SSP

Audi RS6Audi RS6Audi RS6Audi RS6Audi RS6

Self Study ProgramCourse Number 991303

Audi of America, Inc.Service TrainingPrinted in the U.S.A.Printed 6/2003

©2003 Audi of America, Inc.

All rights reserved. All information contained in thismanual is based on the latest product informationavailable at the time of printing and is subject to thecopyright and other intellectual property rights ofAudi of America, Inc., its affiliated companies andits licensors. All rights are reserved to make changesat any time without notice. No part of this documentmay be reproduced, stored in a retrieval system, ortransmitted in any form or by any means, electronic,mechanical, photocopying, recording or otherwise,nor may these materials be modified or reposted toother sites without the prior expressed writtenpermission of the publisher.

All requests for permission to copy and redistributeinformation should be referred to Audi of America,Inc.

Always check Technical Bulletins and the AudiWorldwide Repair Information System forinformation that may supersede any informationincluded in this booklet.

Trademarks: All brand names and product namesused in this manual are trade names, service marks,trademarks, or registered trademarks; and are theproperty of their respective owners.

Overview..................................................................................................................... Page 1

Body ........................................................................................................................... Page 3

Engine and Transmission............................................................................................ Page 8

Running Gear............................................................................................................ Page 38

Air Conditioning System.......................................................................................... Page 47

Other Features .......................................................................................................... Page 48

Technical Data .......................................................................................................... Page 50

The Self Study Program provides you with information regarding designs and functions.

The Self Study Program is not a Repair Manual.

For maintenance and repair work, always refer to the current service repair information.

Table of Contents

i

NOTE CAUTION

Overview

1

The Audi RS6

The arrival of the Audi RS6 has given awhole new meaning to the term “vehicledynamics.” As was the case with the AudiRS4, the new top model in the Audi A6Series was conceived by Audi’s stardesigners at quattro GmbH and developedin conjunction with Audi AG.

The quattro four-wheel drive Audi RS6 has a4.2-liter V8 engine with two turbochargers,five valves per cylinder and twin charge aircooling.

With 450 hp, 415 lb/ft of torque, Tiptronic 5-speed automatic transmission, and a sportsuspension, the RS6 has the agility of asports car, accelerating from 0 to 60 mph in4.6 seconds (0-100 km/h in 4.9 seconds).

Adding to the sporty feel and appearance ofthe RS6 are the Formula 1-style Tiptronicshift “paddles” on the steering wheel.

Overview

2

Standard features include leather, heatedRecaro sports seats, carbon fiber interiortrim, Symphony II radio with Bose soundsystem, and Xenon high intensityheadlights.

The Audi RS6 is not intended fortrailer operation or the installation ofan auxiliary heater.

Audi RS6 is the first vehicle to use thehydraulic active running gear systemDynamic Ride Control (DRC). This dampersystem eliminates much of the body roll andpitch encountered on cornering. A brakesystem with disc diameters of 365 mm(front) and 335 mm (rear) ensures balanceddeceleration.

With its high-grade materials, the exclusiveinterior equipment of the Audi RS6combines a sporty atmosphere andexcellent comfort.

Body

3

Sill Panels

The new sill cover panel is bolted to theunderbody as well as to the front and rearwings and is attached by means of plasticplugs to the top of the sill.

The side dirt deflectors forming part of theAudi A6 basic equipment are not fitted.

The upper fastening elements of the sillpanel trim are concealed by the sill moldingwith the RS6 emblem.

Rail section toaccommodate sill molding

Body

4

Raising the vehicle at other pointscould damage body components,including sill panels.

Jacking Points

The positions for jack and hoist applicationare marked on each sill panel. The reinforcedparts of the body designed to safelywithstand lifting forces are only to be foundin this marked area.

Mark on sill panel indicates bodyreinforcement point for applying jack

Body

5

Front End

The front end has been modified in the areaof the fog lights and charge-air inlet coverpanel. The screw connection for the fronttowing eye is located directly behind thiscover panel.

Engine Compartment

Noise Insulation

To help muffle sound, a noise insulationplate is fitted on the underside of the enginecompartment. The three center vents play anessential part in providing the large amountof additional cooling air required for theengine and transmission.

Cooling air for oil cooler

Honeycombcover panel

The flow of air is specifically directed tounits subject to high thermal load. The twoside vents enable the turbocharger coolingair to escape.

Turbochargercooling air

outlet

Turbochargercooling air

outlet

Inlet for gearbox cooling air

Body

6

Engine Compartment

The coolant expansion tank and brake fluidreservoir have been relocated to the plenumchamber.

Positioning pins in air cleaner housing

The levels in the expansion tank andreservoir can be checked in the usualmanner after removing the two covers.

Oil filler neck

The engine oil filler neck is locatedon the left side beneath the frontengine compartment cover.Release or engage the two coverlocking pins by tapping thembriefly. The cover can be tilted andlifted out.

MAXMAX

MINMIN

Coolantexpansion tank

Brake fluidreservoir

Locking pin(cap open)

Body

7

Rear Spoiler

A rear spoiler is standard on the RS6. Thespoiler is attached to the trunk lid using fourbolts. To achieve an even form fit on thetrunk lid contour, it is secured by means ofall-around double-sided bonding.

4 bolted joints

All-around bond

Engine and Transmission

8

Audi RS6 Engine

4.2L Biturbo V8

The engine was developed using the V8engine of the Audi S6 as a base.

The goal was to create an engine that couldachieve high torque levels at low enginespeeds.


9

BCY

Biturbo V8, 4.2-liter, 5-valve,90º, 4-stroke, gasoline engine

450 hp at 5700 - 6400 rpm

415 lb/ft of torque at1950 - 5600 rpm

6700 rpm

3.32 in. (84.5 mm)

3.66 in. (93 mm)

255 cu. in. (4172 cc)

9.8 : 1

1 - 5 - 4 - 8 - 6 - 3 - 7 - 2

507 lbs.

Motronic ME7.1.1 withelectronic multi-point sequentialfuel injection system

Two air-gap-insulated tubularmanifolds, two underhoodprimary catalytic converters,heated oxygen sensors

Premium Plus unleadedrecommended formaximum performance

Engine Technical Data

Code letters:

Type:

Power:

Torque:

Max. engine speed:

Bore:

Stroke:

Displacement:

Compression ratio:

Firing order:

Engine Weight:

Fuel Injection:

Emission system:

Fuel:

A sticker indicating the engine codeletters is attached to the toothedbelt guard (refer to Repair Manual).

This sticker must be reattached ifthe toothed belt guard is replaced aspart of repair work.

0

65

135

205

275

345

415

485

0

35

70

105

140

175

210

245

280

315

350

385

420

455

490

2000 4000 6000 8000

torq

ue (l

b/ft)

Engine Speed (rpm)

pow

er (h

p)


10

Crankshaft Group

Crankshaft

The crankshaft uses a standard shaftmodified in the flange area.

Because engine speed and inertia forces arerelatively low (greater compressive force),the V8 crankshaft is fitted with a doublyreinforced 10-hole flange drive plate.

4 x oil drainholes in areaof oil scraper

ring

Crankshaft with10-hole flange

Pistons

The piston skirt is provided with a FerrostanII bearing surface coating.

The piston design is such that cylinder bankassignment is not necessary.

The compression ratio is reduced to ε = 9.8.

Valves

In the course of reworking the necessaryvalve throats, the diameters of the twoexhaust valves per cylinder and thecorresponding seat rings were reduced tod = 27 mm.

Securing pinStarter ring gear

with sender wheel

Drive platereinforced with10-hole flange


11

Cylinder Head

Cylinder Head Gasket

In line with the engine concept, the cylinderhead made of a new Alumisil alloy is fittedwith a four-layer sealing system at thecylinder block and crankcase. The increasedpower level with charged engines produceshigher firing pressures.

The gasket materials are an important factorin the structural integrity of the engine. Theirdifferent profile heights permit optimumforce distribution within the componentsand extend the service life of the sealingbeads. As a central element, the gaskets aremade up of beaded, elastomercoated springsteel layers.

Cylinder head with cover

Cylinder head gasket

Cylinder block and crankcase

4-layer cylinder head gasket

4-layer structure of sealing system


12

Cylinder Head Cooling

The light alloy cylinder head with five valves(three inlet and two exhaust valves percylinder) has been adapted to meet themore exacting demands of the V8 biturboengine through the use of differentmaterials.

In the area of the combustion chambers andexhaust ports, the V8 engine has been fittedwith an optimized water jacket for improvedheat dissipation. This also necessitatedappropriate adaptation of the openings inthe multi-layer cyinder head gasket for thepassage of coolant.

Because of the differences in waterrouting, there are specific cylinderhead gaskets for each bank.

Marked areas show the optimized wateropenings in the cylinder head gasket

Water jacket inexhaust area


13

Oil Flow

The oil flow of the V8 biturbo is similar indesign and operation to the V8 5V engine.Two turbochargers for increased power addto the number of temperature-intensivecomponents in the oil circuit. A designmodification at the oil pump enables thecut-off pressure in the oil circuit to beincreased, ensuring constant supply and theproper cooling of all engine components.

Oil temperature is controlled by twoseparate coolers:

1st circuit — by the familiar oil/water heatexhanger in the oil filter module

2nd circuit — with the air-to-oil coolerlocated at the front end beneath the radiator

Turbocharger

New oil pump

Two-partsump

Dark Green =Oil circulation under pressure

Light Green =Oil circulation without pressure

Turbocharger

Oil filter modulewith integratedoil/water heat

exchanger


14

Air Supply

Two new, large air cleaner elements areused to cope with the increased airrequirements of the turbo engine.

Advantages of charge-air cooling:

• Improved efficiency thanks to greater density of cooled air

• Lower temperatures, reduced knock tendency

Compressor inletfrom air cleaner

Turbocharger

Pressurepipes

From charge-air cooler

Right charge-air cooler

Air intake elbow

Hoses tocharge-air

cooler

Upper collector

Lower collector

Cold air is drawn in through two separateinlets in the front end above the radiator.


15

After passing through the mass air flowsensors, the flow of air is routed through apiping system to the water-cooledturbochargers. Vibration-damping elementsat the air cleaner outlet and pressure pipeconnections ensure acoustic isolation of

the entire system. From the turbocharger,the hot compressed air is routed to thecharge-air coolers and then through thenewly developed air collector pipe at thefront of the engine. The intake manifold isresponsible for distribution to the cylinders.

To engine

Air collector pipe

From charge-air cooler

Cold air inlet

Left charge-air cooler


16

Crankcase Breather

The crankcase breather consists of thefollowing:

• Pressure limiting valve

• Non-return valve

• Tubing with distributor

For more details on design andoperation of the crankcase breather,EVAP system, secondary air,charge-air control and recirculationcontrol, refer to SSP 941903 —2.7L V6 Biturbo.

Connection at cylinder blockand crankcase/oil separator

Connection atintake manifold

Cylinder headcover connection

Pressure limiting valve

Non-return valve

Connection upstreamof compressor

Cylinder headcover connection

Pressure limiting valve


17

EVAP System

The EVAP system recirculates the fuelvapors from the activated charcoal filter viathe EVAP cannister purge regulator valveN80 and two non-return valves to the intakemanifold.

The N80 valve regulates fuel vaporrecirculation on the basis of a duty cyclespecified by the Motronic engine controlmodule to suit the corresponding operatingstatus.

Distributor

Recirculation upstreamof turbochargers

Non-return valve 1

Non-return valve 2

Recirculation upstreamof turbochargers

N80 valveconnection

Intake manifoldconnection


18

Secondary Air System

Charge-Pressure Control

Secondary aircombination valve 1

Secondary aircombination valve 2

From secondary air pumpwith integrated filter

Wastegate bypass regulatorvalve N75

Charge-air pressure sensor G31

Solenoid


19

Recirculation Valve

The sudden transition from operation underload to overrun produces a high backpressure between the turbocharger andthrottle valve. To protect the turbochargers,this pressure is dissipated by opening thepneumatic recirculation valves. At the sametime, this also reduces the drop inturbocharger speed and enhances re-operation response.

The recirculation valves are actuated by theMotronic engine control module via thesolenoid turbocharger recirculating valveN249. By incorporating the vacuumreservoir, the recirculation valves canoperate independently of the intakemanifold.

In the event of solenoidturbocharger recirculating valveN249 failure, the intake manifoldpressure keeps the pneumaticrecirculation valves open.

Vacuum reservoirs for controllingdivert air valves are located in

front left wheel housing

Re-entry of recirculated charge airupstream of turbocharger

Arrows indicatebypass route

for recirculation

Connection at aircollector pipe

Connection at aircollector pipe

Pneumaticrecirculation valves


20

Cooling System

The combined engine and gear oil cooler,the fluid cooler, the air conditionercondenser and the radiator are arrangedbehind one another. The coolant/oil heatexchanger — an oil cooler without aseparate housing — is bolted to the oil filtermodule to form a unit.

An additional oil/air heat exchanger isneeded because of the high power outputgenerated in the automatic transmission.The engine and gear oil cooling functionsare combined in a joint cooler. The oilcircuits are kept separate.

Oil filtermodule

Oil filtermodule

Oil filter

Engineoil return

Oil filteradapter

Engine oilsupply

Engineoil flow

Oil cooler

Fluidcooler

O-ring seal

Condenser

Coolantflow

Engineoil cooler

Radiator with integratedgear oil cooler

Gear oilcooler


21

The control module for the 600 W fan isintegrated directly into the fan motor,whereas the 300 W fan has a separatecontrol module/output stage. Differentconditions apply to actuation of the twofans.

Fans

Two suction fans connected in parallel(600 W and 300 W) are used to providecooling air. The fan control modules areactuated by way of the engine controlmodule as a function of load.

1. The fan request is transmitted by the airconditioner operating module via theCAN-bus to the engine control module,where it is then relayed directly to thefans.

2. In normal engine operation or at idle thefans are controlled as a function ofengine and ambient temperature.Maximum selection is made betweenthe air conditioner and enginetemperature.

3. Triggering and duration of fan run-on afterswitching the engine off are governed bythree different criteria:

- Average fuel consumption > 7 ml/s and engine temperature > 220ºF when engine is switched off

- Measured engine temperature greater than 220ºF and ambient temperature greater than 32ºF

- On switching off the engine, oil temperature greater than 200ºF

If the fan control modules do notreceive any information from theengine control module, the fansswitch to emergency operation andthis is recorded in the fault memory.

Checking fan operation with theengine running will not guaranteethat the fans will respond in run-onmode. A separate check mustalways be made following repairs.Use the VAS 5051 Scan Tool for finalcontrol module diagnosis.

300 Wfan 2

600 Wfan 1


22

Coolant Flow

After-Run Coolant Pump

The coolant pump evenly distributes coolantto both cylinder banks. The engine oil cooleris integrated into the water circuit, using anelectric water pump to avoid reheating.

After switching off the engine, localoverheating (vapor bubble formation) mayoccur due to reheating of the coolant in thearea of the turbochargers.

To prevent this, continuous circulation ismaintained by the after-run coolant pumpV51 via the coolant circulation pump relayJ151. This pump is actuated by the Motronicengine control module J220.

The cut-in criteria for the V51 pump areprovided by the following sensor values:

• Coolant temperature (G2/G62)

• Engine oil temperature (G8)

• Ambient temperature (G42)

Coolant Circulation During Engine Operation

Rad

iato

r

Engine oil cooler

Heating systemheat exchanger600 W

electric fan

Turbocharger

Bulkhead

300 Welectric fan

Thermostat

Breatherhole

After-run coolantpump V51

Expansion tank

Combined coolanttemperature sensors G2/G62


23

At engine temperatures of >130ºF, pumprun-on is maintained for approximately 15minutes before the main relay is finally de-energized.

The V51 pump is located beneath the intakemanifold. Pump operation is not requiredwhen the engine is running. The pump is notactuated directly. Actuation of the pumpreverses the direction of coolant flow to theturbochargers.

The red arrows in the marked frameindicate the change in flow direction.

Coolant Circulation During Run-On

TurbochargerV51

After-run coolantpump V51

To enginecooling circuit

Fromturbochargers


24

Oil Cooling

The oil cooling system is split up into twocircuits:

Engine Oil Cooling

This is implemented by way of a constantflow through the coolant/oil heat exchanger(rapid attainment of engine oil operatingtemperature on cold starting by preheatingvia the heat exchanger). After reaching aspecified temperature value, the secondcircuit to the air-to-oil cooler is switched on athermostat controlled basis.

This circuit is located at the front endbeneath the radiator and is fitted in a jointhousing together with the additional gear oilcooler. The two have separate inputs,however, and operate independently. Thedirection of oil flow to be cooled is alwaysthe same to prevent thermal stress in thecooler housing.

Oil connection attransmission

Supply

Return

Oil connectionat engine

Coolant/oil heatexchanger connection

Return

Supply


25

Air-to-Oil Cooler

The air-to-oil cooler additionally fitted in thecircuit maintains the temperature at anoptimum level when increased power isrequired.

Gear Oil Cooling

To ensure a long transmission service life,two coolers are used:

Water-to-Oil Cooler

After starting the engine, the oil starts toflow in the area of the water-to-oil cooler. Asthe coolant in the water circuit warms upmore quickly, the gear oil attains itsoperating temperature sooner.

Extremely low ambienttemperatures could causetransmission problems if the gear oilwere not preheated.

Split air-to-oil cooler:1/3 gear oil cooling (top)

2/3 engine oil cooling (bottom)

Oil connectionat transmission


26

Fuel pump G6

Transfer fuel pump G23

Fuel tank with external fuel pump

Fuel System

The Audi RS6 features two fuel pumps witha hydraulic series connection to provide thenecessary fuel:

• Fuel pump G6 (pre-supply pump) islocated directly in the tank

• Transfer fuel pump G23 is fitted to thetank as an external pump unit

Both pumps are electrically actuated inparallel by way of the fuel pump controlmodule J538, which is fitted next to the rearright seat belt reel beneath a cover. Thiscontrol module is supplied with electricalsystem voltage by way of the fuel pumprelay J17.

The Motronic engine control module J220 isresponsible for cut-in of the two pumps asrequired via J538.

Depending on the immediate fuelrequirement, the pumps are actuated eitherwith maximum electrical system voltage(high requirement) or with voltage reducedto 10V (lower requirement).

The corresponding switching control signalis derived from the immediate fuelconsumption calculated in the enginecontrol module.

In the event of a change in the volume offuel required, the fuel pump control moduleswitches the pump voltage from maximumelectrical system voltage to 10V and viceversa. The voltage reduced to 10V isprovided by a voltage converter in the fuelpump control module.


27

Fuel filter

Transfer fuel pump G23

Fuel pump unit withincreased delivery

In the case of “hot starting,” the pumpvoltage remains at electrical system voltagelevel for roughly five seconds after startingto keep vapor bubbles from forming in thefuel pipe.

A conventional fuel pressure regulator at thefuel rail keeps the fuel pressure at aconstant four bar relative to intake manifoldpressure.

On starting the vehicle, the fuel pumps areactuated for roughly one second withmaximum electrical system voltage. Thisensures a rapid build-up of pressure in thefuel supply (a provision of standby pressure).

When driving, the pump voltages areswitched in line with fuel consumption. Ondropping below a defined fuel consumptionrate the pump voltage is reduced to 10Vafter a delay of approximately two seconds.

If a fault is detected, the engine willnot start or it will switch toemergency operation.


28

A (blue) control signal

B (green) feedback (pump status)from pump control module toengine control module

Diagnosis

The engine control module monitors theconnections to the fuel pump controlmodule. The fuel pump control modulemonitors the connections to the pumps andtransmits the output voltage values to theengine control module. These values aremonitored for plausibility

Following entry of a fault in the faultmemory, it is either not possible to start thevehicle (fuel pump relay does not switch) orthe engine will only run in emergency mode.

G6 Fuel pump (pre-supply pump)

G23 Transfer fuel pump

J17 Fuel pump relay

J220 Motronic engine control module

J538 Fuel pump control module

Fuel Pump Electrical Circuit

Fuel pump controlmodule J538

30

31

J220 J538

G6 M MG23

J17

AeriwlortnoCegatlov

gnitarepopmuPegatlov

V0 V01

V21 V21


29

Further downstream, two isolating elementsprovide the necessary vibrationcompensation (and acoustic isolation) aswell as compensation for engine movementin relation to the exhaust system.

The following underfloor catalytic converters(metal substrate) achieve optimum emissioncontrol with low exhaust gas back pressure.

Exhaust System

The Audi RS6 has a dual-flow exhaustsystem. The two exhaust pipes of the V8engine are routed separately from theengine to the two oval tailpipes, producingthe unique RS6 sound.

Exhaust gas flows through individual pipesfrom the cylinders via the air-gap insulatedmanifolds directly downstream of theturbochargers to two primary catalyticconverters of the metal substrate type.

HeatedoxygensensorG108

Heated oxygen sensor G39

Isolating elements

Primary catalytic converters

Oxygen sensor G131

Oxygen sensor G130

Center silencer

Underfloor catalytic converters

Rear silencer withoval tailpipes andnoise optimization


30

Charge-pressure control is implemented byway of the common wastegate bypassregulator valve N75.

Turbochargers

Charging is provided by two water-cooled,rapid response, mechanically controlledturbochargers.

The turbochargers should not bereplaced separately, but as a pair toavoid differences in performancedue to structural tolerances (old/new component).

New stud and nut method of exhaustmanifold attachment to turbocharger


31

Clutch, selector elements and brakes arecontrolled electro-hydraulically, permittinggear selection under load with no loss oftractive power.

The following modifications have beenmade to the previous transmission:

• Reinforced transfer gear andtransmission housings

• Increased clutch pressure

• Brake “D” reinforced (one additionalcoated disc)

• Reinforced spur gear drive splines(modified material)

Transmission

Engine torque is transmitted to thetransmission by way of a hydrodynamictorque converter (diameter 280 mm) withlock-up clutch.

The transmission is based on a provendesign for vehicles with high engine torque,employing Tiptronic and electronic throttle. Ittakes the form of an electro-hydraulicallycontrolled 5-speed automatic transmissiondelivering 415 lb/ft of torque at 1950-5600rpm.

The five forward gears and reverse gear areaccessed through a planetary transmission.

Spur geardrive

Brake “D”

Converter diameter increasedfrom 260 to 280 mm


32

The transmission flange of the crankcasehas been reinforced at the mounts. Modifiedtransmission mounts are required toaccommodate the forces occurring.

Three bolts are used on either side of thetransmission housing for mounting.

Rear Final Drive

Because of the thermal load resulting fromthe drive power, the rear-axle transfer casefeatures an additional aluminum cooling finelement.

A special thermal conduction paste betweenthe housing and the fins of the aluminumheat sink ensures optimum heat dissipation.

Rear final drive withtop-mounted aluminum

cooling fin element


33

Steering Wheel with Tiptronic Paddles

Paddles on the right and left of the sportssteering wheel permit manual selection ofthe desired gears. The selector buttons canonly be activated when the selector leverposition is in the manual Tiptronic shift gate.

Change UP — tap right paddle (+) towardsteering wheel

Change DOWN — tap left paddle (-) towardstearing wheel

3-Spoke Sports Steering Wheel


34

Control and display module forair conditioner/Climatronic E87

System Layout

Motronic ME7.1.1 Sensors/Actuators

Mass air flow sensor G70Mass air flow sensor (2) G246

Engine speed sensor G28

Camshaft position sensor G40 and camshaftposition sensor (2) G163

Heated oxygen sensors G39, and (2) G108Oxygen sensors G130 and (2) G131

Throttle valve control module J338 withangle sensor (1) G187 and (2) G188 forthrottle drive G186

Intake air temperature sensor G42

Combined engine coolant temperaturesensors G2 and G62

Charge-air pressure sensor G31

Knock sensor (1) G61, knock sensor (2) G66and knock sensor (3) G198

Throttle position sensor G79 and acceleratorpedal position sensor G185

Exhaust temperature sensors (1) G235 and(2) G236

Brake light switch F and brake pedal switchF47 (cruise control)

Additional signals

Steering anglesensor G85

ABS controlmodule J104

Transmission controlmodule J217

Control module with display ininstrument panel insert J285


35

Left/right electro-hydraulic engine mountsolenoid valves N144/N145

Fuel pump relay J17, fuel pump control module J538,fuel pump G6, transfer fuel pump G23

Fuel injectors (bank 1) N30, N31, N32, N33

Fuel injectors (bank 2) N83, N84, N85, N86

Ignition coil with power output stage (1) N70, (2)N127, (3) N291 and (4) N292

Ignition coil with power output stage (5) N323, (6)N324, (7) N325 and (8) N326

EVAP canister purge regulator valve N80

Wastegate bypass regulator valve N75

Throttle valve control module J338 with throttle driveG186 and throttle drive angle sensors (1) G187 and

(2) G188

Camshaft adjustment valves (1) N205 and (2) N208

Turbocharger recirculating valve N249

Heated oxygen sensor Z19, Heated oxygen sensor(2) Z28, Oxygen sensors (1) Z29 and (2) Z30

Coolant fan control module J293, Coolant fan controlmodule (2) J671, Coolant fan V7 and Coolant fan

(2) V177

Secondary air injection pump relay J299, secondaryair injection pump motor V101

Coolant circulation pump relay J151, after-run coolantpump V51

Additional signals

Diagnosis


36

CAN Data Exchange

As with the Audi A6, data is exchanged inthe Audi RS6 between the engine controlmodule and the other control modules byway of the CAN-bus.

The system layout illustrates the exchangeof data between the individual interlinkedvehicle systems.

Engine Control Module

• Idling speed information

• Accelerator pedal position

• Kickdown switch

• Actual engine torques

• Engine speed

• Driver input torque

• Coolant temperature

• Brake light switch

Transmission Control Module

• Gearshift active/not active

• AC compressor operation not permitted

(shut-off)

• Torque converter clutch status

• Selector lever position

• Specified idling speed increase

• Gear information (actual/target gear)

• Motion resistance index (hill detection)

• Emergency programs (information via self-

diagnosis)

• Converter loss moment (transmission

mount moment)

• Specified engine torque

• Idle regulation adaptation release

• Engine torque gradient limitation

(converter/transmission protection)

ESP/ABS Control Module

• TCS request

• Specified TCS intervention torque

• Overrun torque limiting function request

• Overrun torque limiting function

intervention torque

• Brake pedal status

• TCS/EBC warning lamp info (EBC =

Engine Braking Control)

• ABS braking active/not active

• EBPD intervention active/not active (EBPD

= Electronic Brake Pressure Distribution)

• Converter loss moment (transmission

mount moment)

• Vehicle speed

• Wheel speeds

Drive System CAN High

Drive System CAN Low


37

Instrument Panel

• Self-diagnosis information

• Coolant level sensor info

• Overheating lamp info

• Fuel level

• Vehicle speed

• Ambient temperature

• Coolant temperature

• Oil temperature

• Mileage

• Immobilizer

Air Conditioner and Heater Electronics

• Air conditioner requirement

• Heated rear window status

• Air conditioner compressor status

• Air conditioner pressure signal

• Coolant fan request

Data transmitted by enginecontrol module

Data received and evaluated byengine control module

• Fault statuses of various messages

• AC compressor operation not

permitted (shut-off)

• Vehicle speed

• Idling speed

• CCS switch positions (cruise control

system)

• CCS specified speed

• Throttle valve angle

• Immobilizer

• Temperature in intake manifold

• Electronic throttle warning lamp

info

• OBD II warning lamp info

• Fuel consumption

• Actual radiator fan actuation

status

• Altitude information

• Pressure upstream of throttle

valve (charge pressure)

• Emergency programs

(information via self-diagnosis)

• Engine data for maintenance

interval extension

• Oil level threshold for oil MIN

warning

Running Gear

38

Front Axle

Brakes modifications to the front axle:

• New protective brake rotor back plates

• 8-piston Brembo brake calipers (fourpads)

• Multi-layer brake rotors, each with adiameter of 365 x 34 mm

To accommodate the larger scale of thebrake system, the diameter of the brakemaster cylinder was increased to 26.99 mm.This involved an increase in the hydraulictransmission ratio from i = 5.5 on the AudiS6 to i = 7 on the Audi RS6.

The Audi RS6 uses a new technology for thewheel bolts to maintain constant torque.

The tapered section of the bolt is not part ofthe body of the bolt. Similar to a packingplate, the tapered washer is only looselyattached to the bolt in the cylindrical section.

The particular advantage of this method ofattachment is that previously used boltedjoints only permit slight changes to thespecified tightening torques for aluminumwheels due to contact corrosion.

Coefficient of frictionremains constant

Running Gear

39

These are directional rotors, so therunning direction of the rotor mustalways be adhered to.

Brake rotor back plate

Brake rotor

8-piston brake caliper

Wheel hub

Running Gear

40

Rear Axle

The Audi RS6 uses the proven Audi S6 rearaxle design. Because of increased loads, thewheel bearing housings are made of steel,not aluminum. To achieve increased brakingpower, the system features larger diameterrear brake rotors (335 x 22 mm).

The diameter of the single-piston brakecalipers has been enlarged.

The hand brake cable was lengthened forbetter installation.

Audi RS6 uses a steelwheel bearing housing

Running Gear

41

Remember, these are directionalrotors, so the running directionof the rotor must always beadhered to.

Single-piston brake caliperwith larger piston diameter

Wheel hub

Brake rotor

Brake rotorbacking plate

Running Gear

42

Dynamic Ride Control (DRC)

Conventional spring/damper systems canonly offer a compromise between maximumride comfort and a sporty driving style. Thebasic requirements of ride comfort —minimum vertical body movement whennegotiating uneven surfaces, and smoothrolling characteristics — are diametricallyopposed to those associated with the sportyproperties of a vehicle, for example, agilehandling and less side tilt with high lateralacceleration.

Dynamic Ride Control (DRC) permits a basicsetting of the spring/damper assemblywhich is relatively soft and comfortable forsporty vehicles. At the same time, DRCeffectively suppresses body roll and pitchwhen cornering and braking under mostdriving conditions.

Operation of the DRC system is based onactive utilization of the volume of oildisplaced by the piston rod when thedamper is compressed and the resultantchange in pressure in the damping system.Conventional dampers providecompensation for the volume displaced bythe piston rod by employing a compressiblegas cushion (single-tube gas-filled damper)or through the use of an additional chamberinto which the displaced oil can expand(twin-tube damper).

The diagonal connection between therespective front and rear dampers to formtwo linked systems makes use of thedifferent pressures occurring with bodymovement to adapt the specific dampercharacteristic curves to these drivingconditions.

The diagonal connections betweenthe front and rear axle are geared interms of pipe length and pipe crosssection to the system as a whole.

Front axle damper

Design-relatedseparating points

Fixed steel pipe inunderbody area

Separating point for compensating pipeat front axle damper with a valve

element at each end

Flexiblehose

connection

Running Gear

43

Compensation for the volumes of oildisplaced is provided by one gas-filledcentral valve per diagonal link.

The movement of the floating pistonseparating the gas-filled and hydraulicsections is controlled by its own damper.

If a leak develops, the system ofdampers and pipes affected must beevaluated and re-filled. The pre-filled,ready to install central valve mustalways be replaced because itensures necessary systempressure.

The ends of the pipes at the damper,pipe and central valve separating pointsare automatically sealed by the valveelements when disconnected.

When re-connected, system pressure isre-established by the central valve andthe DRC is ready for operation.

When working on a filled DRCsystem, the central valve must becompletely connected beforesupporting the vehicle on its wheels.Otherwise, the damper piston rodgaskets may be damaged, making itnecessary to replace the damper.

Fixed steel pipe inunderbody area

Rear axle damper

Central valve with pressure accumulator(16 bar pre-load), attached to spare wheel well

Separating points between centralvalve and compensating pipe

Running Gear

44

Hydraulic System Diagram

Synchronous Operation

If both dampers are compressed at the sametime, the pressure builds up in the samedirection in both pressure chambers. Theactive piston faces move jointly toward thegas cushion in the pressure accumulator.This results in damped compression(comfort setting) of the dampers as afunction of the compression rate.

Rear spring/damper

Valve piston

Piston 2

Compression

Piston 1

Compression Valve discs

Central valve Front spring/damper

Direction of pistondamping action

Piston speed

Damping characteristic curve

At t

he ti

me

of s

ynch

rono

us c

ompr

essi

on

Running Gear

45

Non-Synchronous Operation

Movement of the piston rods in differentdirections produces different pressurepotentials in pressure chambers 1 + 2 (referto pressure direction as indicated by yellowarrows in illustration). Piston movementtoward the gas accumulator is thus notpossible or only possible to a limited extent.

The valve bores in piston 1 provide thenecessary pressure equalization. These aresealed on one end by thin metal discs sothat flow is only possible through the holesin the piston from one side and can onlyreach a certain threshold pressure.

The setting of the dampers is governed bythe internal workings of the dampers, and bythe following: the ratio of the surface areas,the volume displaced by the damper pistonrods, the bores in the piston of the centralvalve, and the threshold pressure applied tothe piston valves.

Piston rod

Pressurechamber 1

Gasaccumulator

Extensionat rear

Piston rod

Pressurechamber 2

Compressionat front

Piston speed

Damping characteristic curve

At t

he ti

me

of v

ehic

le ro

ll

Running Gear

46

Central Valve

The pressure accumulator (gas accumulator)in the central valve is pre-loaded by thesupplier to a pressure of 16 bar. The dampersystem oil pressures applied to pressurechambers 1 and 2 provide damped pressureequalization in conjunction with thedisplacement piston.

The pressure zones 1 and 2 shownrepresent the surfaces within thecentral valve acting on thedisplacement piston.

Components are supplied pre-filledwith a pressure of 16 bar. Improperhandling could lead to injury.

Housing ofcentral valve

To frontdamper

Metal discs (variableflow control)Displacement

piston

Gasaccumulator

Gaskets at bottomof gas accumulator

Gasket between gasaccumulator andpressure chamber

Pressure

chamber 2

Valve unit

Valve unitsecuring nut

To reardamper

Pressure

chamber 1

Valve unitsealing lip

Air Conditioning System

47

Air Conditioning System

The accumulator connections have beenswitched from block to screw type.

Conversion of coolantpipe from block toscrew connections

Block connections at air-conditioner compressor

Accumulator

Block connection atcondenser retained

Condenser

Other Features

48

Trunk

For space reasons and to improve weightdistribution, the battery was relocated tobehind the rear axle in the trunk area.

To remove the battery cover, fold down thepassenger side rear seat to gain access tothe forward facing fasteners. There is also aninward facing fastener and two bolts facingrear.

The spare tire is located under the trunkfloor, with tire repair kit stowed behind theleft access door, above the navigation unit.The air compressor is located behind theright access door.

Special Tool

DRC Tool VAS 6209

This tool is required for emptying,evacuating and filling the dampers and pipesof the DRC.

Other Features

49

Navigation

Audi Telematics by OnStar is standard on allRS6 models.

Top Fin

RS6 models feature a GPS antenna forNavigation and OnStar.

Technical Data

50

Technical Data

noitangiseD tinU obrutibL2.4

ENIGNE

sretteledocenignE YCB

ngisedenignE2,tnemegnarraVº09nienigneenilosagobrutibekorts-ruofevlav-5rednilyc-8

sevlavtsuahxedelooc-muidosowt,tnemtsujdatfahsmacelbairav,sdaehrednilyc

gnimitevlaV daehrednilycrepstfahsmacdaehrevoowT

rednilycrepsevlav/srednilycforebmuN 5/8

yticapaC 3mc 2714

ekortsxeroB .ni 63.3x23.3

oitarnoisserpmoC 1: 8.9

egrahcmumixaMerusserp

rab 8.0

metsysnoitingi/noitcejnileuF elttorhtcinortcele,lortnocerusserp-egrahchtiw1.1.7EMcinortoM

gnicapsrednilyC mm 09

deepsgnildI mpr 058/097

deepsmumixaM mpr 0076

rewopdetaR mpr@ph 0046-0075@054

euqrotmumixaM tf/bl 0065-0591

tnemeganamenignE

pam,gniretemssam-riax2htiwnoitcejnitniop-itlumlaitneuqescinortceleylluFsliocnoitingiepyt-licnep,metsysnoitingisselrotubirtsidhtiwnoitingidellortnocsag-tsuahxeevitceles-knabrednilyc,lortnocgnimittfahsmac,segatsrevirddna

tratsdipar,lortnoceuqrotenignedetanidrooc,noitalugererutarepmetlamreht,noitcnufycnegremerednesdeeps,srosneskconkeerht,noitingocerlortnocerusserp-egrahcaivsraeglaudividnirofnoitatimileuqrotdnanoitcetorp

metsyslortnocnoissimE

latemdoohrednuowt,sdlofinamtsuahxeepyt-llehsdetalusnipag-riaowTdloc(gnitratsretfaesaercnideeps-enigne,sretrevnoccitylatacyramirpetartsbusria-yradnoces,srosnesnegyxodetaehevitceles-knabrednilyc,)noitcnufgnitaeh

metsys

redrogniriF 2-7-3-6-8-4-5-1

yrettaB stlov )rh/pma011(stlov41

rotanretlA stlov )pma051(stlov41

thgiewenignE .sbl .sbl705yletamixorppa

Technical Data

51


noissimsnarT

metsysevirD,laitnereffidretnecnesroTgnikcolcitamotua,evirdleehw-ruoftnenamreporttauq

sleehwnevirdllatanoitacilppaekarbaivLDEkcollaitnereffidcinortcele

xobraegfoepyT PSDmargorptfihscimanydhtiwcinortpiTdeeps-5

sekarB/gnireetS/raeGgninnuR

elxatnorF noitasnepmocllorCRD)lortnoCediRcimanyD(htiwraeggninnurstrops6SR

elxaraeR noitasnepmocllorCRD)lortnoCediRcimanyD(htiwraeggninnurstrops6SR

gnireetS gnireetsnoinipdnakcareerf-ecnanetniamdetsissa-rewoP

oitargnireetsllarevO 3.41

elcricgninruT .tf )bruc-ot-bruc(4.73,)kcol-ot-kcol(8.2

metsysekarbraer/tnorF

-8htiw,sekarbcsidraer/tnorfdetalitnev,metsysekarblanogaidtiucric-lauDcinortcelehtiw)SBA(sekarbkcolitna,tnorftasekarbecnamrofrephgihnotsipnoitcart,)LDE(kcollaitnereffidcinortcele,)DPBE(noitubirtsiderusserpekarb

)PSE(margorpytilibatscinortcele,)SCT(metsyslortnoc

ekarbraer/tnorFretemaid

.ni 9.0x91.3/3.1x73.41

sleehW ngisedekops-9ni03SR81xJ5.8sleehwyollathgiL

eziseriT seritecnamrofrephgih81RZ04/552

Technical Data

52


snoisnemiD/ydoB

staes/sroodforebmuN 5/4

htgnelllarevO .ni 3.191

gnidulcnihtdiWsrorrim

.ni 4.87

thgiehelciheV .ni )dedaol(1.65yletamixorppa

esableehW .ni 6.801

kcartraer/tnorF .ni 1.26

yticapacegagguL)APE(

.tf.uc 0.51

thgiewbruC .sbl 4204yletamixorppa

Technical Data

53


seiticapaC

tnaloocenignE 21GWV

metsysgnilooC)gnitaehgnidulcni(

.tq 6.11

gnidulcni(lioenignE)retlif

.tq 5.9

knatleuF .lag 7.12

ecnamrofreP

deepspoT hpm aciremAhtroNrofdetimilyllacinortcele)h/mk052(551

noitareleccA

hpm05-0)h/mk08-0(

.ces 5.3

hpm06-0)h/mk001-0(

.ces 6.4

elim4/1 .ces 1.41

leuffoepyT dedaelnusulPmuimerP

ymonocEleuF

ytiC gpm 0.51

yawhgiH gpm 0.22

denibmoC gpm 0.81

ecnanetniaM/ytnarraW

ytnarrawdetimilelcihevwenmk000,08/raey-4/ytnarrawdetimilelcihevwenelim000,05/raey-4

ecnanetniamdeludehcsegrahc-onmk000,08/raey-4/ecnanetniamdeludehcsegrahc-onelim000,05/raey-4

noitarofrepnoisorroctsniagaytnarrawdetimilraey-21

sraey4rofecnatsissAedisdaoRruoh-42

Knowledge Assessment

54

An online Knowledge Assessment (exam) is available for this SelfStudy Program.

The Knowledge Assessment may or may not be required forCertification. You can find this Knowledge Assessment at:

www.academy.accessaudi.com

From the academy.accessaudi.com Homepage, do the following:

• Click on the Certification tab

• Type the course number in the Search box

• Click “Go!” and wait until the screen refreshes

• Click “Start” to begin the Assessment

For assistance, please call:

Audi Academy

Learning Management Center Headquarters

1-866-AUDI-ALC

(8:00 a.m. to 8:00 p.m. EST)

Audi of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in the U.S.A.June 2003

SSP

Documents

primary catalytic

toothed belt

dynamic ride

damping characteristic

coolantoil

power output

converter

throttle drive