 and A3 combined are larger than face A1.
pressure line and the sump open and, therefore, depressur-
ized. When P-ON is active, N573 remains energized until the A larger face (A) = Greater force
engine is switched off.
In the situation illustrated in Figure 643_084 – primary
That means the connection between the parking lock piston pressure applied to A2 and A1 – the SHV remains in the left-
and the sump is open. This prevents unintentional pressure hand position because the force acting on piston face A1 is
build up that would result from the disengagement of the greater than that on A2.
parking lock.
The self-holding valve, SHV
The SHV has a spring-loaded valve with 3 different-sized

piston faces – faces A1, A2 and A3. Depending on the switch-
ing position of the solenoid valves N573 and N574, either the
primary pressure (equal pressure) or no pressure is acting on
those faces. Since the same pressure acts on all the piston
faces, different forces result and enable the valve to be
moved to the desired setting.
Parking lock module
Primary pressure
supply
643_084
39
Disengaging the parking lock and holding the P-OFF setting
To disengage the parking lock, primary pressure is applied to

the packing lock piston. The hydraulic force is many times
greater than the force of the parking lock spring, so the
parking lock piston is forced back together with the tapered
sleeve. The return spring of the locking pawl lifts the pawl out
of engagement with the parking lock gear and so releases the
parking lock. See Figure 643_079 on page 36.
Parking lock module Electro-hydraulic function
Step 1
Parking Lock Solenoid Valve N573 has to be de-energized. By

Auxiliary hydraulic
operating Parking Lock Solenoid Valve 2 N574 the control line
module
for piston A1 is connected to the sump and de-pressurized.
Initially, pressure is only applied to piston face A2, causing the
self-holding valve, SHV, to switch over to the right. At that point,
the primary pressure is connected through to the parking lock
piston via N573 and the parking lock is disengaged.
At the same time, the primary pressure is directed to piston

A3 via a control line. The primary pressure is then acting on
both piston faces A2 and A3. At the same time as the valves
N573 (OFF) and N574 (ON) are switched over, Parking Lock
Solenoid N486 is also energized.
Primary pressure
supply
Parking lock gear Parking lock piston
643_085
Parking lock spring
Step 2
As soon as the position P-OFF is definitely detected (signal

from G747 plus short delay), N574 is de-energized. N574 is
then back in its normal position and applies primary pressure
to piston face A1. The switching condition of the SHV remains Parking lock module
unchanged, however, because the forces acting on A2 and A3
are greater than the force on A1 (self-holding function).
Primary pressure is acting on the parking lock piston and

Auxiliary hydraulic
holds the parking lock in the position P-OFF. module
The energized Parking Lock Solenoid N486 acts as an addi-

tional safeguard against unwanted engagement of the
parking lock while the vehicle is being driven.
If, for example, the ATF supply were to fail (for example,
because of the engine stopping) while the vehicle is moving,
the parking lock would be engaged. In such a scenario,
Parking Lock Solenoid N486 prevents the parking lock engag-
ing and so protects the parking lock (and the transmission)
from damage. Refer to Figure 643_089.
Primary pres-
sure supply
40 643_086
Holding the position P-OFF in transmission setting N.
To prevent the parking lock being engaged when the engine

is switched off, transmission setting N must be selected
while the engine is running. If the engine is switched off with
the transmission in N, N486 remains energized. The Parking
Lock Solenoid N486 then keeps the parking lock piston in the
P-OFF position.
More information on the subject can be found on page 12

and page 37.
Key:

– PHM – Parking lock holding solenoid
– PEV – Parking lock engagement valve
– PAV – Parking lock disengagement valve

643_089
Engaging the parking lock – parking lock ON Parking lock spring
643_087 643_088 643_084
Step 1 Step 2 Step 3
To engage the parking lock, N486 must At the same time, N573 is energized. As primary pressure is acting on piston
first be switched off. face A3, the self-holding valve, SHV,
That connects the pressure line for the switches over to the left into its normal
parking lock piston and the control line position.
for piston A3 to the sump, thereby
de-pressurizing them. The parking lock The entire pressure line for the parking
is engaged by the force of the parking lock piston is then connected through
lock spring. to the sump and thus de-pressurized.
N573 is not switched off until the

engine is switched off. Refer to page
38.
41
In normal operation, the parking lock is electro-hydraulically The emergency release mechanism of the parking lock must
actuated. To enable electro-hydraulic disengagement of the be actuated in the following situations:
parking lock, the engine must be running to generate suf-
ficient ATF pressure. And to hold the parking lock in the OFF ›› In general, when recovering or maneuvering the vehicle.
position, there must also be sufficient ATF pressure or an
adequate power supply to Parking Lock Solenoid N486. ›› If the parking lock cannot be released electro-hydraulically
due to a malfunction.
The emergency release mechanism serves to disengage the ›› If the vehicle cannot be maneuvered or moved due to
parking lock and hold it in the P-OFF position if the electro- insufficient onboard voltage.
hydraulic function fails or if it is necessary to hold the P-OFF
›› If the engine is not running and it is necessary to maneu-
position for an extended period.
ver or move the vehicle, for example, in the workshop.
›› For function testing after carrying out assembly work on
components of the emergency release mechanism. See
Note.
After removing and installing the transmission or carrying out assembly work on components of the emergency release
mechanism, a function test must be performed as described in the workshop manual.
42
43
Parking lock emergency release
The parking lock is emergency-released from inside the

vehicle by means of a cable pull. The special socket tool and
the screwdriver are included in the vehicle tool kit.
Operating the parking lock emergency release (position P-OFF)
Follow the instructions on the page opposite.
Warning! Before actuating the emergency release device of the

parking lock, the vehicle must be secured to prevent it from rolling
away.
Indications on the instrument cluster
When the parking lock emergency release device is actuated,

the yellow gearbox warning lamp and the gear drive position
indicator N light up in the instrument cluster. In addition,
information on the instrument cluster indicates that the
643_029
parking lock cannot be engaged, there is a risk of the vehicle
rolling away, and the parking brake should be applied.
Deactivating the emergency release (P-ON position)
The emergency release mechanism is deactivated in reverse

order.
643_030
44
Operation
Inlay in cupholder 1. Remove inlay from cupholder.
2. Remove the cover with a screwdriver. Remove the screw, push the
release tab (arrow) and take out the cover.
3. Fold the socket wrench as shown and insert it into the actuating
Cover
mechanism.

Socket wrench

643_031

4. Fold the special socket tool as shown and move it into position.
Direction of travel
643_032 643_033
45
Oil system and ATF supply
The 0BZ transmission has a common ATF oil system for all The special ATF and the ATF pressure filter currently have a
functional sub-assemblies and oil chambers of the gearbox. service/replacement interval of approximately 40,000 miles
The Mechatronic module has its own oil chamber in which its (60,000 km) (the ATF intake filter is not replaced). In order to
own oil level is established. See page 48. be able to drain off the used oil as completely as possible, the
0BZ gearbox has several ATF drain plugs.
The following functional sub-assemblies are supplied and/or
controlled, lubricated and cooled with ATF. Note: when changing the ATF, all drain plugs always have to
be removed.
›› Mechatronic module.
›› Dual clutch.
›› Hydraulic selector mechanism.
›› Hydraulically operated parking lock.
›› Gear set (gear train).
›› Final drive with differential lock.
ATF filter
›› with heat shield
(partial-flow pressure filter)
Make sure the heat shield is

always installed. Otherwise,
there is a risk of damage to the
transmission.
ATF drain plug

for Mechatronic module oil chamber
There may also be a drain ATF intake filter – ATF drain plugs
plug here, depending on integrated in ATF sump
version.
643_056
Note on draining the ATF
There are different versions of the ATF drain plugs and the
overflow pipe. Follow the instructions given in the workshop
manual, ETKA and on the VAS Scan Tool when checking and
changing the ATF.
Overflow pipe
ATF inspection and drain plug
643_057
46
ATF pump
One of the most important components of an automatic The ATF pump is part of the auxiliary hydraulic module. See
transmission is the ATF pump. page 54.
The 0BZ transmission is supplied with oil by an ATF pump

that is constantly driven by the engine (internal gear pump).
The ATF pump is driven by a spur gear system of which the
Oil pipe connections
drive gear is attached to the clutch housing. See page 22,
to parking lock module
Figure 643_039.
Oil pipe to clutch cooling circuit for clutch K2
Oil pipe connections to

and from
Mechatronic module
Bracket/
securing clip
643_058
Intake connection –
connected directly to ATF
ATF filtration intake filter
The ATF is filtered by an intake filter integrated in the ATF

sump and a partial-flow pressure filter through which the
return flow from the ATF cooler passes. Part of the cooled
and filtered ATF is diverted by the Mechatronic module used
directly to control the clutch cooling circuit for clutch K2.
Pipe to clutch cooling circuit

Clutch K2
ATF filter
Partial-flow pressure filter
643_059
47
Oil level
On the 0BZ gearbox, the Mechatronic module is in its own oil There are two transmission versions with differing accumula-
chamber, which is formed by a partition dividing it off from tion levels:
the gear train. In operation, that oil chamber (Mechatronic
module oil chamber) fills with ATF until it is largely or com- ›› Version A – Transmission codes NXZ and PTX
pletely (depending on gearbox version) immersed in ATF. That
ensures that the hydraulic system is well vented and the The apertures in the partition for the two lower gear-shift
Mechatronic module always operates under the same physical actuator travel sensors and for the two speed sensors are
conditions. In addition, the solenoid valve coils are effectively sealed by means of sealing collars. The apertures for the two
cooled. upper gear-shift actuator travel sensors are not sealed (no
sealing collars installed) and the left aperture is enlarged.
The Mechatronic module oil chamber fills up with exhaust oil The ATF accumulates until it reaches the upper apertures, at
from normal operation of the solenoid valves and is thus which point is runs off into the gear train oil chamber.
continually filled. An overflow facility provides for venting
and a defined oil level in the Mechatronic module oil
chamber.
Version A
Enlarged aperture for
- transmission codes NXZ and PTX
oil overflow
View of partition
On version A, the apertures in the parti-

tion for the upper travel sensors act as
the oil overflow.
There are no sealing collars installed on

the two upper travel sensors.
Oil level in Mechatronic

module oil chamber
Oil level in gear train oil chamber1)
643_093
48
Version B
- all transmission codes EXCEPT NXZ and PTX
Overflow channel
View of partition
On version B the apertures in the partition for the upper travel

sensors are an exact fit and are sealed.
Gear-shift actuator A – gears 5/1 Overflow channel
The sealing collars on the two

upper travel sensors have to be
installed on as shown (tab at the
top).
Mechatronic module oil

chamber completely filled
643_094
Oil level in gear train oil chamber1)
With this version, all apertures in the partition are sealed by level is raised to a point where it is above the highest gear-
sealing collars. At the very top of the Mechatronic module oil shift actuator (gear-shift actuator A for gears 5/1).
chamber there is an overflow channel through which the The effect is that gear-shift actuator A is better filled and
exhaust oil flows off into the gear train oil chamber. With vented. That, in turn, improves the quality of gear changes in
version B, therefore, the Mechatronic module oil chamber gears 1 and 5.
fills up completely with accumulated oil (ATF) and the oil
1)
he oil level in the gear train oil chamber varies according to the operating conditions. The oil level shown here reflects the required level under the specified
T
inspection conditions.
Information for all transmission codes

›› The oil chamber has its own drain plug. Observe the guidance notes on page 46.
›› A new Mechatronic module is always supplied with only 4 sealing collars. The two upper sealing collars (on the upper
travel sensors) are obtainable from the ETKA and have to be installed if necessary.
Information for transmission codes NXZ and PTX only
›› With these versions, the Mechatronic module is installed without sealing collars on the upper travel sensors.
Information for all transmission codes except NXZ and PTX
›› With these versions, the sealing collars have to be installed as shown on the upper travel sensors before the
Mechatronic module is installed so the ATF can accumulate as required in the Mechatronic module oil chamber.
49
Lubrication and cooling of the gear train
Lubrication of the gear train is performed by a selectively The gear pairings that are permanently engaged and the two
targeted injection system that lubricates only the gear train input shafts with their idler gear bearings and synchromesh
subset that is transmitting the drive at any one time, each mechanisms are supplied separately and continuously with
gear train subset is allocated a separate oil pipe. Depending cooled oil. See hydraulic circuit diagram on page 74.
on which clutch is in operation (K1 or K2), a change-over
valve in the Mechatronic module controls the oil flow to the
relevant gear train subset. In the oil pipe there are small
injector jets which deliver ATF to the drive gears for lubrica-
tion and cooling.
Gearbox unit 1
Gearbox unit 2
Oil pipe –
gear train subset 1
Oil pipe –
gear train subset 2
50
Lubrication and cooling of the final drive
Pinion top bearing
Oil pan
Overflow pipe
643_060
Intake point – sump
The relatively high oil chamber for the final drive is filled by
the cooling oil from the dual clutch. The dual clutch throws
large quantities of its cooling oil into the final drive oil
chamber via an oil baffle plate (not illustrated).
The rotating ring gear moves surplus oil into an oil collector
from where it can run back to the intake point through the
hollow pinion shaft. In addition, the oil level is limited by an
overflow pipe.
The pinion top bearing is supplied via another oil collector.
643_061
51
ATF temperature management
The ATF cooling system uses two heat exchangers – one The coolant thermostat opens at approximately 176 °F
coolant/oil heat exchanger (ATF cooler 1) and one air/coolant (80 °C). When the coolant thermostat is open, the coolant
heat exchanger (ATF cooler 2). cooled by the motion-induced air flow over ATF cooler 2 flows
to ATF cooler 1. ATF cooler 2 substantially reduces the
ATF cooler 1 is connected in series in the partial-flow ATF coolant temperature before it is fed into ATF cooler 1. Due to
circuit for the ATF pressure filter and the ATF flows through it the low inflow temperature, ATF cooler 1 is able to operate
constantly. The cooling capacity of ATF cooler 1 is substantially very efficiently.
increased by ATF cooler 2. The two heat exchangers are con-
nected in series and integrated in the engine cooling system.
The coolant flow through the two heat exchangers is con-
trolled by means of a coolant thermostat (bypass thermostat).
After-Run Coolant Pump V51 assists the flow of coolant

through the two ATF coolers.
ATF cooler 2
›› Air/coolant heat exchanger
After-Run Coolant Pump V51
V51 operates as required for the following conditions:
›› For continued coolant circulation.

›› To increase heating capacity.
›› To increase the cooling capacity of the ATF cooling system.
It is operated on demand by the ECM via a PWM signal. Above

an ATF temperature of approximately 204 °F (96 °C), the ECM
instructs V51 to operate. V51 increases the coolant flow rate
through the two ATF coolers and the cooling capacity is then
increased in proportion with the pump delivery rate. If the
ATF temperature drops to around approximately 197 °F
(92 °C), the pump delivery requirement is cancelled. If there
is no other demand for pump operation within the thermal
management system, V51 is switched off.
After-Run Coolant Pump

V51
52
Coolant thermostat closed up to approximately 176 °F
Heat shield1)
(80 °C)
The flow through the two heat exchangers is kept to a

minimum. Engine and transmission quickly reach operating
temperature.
Coolant thermostat open at approximately 176 °F (80 °C)

Coolant thermostat (as illustrated)
›› Bypass thermostat
›› Pay attention to installation Coolant flows through both heat exchangers. The ATF is
orientation
effectively cooled.
643_096
1)
he heat shield acts, as a protective guard for the component and, secondly
T
prevents the coolant and the coolant thermostat being heated too much by
the exhaust system. That prevents unintended opening of the thermostat.
Therefore, you should pay careful attention to correct installation of the heat
shield.
ATF cooler 1
›› Coolant/oil heat exchanger
643_095
53
Transmission control
Component overview
The Mechatronic module is the central transmission control

component. It originates from the DQ500 transmission series
(for example, the 7-speed dual clutch transmission OBH). To
meet the functional requirements of the OBZ transmission,
additional components have been added. One particular
feature is that that transmission control system utilizes two
control modules.
The electro-hydraulic transmission control system uses the

following components/modules:
›› Dual-Clutch Transmission Mechatronic J743.

›› Auxiliary hydraulic module.
›› Parking lock module.
›› Transmission Control Module 2 J1006.
›› Selector mechanism.
Those components/modules have the following functions:
Dual-Clutch Transmission Mechatronic J743 Parking lock module
J743 is the central control module and master for Transmis-

sion Control Module 2 J1006. See pages 57 and 65.
It is responsible for hydraulic pressure control for the follow-

ing subsystems:
›› Clutch control system for clutches K1 and K2.

›› Clutch cooling system for clutch K1. See also page 26.
›› Gear shifting.
›› Demand-based gear set lubrication.
The auxiliary hydraulic module performs the following tasks:
›› Oil supply (ATF pump) for gearbox control, lubrication and Transmission Control Module 2 J1006
cooling. J1006 performs the following tasks:
›› Control of cooling oil for clutch K2.
›› Partial control of the pressure for the parking lock.
›› Electrical operation of the parking lock module.
›› Electrical operation of the clutch cooling system for clutch
K2 (via Gearbox Control Unit 1 J743 and the auxiliary
hydraulic module; see page 26).
Parking lock module
The parking lock module performs the following tasks:
›› Partial control of the pressure for the parking lock.

›› Electro-hydro-mechanical actuation of the parking lock.
Transmission Control Module 2 J1006
54
Selector mechanism
The selector mechanism performs the following tasks:
›› Registering driver input for control of the transmission.

›› Shift-lock functions and indication of transmission settings.
Selector mechanism
Dual-Clutch Transmission Mechatronic and

Gearbox Control Unit 1 (both referenced as J743)
643_065
55
Dual-Clutch Transmission Mechatronic
J743 consists of two modules:
›› The electronic module containing Gearbox Control Unit 1

and the majority of the sensors.
›› The electro-hydraulic control module containing the major-

ity of the actuators.
The Mechatronic module is compatibly matched combination

of those two modules and may, therefore, only be replaced as
a complete unit.
Electrical connector for Transmission Input Speed

Sensor G182 and Clutch Temperature Sensor 2
G659
Electrical connector T16c

for vehicle and transmission peripherals
Printed circuit board

for the solenoid valves (actuators)
Electronic module – see page

64
Electro-hydraulic control module

643_066
When handling the Mechatronic module, it is important to pay close attention to the working guidelines regarding electro-
static discharge (ESD). Electrostatic discharge can irreparably damage electronic components.
56
The Mechatronic module controls, regulates and/or executes
the following functions:
›› Adjustment of the oil pressure in the hydraulic system to

suit the various needs and requirements.
›› Control of the dual clutch.
›› Control of the clutch cooling system for clutch K1.
›› Control of the clutch cooling system for clutch K2.1)
›› Shift point selection.
›› Gear shifting.
›› Serving as master J1006.
›› Control of the parking lock.1)
›› Communication with the other control units in the vehicle.
›› Safe mode program.
›› Self-diagnostics.
1)
peration/activation is performed by Transmission Control Module 2 J1006.
O
See page 26 and the schematic diagram on page 72
Electro-hydraulic control module Electronic module – see page 64
Electrical connection between Gearbox

Control Unit 1 and the solenoid valves
(actuators) takes place via the printed
circuit board.
Electrical connector for Gearbox Control Unit 1

printed circuit board (also referenced as J743)
643_067
The gasket for the interfaces between the hydraulic control module and the gearbox housing is printed on the intermediate
plate and cannot be replaced. When the Mechatronic module is detached, the gasket is damaged, which means that a proper
seal can no longer be obtained. Re-using such a Mechatronic module is not permissible. See page 59.
57
The electro-hydraulic control module contains the majority of The electro-hydraulic control module controls, regulates and/
the solenoid and pressure regulating valves, hydraulic valves or executes the following functions:
and other valves for controlling the transmission functions. ›› Adjustment of the ATF pressure in the hydraulic system to
See hydraulic circuit diagram on page 74. suit the various needs and requirements.
The description of the valves can be found on page 60 and ›› Pressure control for operating clutches K1 and K2.
the section for the relevant function. ›› Control of cooling oil for clutch K1.
›› Pressure control for operation of the gear-shift actuators.
›› Oil supply for demand-based gear set lubrication for gear
train subsets 1 and 2.
Sub-Transmission 2 Valve 3
N439
Clutch valve K2
Sub-Transmission 2 Valve 4 N440
Gear train subset 2 safety valve 2
N435
Clutch valve K1
N433
Gear-shift actuator valve 1
for gears 5/1
Clutch Cooling Valve 1 N447

for clutch K1
N434
Gear-shift actuator valve 3
for gears 3/7
Sub-Transmission 1 Valve 4 N436 Main Pressure Valve Sub-Transmission 2 Valve 2 N438
Gear train subset 1 safety valve 1 N472 Gear-shift actuator valve 4
for gears R/4 Valve manifold for gear-shift actuator
valves and clutch cooling oil valve for
clutch K1

Gear-shift actuator valve 2 for gears
2/6
643_068
58
Hydraulic interfaces
ATF cooling – flow
ATF cooling – return
5th gear
1st gear
Reverse gear
4th gear
Clutch K1
Measurement
point for clutch
Clutch K2
pressure K1
Lubrication Clutch
Input shaft 1 cooling, K2
Lubrication,
Measurement
input shaft 2
point for clutch
pressure, K2
Cooling channel
for control unit
Flow from ATF

3rd gear pump
Return to ATF
pump
2nd gear
6th gear
7th gear
643_069
Intermediate plate
The electro-hydraulic control module consists of 2 casing
sections as well as the valve manifold. Between the two
Printed gasket
casing sections there is an intermediate plate. That interme-
diate plate acts, as a partition and together with the relevant
casing section forms corresponding oil channels for gearbox
control. Secondly, the intermediate plate acts as a seal
between the hydraulic interfaces and the transmission
housing.
The gasket for the interfaces between the hydraulic control module and the gearbox housing is printed on the intermediate
plate and cannot be replaced. When the Mechatronic module is detached, the gasket is damaged, which means that a proper
seal can no longer be obtained. Re-using such a Mechatronic module is not permissible. See page 59.
59
Description of solenoid valves
Valve N440 operates safety valve 2, which is responsible for the pressure
Sub-Transmission 1 Valve 3 N435 – clutch valve K1 supply to clutch valve K2 N439 and to the gear-shift actuator valves N437/
Sub-Transmission 2 Valve 3 N439 – clutch valve K2 N438. If a relevant malfunction occurs, N440 is used to hydraulically deacti-
vate gear train subset 2.
These two solenoid valves are used to control the clutch pressure
for the clutch.
Mechatronic Clutch Cooling Valve 1 N447 for clutch K1

module
This solenoid valve is used to control the cooling oil flow for clutch K1.

– Gear-shift actuator valve 1 for gear-shift actuator A for gears 5/1

9 – Gear-shift actuator valve 3 for gear-shift actuator C for gears 3/7
43
N
– Gear-shift actuator valve 2 for gear-shift actuator B for gears 2/6

– Gear-shift actuator valve 4 for gear-shift actuator D for gears R/4
N44
0
These solenoid valves control the 4 gear-shift actuators for selecting the
4 35 gears and the relevant neutral position.
N
4 33
N
4
43
N
7
44
N
N4
36 8
43
N
N4
72
7
43
N
643_097
Sub-Transmission 1 Valve 4 N436 Main Pressure Valve N472

The primary pressure valve adjusts the primary pressure (also called the system
Valve N436 operates safety valve 1, which is responsible for the pressure pressure) in the hydraulic system according to the engine torque and the ATF
supply to Sub-Transmission 1 Valve 3 N435 and to the gear-shift actuator temperature.
valves N433/N434. If a relevant malfunction occurs, N436 is used to hydrauli-
cally deactivate gear train subset 1. N472 has a negative voltage/pressure characteristic. If the power supply is
lost, the maximum system pressure is applied. As a result, fuel consumption
may increase and gear-change noises may be more loudly audible.
60
Auxiliary hydraulic module1)
Clutch Cooling Valve 2 N448 for clutch K2
This solenoid valve is used to control the cooling oil flow for
clutch K2).
Basic information on the clutch cooling system for clutch K2 can

be found on page 26.
Parking Lock Solenoid Valve 2 N574
This solenoid valve is also called the parking lock disengagement

valve or PAV. It is used for disengaging the parking lock.
The operation of N574 is explained beginninag at page 40.
643_098
Parking lock module1)
Parking Lock Solenoid N486
N486 is an electromagnetic in function and acts as redundant

backup for holding the P-OFF function when the vehicle is moving
and when transmission setting N is selected.
The operation of N486 is explained on pages 37 and 40.
Parking Lock Solenoid Valve N573
This solenoid valve is also called the parking lock engagement valve
or PEV. As the name suggests, it is used for engaging the parking
lock.
643_099
The method of operation of N573 is explained beginning at page
38.
1)
he auxiliary hydraulic module and the parking lock module are controlled by Automatic Transmission Control Module 2 J1006.
T
See schematic diagram on page 72.
61
The auxiliary hydraulic module is responsible for hydraulic

control of clutch cooling (K2), partial hydraulic control of the
parking lock, and serves as an interface for the Clutch Tem-
perature Sensor 2 G659.
Electrical operation of the auxiliary hydraulic module is per-

formed by Transmission Control Module 2 J1006. Refer to
page 72.
The auxiliary hydraulic module has the following functional

components:
›› The ATF pump.

›› Clutch Cooling Valve 2 N448 for clutch K2.
›› Parking Lock Solenoid Valve 2 N574 for disengaging the
parking lock.
›› A hydraulic self-holding valve (SHV) for controlling the
parking lock piston.
›› The contact and connection module.
Electrical connector T16b

Connection to Transmission Control
Module 2 J1006
Electrical connector for

Clutch Temperature Sensor 2 G659
643_075
ATF pump Self-holding valve SHV
Parking Lock Solenoid Valve 2 N574

Parking lock disengagement valve PAV
Oil pipe connections to parking

lock module
Oil pipe connections to and from

Mechatronic module
Clutch Cooling Valve 2 N448 Oil pipe

Clutch K2 Connection to clutch cooling circuit
Clutch K2
643_076
62
Parking lock module
Electrical operation of the parking lock module is performed An Auto-P function automatically engages and disengages
by Transmission Control Module 2 J1006. Refer to page 72. the parking lock according to the operating status.
The parking lock is engaged by the force of the parking lock The driver can engage the parking lock with the aid of the
spring – subject to the electro-hydraulic control system Parking Lock Button E816 on the selector lever handle even if
adopting the appropriate switching status. The parking lock is the engine is running.
disengaged by hydraulic pressure.
Electrical connector T16a

Connection to
Transmission Control Module 2
J1006
Parking Lock Sensor G747
See page 68
Parking lock spring

Parking lock piston
Parking Lock Solenoid

Bracket with sensor magnet for G747
N486
A description of the function
can be found on page 41.
Parking Lock
Solenoid Valve
N573
Parking lock engagement valve
PEV
Spring-loaded
tapered sliding
sleeve
643_077
63
Electronic module
The electronic module combines Gearbox Control Unit 1 J743

and the majority of the sensors in an integrated unit.
Gear Position Distance Sensor 1 G487

– for gear-shift actuator A – gears 5/1

– for gear-shift actuator D for gears R/4
Transmission Input Speed Sensor 2 G612

Speed sensor for input shaft 2

Speed sensor for input shaft 1
Transmission Control Module J217
Transmission Fluid Temperature Sensor G93

– for gear-shift actuator B – gears 2/6

– for gear-shift actuator C – gears 3/7
643_070
Electrical connector
for Transmission Input Speed Sensor G182
and Clutch Temperature Sensor 1 G658
Electrical connector T16c for vehicle and transmission peripherals
Hydraulic Pressure Sensor 2 G546

Clutch pressure K2

Clutch pressure K1
Gearbox Control Unit 1 (also referenced as J743)
Electrical connector for printed circuit board
643_071
64
Transmission control modules
There are two modules for controlling the OBZ transmission.
›› Gearbox Control Unit 1 J743.

Dual-Clutch Transmission Mechatronic J743

Address Word 02
The designation J743 can refer to either the complete

Mechatronic module or only to the Gearbox Control Unit 1 in
the electronic module of the Mechatronic module. Gearbox
Control Unit 1 is the master control module for Transmission
Control Module 2 J1006.
The two modules along with Selector Lever Sensor System

Control Module J587 communicate via the Drivetrain CAN.
The schematic on page 72 provides an overall view of
which sensors and actuators are read/controlled by which
module.
Dual-Clutch Gearbox Control Unit 1

Transmission J743
Mechatronic
J743
643_072
Transmission Control Module 2 – J1006

Address Word C2
J1006 is known as a “smart actuator” control module and Installation location for J1006
controls the actuators assigned to it in response to com-

mands from Gearbox Control Unit 1 J743. It also acts as an
intelligent interface for several sensors and input signals.
Refer to the chart on page 66.
J1006 has the following functions:

›› Controlling the clutch cooling for clutch K2 (N448)
Installation location in engine bay on left-
›› Controlling the electro-hydraulically operated parking lock hand side
(N486, N573, N574).
›› Processing the signals from the parking lock sensor G747.
›› Processing the signals from Clutch Temperature Sensor 2
(clutch K2).
›› Processing the signals from the steering wheel tiptronic
controls.
643_003
65
Sensors and information
Speed sensors and speed data
Speed signals are among the most important items of infor-

mation that a dual clutch transmission requires. The 0BZ
processes the following speed data:
›› Gearbox input speed.1)

Plug for engine
›› Input speed for gear train subset 1.1)
G612 speed sensor socket
›› Input speed for gear train subset 2.1)
›› Gearbox output speed.2)
›› Engine speed.2)
G632
Reluctor ring for input

shaft 1
Transmission Input Speed Sensor G182
G182 is used to detect the clutch input speed in real time.

The clutch housing, which is attached on one side to the dog
clutch and on the other to the inner plate carrier, acts as the
reluctor ring. See page 24, Figure 643_040. Reluctor ring for input
shaft 2
The signal from G182 is used ...
›› For more precise control of the clutches. Gearbox unit 1
›› For adapting the clutches. Gearbox unit 2
›› For microslip control.
If G182 fails, the speed data from the Engine Speed Sensor Speed sensor for input shaft 1
G28 is used as a substitute signal2).
Microslip control and certain adaptations cannot be carried Speed sensor for input shaft 2
out.
These two speed sensors are used to register the clutch
The casing of G182 also houses Clutch Temperature Sensor 1 output speeds (G632 = clutch K1 and G612 = clutch K2).
G658. See page 69. Together with the signal from G182, they allow the clutch
slip to be precisely calculated.
1)
his speed data is collected by the gearbox sensors and processed by Gearbox
T The signals from sensors G632 and G612 are used...
Control Unit 1 J743.
2)
This speed data is provided by other control modules via CAN data communi- ›› For microslip control.
cation and processed or calculated by Gearbox Control Unit 1 J743.
›› For adapting the clutches.
›› For determining the synchromesh speed for gear shifts.
›› For calculating the gearbox output speed.
If one of the sensors fails, the affected gear train subset is

deactivated. Gearbox Control Unit 1 J743 then switches to an
appropriate safe mode.
66
Clutch Temperature Sensor 2 J659

Engine Speed Sensor

G28
Electrical connector for G659

on auxiliary hydraulic module
643_073

Clutch housing
Electrical connector for G659 on auxiliary hydraulic module
Transmission output speed – vehicle road speed –

direction of travel
Gearbox Control Unit 1 calculates the output speed and the

direction of travel on the basis of the speed signals from
G632/G612 and the currently selected gear. The output
speed provides the basis for calculating the vehicle road
speed.
To check the plausibility of the signals from the two sensors

G632/G612, the wheel speed data from the ESC control
module is referred to.
That information is required for the following functions:
›› For gear selection and determining the gear-shift points.

›› For detecting the direction of travel for plausibility-check-
ing the gear selection (for example, when backing up, 1st
gear engagement is barred).
643_074 ›› For the creep control function3).
Information
The sensors G182/G658 and G659 are identical in design. The speed sensor in G659 is not used.
67
Travel and position sensors

Precise detection of the movement and positions of the gear-shift actuators/selector

forks is of fundamental importance for changing gear and transmission control. It is
imperative to ensure that no prohibited gear-shift positions can occur. The information is
read by Gearbox Control Unit 1 J743 with the aid of 4 travel sensors. Sensor magnets
(permanent magnets) are used as position markers and are attached to each of the gear
shift actuators. See also sensor readings on page 31.
The following gear-shift actuators (selector forks)/gears and readings are assigned to the
4 travel sensors:
›› G487 – for gear-shift actuator A – gears 5/1 – sensor reading IDE02864

›› G488 – for gear-shift actuator B – gears 2/6 – sensor reading IDE02872
›› G489 – for gear-shift actuator C – gears 3/7 – sensor reading IDE02880
›› G490 – for gear-shift actuator D – gears R/4 – sensor reading IDE02888
If one of the travel sensors fails, the gear train subset concerned is deactivated and an
appropriate safe mode program activated.
In order to guarantee the required position detection accuracy, the travel sensors and/or
the selector forks have to be calibrated by means of a Basic Setting. (For example, after
replacing the Mechatronic module).
Parking Lock Sensor G747
Interface module
Parking lock module
Sensor magnet G747
G747 is used to determine the following positions

(indicated in Measuring value IDE08465 for parking lock
actual status):
Engaged → Intermediate position → Not engaged
Due to tolerances when determining the parking lock posi-

tion, the intermediate position is indicated when the parking
lock is being held in the P-OFF position by the Parking Lock
Solenoid N486 (see page 37). In normal vehicle operation
– P engaged or P not engaged (P hydraulically disengaged)
– the intermediate position is not allowed and is registered as
a DTC after a defined period.
643_077 G747 has the following functions:

›› Monitoring correct operation of the parking lock.
The position of the parking lock is monitored by Transmission ›› Providing clearance to start in P (the sensor signal is con-
Control Module 2 J1006 with the aid of Parking Lock Sensor verted directly to the P/N signal by the Gearbox Control
G747 and then communicated to Gearbox Control Unit Unit 1).
1 J743. G747 is part of the interface module of the parking ›› Generating the indications on the instrument cluster when
lock module. the parking lock is not engaged (for example, risk of rolling
and prompting engagement of parking lock/parking
brake).
68
Temperature sensors

The sensors G658/G659 detect the temperature of the

cooling oil thrown out from the dual clutch by centrifugal
force (centrifugal oil temperature). From that, the clutch
temperature can be deduced and the cooling oil volume
controlled according to demand. In addition, warning mes-
G490 sages and diagnostics entries are generated from the cen-
trifugal oil temperature. Refer to page 26.
G487 The sensors G658/G659 are 2 identical combination sensors

each of which also houses a speed sensor and a temperature
sensor within the same housing.
Sensor G658 detects the centrifugal oil temperature of clutch

K1. In the case of G658, the speed sensor G182 is also used
for detecting the transmission input speed1). G658 is con-
G489 nected to the electronic module of the Mechatronic module.
Gearbox Control Unit 1 J743 processes the sensor reading and
operates Clutch Cooling Valve 1 N447 accordingly.
G488
Sensor G659 detects the centrifugal oil temperature of clutch

K2. G659 is connected to the auxiliary hydraulic module,
which in turn is connected to Transmission Control Module 2
J1006. The sensor reading is analyzed and passed on to
Gearbox Control Unit 1 J743 as a temperature reading. J743
then sends J1006 the control variable for operating Clutch
Cooling Valve 2 N448. See schematic diagram on page 72.
Sensor magnet 643_100 The speed sensor in G659 is not used.
G658/G182
Electrical connector for auxil-

iary hydraulic module
G659
643_074
69
Transmission Fluid Temperature Sensor G93
Temperature sensors in the control module
High temperatures have a detrimental effect on the useful The gearbox oil temperature and the temperature of the
life and performance of electronic components. gearbox electronic module are important items of informa-
Because the electronic control module is integrated in the tion for the following applications:
gearbox (immersed in oil), monitoring of the module tem-
perature and, therefore, of the gearbox oil temperature is ›› Temperature monitoring for initiating safety functions
very important. ›› Criterion for various adaptations
›› Adaptation of gear-shift pressure
G93 is located on the circuit board of Gearbox Control ›› Criterion for the warm-up program
Unit 1 J743. Gearbox Control Unit 1 is mounted on an alu-
minium plate that serves as a heat sink for the electronic Due to demanding requirements regarding component pro-
module. Pressure sensors G545 and G546 are also located on tection, there is another temperature sensor for monitoring
this heat sink. The aluminium plate is directly attached to the the electronic module temperature which is integrated in the
electro-hydraulic control module and is in contact with a middle of the electronic components and detects the tem-
constant flow of cooling oil through an oil channel. Therefore, perature directly at the electronic components. That sensor
the temperature of the aluminium plate closely approximates does not have a diagnostics designation of its own.
to the gearbox oil temperature.
The readings of the two temperature sensors are constantly
checked against one another for plausibility. If there is a fault
on one of the two temperature sensors, a substitute reading
is generated from the readings of the intact sensor and a
substitute program activated. See temperature monitoring/
safety functions.
G546
G545
J743
G93
Aluminium plate
Electronic module
643_071 Cooling oil channel for Gearbox Control Unit 1

J743
Temperature monitoring/safety functions 643_101
When temperatures at G93 of approximately 288 °F (139 °C) The engine torque is reduced so that it is about 70 Nm when
are detected, Gearbox Control Unit 1 J743 instigates an the oil temperature is approximately 293 °F (145 °C). This
engine torque reduction. improves the cooling capacity and prevents overheating.
A warning message (“Gearbox too hot. Please adjust driving

style”) is also displayed in the instrument cluster. At DTC is
registered in the fault memory.
70
Pressure sensors

G545 detects the clutch pressure of clutch K1 (actual clutch The actual clutch pressure is constantly compared with the
pressure). specified clutch pressure calculated by Gearbox Control Unit
1 J743 and checked for plausibility. In the event of discrepan-
G546 detects the clutch pressure of clutch K2 (actual clutch cies (malfunctions), safety deactivation of the gear train
pressure). subset concerned is initiated and the relevant safe mode
program activated.
The sensors G545 and G546 are used to monitor the clutch
pressure of the respective clutch in each case and for calibrat- The two sensors are part of the electronic module, which in
ing clutch pressure control and the primary pressure. turn forms a single unit with the Mechatronic module – which
again can only be replaced as a complete unit if required.
Other information
You can find information on the following topics in the

Owner's Manual for the vehicle:
›› Transmission faults, fault indications and messages.
›› Tow-starting/towing.
71
Function diagram
The control modules are listed on the vehicle diagnostic To make the descriptions easier to follow, the following
tester under the following Address Words: designations are used for the two transmission control
modules:
›› J743 – Dual-Clutch Transmission Mechatronic. ›› Gearbox Control Unit 1 J743.
›› 02
›› J1006 – Transmission Control Module 2.
›› C2
›› J587 – Selector Lever Sensor System Control Module.

›› 81 Mechatronic module
Wiring colors and symbols:
Ground cable
Positive cable
Transmitted signal
Received signal
Inside the 0BZ transmission
Twisted wires
Selector mechanism
Powertrain CAN
72
Key:
E313 Selector Lever J1006 Transmission Control Module 2 J1006

E681 Parking Lock Indicator Lamp K320 Parking Lock Indicator Lamp
E816 Parking Lock Button N110 Parking Lock Indicator Lamp
G93 Transmission Fluid Temperature Sensor N433 Sub-Transmission 1 Valve 1
G182 Transmission Input Speed Sensor – Gear-shift actuator valve 1 for gear-shift actuator A/gears 5/1
G487 Gear Position Distance Sensor 1/gear-shift actuator A N434 Sub-Transmission 1 Valve 2
G488 Gear Position Distance Sensor 2/gear-shift actuator B – Gear-shift actuator valve 3 for gear-shift actuator C/gears 3/7
G489 Gear Position Distance Sensor 3/gear-shift actuator C N435 Sub-Transmission 1 Valve 3 – clutch valve K1
G490 Gear Position Distance Sensor 4/gear-shift actuator D N436 Sub-Transmission 1 Valve 4
– gear train subset 1 safety valve
G545 Hydraulic Pressure Sensor 1
N437 Sub-Transmission 2 Valve 1
G546 Hydraulic Pressure Sensor 2
– Gear-shift actuator valve 2 for gear-shift actuator B/gears 2/6
G612 Transmission Input Speed Sensor 2
G632 Transmission Input Speed Sensor 1
– Gear-shift actuator valve 4 for gear-shift actuator D/gears R/4
G658 Clutch Temperature Sensor 1
G659 Clutch Temperature Sensor 2
– clutch valve K2
G727 Selector Lever Position Sensor
G747 Parking Lock Sensor – gear train subset 2 safety valve
G868 Transverse Selector Lever Lock Sensor N447 Clutch Cooling Valve 1 – clutch K1
J587 Selector Lever Sensor System Control Module N448 Clutch Cooling Valve 2 – clutch K2
J743 Dual-Clutch Transmission Mechatronic N472 Main Pressure Valve
– holding solenoid for parking lock OFF
– Parking lock engagement valve/PEV
– Parking lock disengagement valve/PAV
V577 Transverse Selector Lever Lock Motor
Y5 Selector Lever Transmission Range Display
Auxiliary hydraulic module Parking lock module

tiptronic controls
Steering wheel
Electrical connectors on Transmission Control Module 2 J1006
643_090
Connector A pins 1-80 (T81a on ELSA wiring diagram)
Connector B pins 81-121 (T40a on ELSA wiring diagram)
73
Hydraulic circuit diagram
Key:
AW Input shaft
BP Bypass valve
CPU Central processing unit
– Outlet point on cooling channel for
control unit
DBV Pressure limiting valve
DF Pressure filter
DROP Lubrication point
GS Gear-shift actuator
GSV Gear-shift actuator value Parking lock module
HD Primary pressure valve

HP Hydraulic pump
K Clutch
KK Clutch cooling
KUV Cooling oil valve
KV Clutch valve
NH Normally high1)
NL Normally low1)
PAV Parking lock disengagement valve
PEV Parking lock engagement valve
PHM Parking lock holding solenoid
RD Residual pressure valve
SF Intake filter
SV Safety valve
TR Temperature regulator (thermostat)
TW Output shaft
VOL Volumetric flow valve
WTK Heat exchanger
– fluid: coolant
WTL Heat exchanger
– fluid: air
WV Change-over valve
1)
Explanation of NL and NH
NL characteristic NH characteristic
P
NL – Normally low means that the solenoid NH – Normally high means that the sole-
P
valve has a positive current/pressure charac- noid valve has a negative characteristic.
teristic. That, in turn, means that as the That, in turn, means that as the control
control current I increases, so does the current I increases, the control pressure P
control pressure P. decreases.
I I
Valve de-energized = no control pressure (0 Valve de-energized = maximum control

mA = 0 bar) pressure
If one of these valves fails, the corresponding If one of these valves fails, the correspond-
hydraulic valve or actuator is not operated ing hydraulic valve or actuator is set to its
and the associated functions fail. maximum level, for example, maximum
cooling oil flow rate or primary pressure.
74
Mechatronic module
643_091a
Key:
N433 Sub-Transmission 1 Valve 1 N440 Sub-Transmission 2 Valve 4

– Gear-shift actuator valve 1 for gear-shift actuator A/gears 5/1 – gear train subset 2 safety valve
N434 Sub-Transmission 1 Valve 2 N447 Clutch Cooling Valve 1
– Gear-shift actuator valve 3 for gear-shift actuator C/gears 3/7 – clutch K1
N435 Sub-Transmission 1 Valve 3 N448 Clutch Cooling Valve 2
– clutch valve K1 – clutch K2
N436 Sub-Transmission 1 Valve 4 N472 Main Pressure Valve
– gear train subset 1 safety valve N486 Parking Lock Solenoid
N437 Sub-Transmission 2 Valve 1 – holding solenoid for parking lock OFF
– Gear-shift actuator valve 2 for gear-shift actuator B/gears 2/6 N573 Parking Lock Solenoid Valve
N438 Sub-Transmission 2 Valve 2 – Parking lock engagement valve/PEV
– Gear-shift actuator valve 4 for gear-shift actuator D/gears R/4 N574 Parking Lock Solenoid Valve 2
N439 Sub-Transmission 2 Valve 3 – Parking lock disengagement valve/PAV
– clutch valve K2
75
Knowledge assessment
An On-Line Knowledge Assessment (exam) is Available for this eSelf-Study Program.
The Knowledge Assessment is required for Certification credit.
You can find this Knowledge Assessment at: www.accessaudi.com
From the accessaudi.com Homepage:
›› Click on the “App Links”
›› Click on the “Academy site CRC”
Click on the Course Catalog Search and select “950173 - The OBZ 7-speed Dual Clutch S tronic
Transmission in the 2017 R8”
Please submit any questions or inquiries via the Academy CRC Online Support Form
which is located under the “Support” tab or the “Contact Us” tab of the Academy CRC.
Thank you for reading this eSelf-Study Program and taking the assessment.
76
950173
All rights reserved.

Technical specifications subject to
change without notice.
Audi of America, LLC

2200 Ferdinand Porsche Drive
Herndon, VA 20171

SSP 950173 The Obz 7 Speed Dual Clutch S Tronic Transmission in The 2017 r8

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SSP 950173 The Obz 7 Speed Dual Clutch S Tronic Transmission in The 2017 r8

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The OBZ 7-speed Dual Clutch S tronic

Transmission in the 2017 R8

Self Study Program 950173

Course Number 950173

©2016 Audi of America, LLC

All rights reserved. Information contained in this manual is based on

Learning objectives of this eSelf-Study Program:

The power to the front wheels on the 2017 R8 is via the

Automatic Transmission Control Module 2

643_012 All Wheel Drive Control Module J492

Parking lock emergency

Shift schematic Automatic gate 643_010

Positions selectable without moving the selector

Selectable drive positions

Normal position of the selector lever and current drive position

Software lock: cancelled by pressing the release button – E681

Software lock: deactivate by pressing the foot brake1)

Mechanical lock by Shift Lock Solenoid N110

Note: An acknowledgement tone sounds when drive position

Automatic gate tiptronic gate

Speed-dependent transmission protection function

A change in driving direction from D to R and vice versa is only

At vehicle speeds above 5 mph (8 km/h), the transmission

Handle for selector lever top

Selector Lever Release Button

Parking Lock Button E816

Selector Lever Selector mechanism cover

Selector Lever Release Button E681 Parking Lock Button E816

It is responsible for detecting the driver input, analyzing the

J587 registers the positions of the selector lever as shown in

Gearbox Control Unit 1 J743 determines the desired trans-

It reports back the current transmission setting to the selec-

When a transmission setting is selected, there is a brief delay

Selector Lever Sensor System Control

Selector mechanism Selector lever

VAS 642 001

The Y adaptor VAS 642 001 allows measurements to be taken

Slider with sender elements for

Circuit board containing Selector Lever Sensor System Control

Transverse Selector Lever Lock Sensor

Selector Lever Position Sensor G727 for automatic gate

Selector lever in tiptronic gate

E313 Selector Lever

Selector Lever Release Button

Shift Lock Solenoid

Cross-piece with locking groove

Automatic gate of position engagement mechanism B1

Transmission setting P/R/N – selector lever transverse lock

Worm gear Reciprocating plate

Roller with swash plate,

Transverse Selector Lever Lock

Magnet for G868

Cross-piece with locking groove

The cross-piece is then no longer locked and the

Transverse Selector Lever Lock

Roller with worm gear

Locking groove clear – the cross-piece and,

Transverse Selector Lever Lock Motor

To do so, Transverse Selector Lever Lock Motor V577 is oper-