liquid trap is extracted by means of a suction jet pump and
drained off without pressure at the highest point in the tank.

Fuel vent valve

Open-ended drainage outlet

Non-return valve

T piece

Transfer Fuel Pump
G6

Vent line to carbon
canister

Suction jet pump of
active extraction system

Liquid trap with active extraction system

Key:
Fuel system pressure from Transfer Fuel Pump G6
Extraction

644_051
24

Fuel return to tank

Notes

25

Power transmission
Overview

7-speed dual clutch transmission 0CL

Splined propeller shaft

The following transmissions will be available at start of
production:

Front propeller shaft assembly

• 7-speed dual clutch gearbox 0CK – S tronic – DL382-7F
– front wheel drive – refer to page 32.

The propeller shaft is splined to the transmission output
shaft.

• 7-speed dual clutch gearbox 0CL – S tronic – DL382-7Q
– all-wheel drive – refer to page 32 - 34.

For more information, please refer to eSelf-Study Program
950103, The 2011 Audi A8 Power Transmission and the
Audi Service TV program "Audi A8 Power Transmission
Part 2 / Topic: Splined Prop Shaft" of 02.09.2010.

26

Rear final drive
Standard
• Rear final drive 0DB – for engines with a maximum torque
of up to approximately 295 lb ft (400 Nm). More more
details about this rear final drive refer to eSelf-Study
Program, 990163, The 2017 Audi Q7 Introduction.

Emergency-releasing the parking lock – refer to page 44

Rear propeller shaft assembly
The special procedure for attaching and tightening the
propeller shaft to the rear axle drive (triangular matching)
is described in the workshop manual.

Selector mechanism
The 0CL and 0CK transmissions are operated with “shift-by-wire” and
“park-by-wire” technology. – refer to page 28.

For detailed information about triangular matching, please
refer to eSelf-Study Program 991803, The 2009 Audi A4
Vehicle Introduction and the Audi Service TV program
“Audi A5 Power Transmission / Topic Prop Shaft Assembly
Concept” of 23.02.2010.

644_058
27

Automatic transmission selector mechanism

Basic shift schematic
Possible positions of the selector lever.
Normal position X in automatic mode or
normal position T in Tiptronic mode.

The 2017 Audi A4 uses the latest generation Audi selector
mechanism with full shift-by-wire capability (SBW). This
means that parking lock operation is also fully automatic.
The term used for this is "park-by-wire" (PBW). There is no
selector cable connecting the selector mechanism to the
transmission. This selector mechanism is currently used in
the 2017 Audi Q7 and will also be used in the future
C-series vehicles.
The operating concept is essentially identical to the familiar operating logic of other Audi models. After every operation, however, the selector lever always returns to the
center position in the automatic or Tiptronic gate.
The parking lock normally engages and disengages automatically via the Auto-P function, but can also be engaged
manually by the driver using the P button.
Shift schematic

This position information (A1, A2 etc.) is
displayed in the measuring values using
the VAS Scan Tool.

644_065

Tiptronic gate
Automatic gate

Positions selectable without moving the selector
Selectable drive positions
Normal position of the selector lever and current drive position
Software lock: deactivate by pressing Selector Lever Release Button E681
Software lock: deactivate by pressing the foot brake1)
Mechanical locking by Shift Lock Solenoid N110.
Deactivated by pressing Selector Lever Release Button E681
(brake pedal must also be pushed)
644_066

Tiptronic gate

Automatic gate
A2

A1

X

X

B1
B2

T

T+

T-

644_068

Speed-dependent transmission protection function
A change in driving direction from forward to reverse and
vice versa is only possible up to a driving speed of about
9.3 mph (15 km/h) with the 0CK/0CL transmissions.

644_067

1)

When this speed threshold is exceeded, a transmission
protection function prevents direction reversal.

he orange-colored software lock is activated in drive position N only after about one second. This allows quick-changing of the drive position from D to R and
T
vice versa without applying the brake. This makes it possible, for example, to free a stuck vehicle by rocking it backwards and forwards and makes it easier to
change gears when maneuvering the vehicle.

28

Component overview

Handle for selector lever
upper section

Handle for selector lever
bottom section with selector lever
gate

Selector Lever
Release Button
E681

P button –
Parking Lock Button E816 with
Parking Lock Indicator Lamp
K320. K320 illuminates the P
button in a dimmed fashion and
is brightly lit when the parking
lock is active.

Selector Lever Transmission Range Display
Y5

Plug connection E
Selector
lever

Selector Lever Sensor System
Control Module
J587

Plug connection C

Plug connection A

Selector Lever
E313

644_069

Selector Lever Release Button E681

Parking Lock Button E816

E681 is used to deactivate the software lock (highlighted in
blue in illustration 644_066) and to release Shift Lock
Solenoid N110. There are two shift elements for reliability
and diagnostic functions. In the event of a fault, button
E681 is considered actuated.

The P button is for manually deactivating the parking lock.
It can only be deactivated if a vehicle equipped with the
0CK/0CL transmission is traveling less than 0.6 mph
(1 km/h).

The locks marked red and blue (illustration 644_066) are
disabled. A fault is registered in the control module and
indicated to the driver in the DIS. To move the selector out
of drive positions P and N, the brake pedal must be pressed
in addition to the release button.

E816 has three elements for reliability and diagnostic
functions. The shift status is transferred to Selector Lever
Sensor System Control Module J587 via two interfaces. In
the event of a fault, a message appears in the DIS and the
parking lock can only be engaged by the Auto P function.
29

Information exchange

Information flow

Data between the selector mechanism and the transmission is via Data Bus On Board Diagnostic Interface J533
(Gateway). Selector Lever Sensor System Control Module
J587 communicates with the Infotainment CAN, Transmission Control Module J217 and the FlexRay.

J587 registers the positions of the selector lever as well as
Parking Lock Button E816 and Selector Lever Release
Button E618. It sends this information to Transmission
Control Module J217. The TCM engages the gear corresponding to the driver input and sends that information
back to J587.

If J587 should malfunction preventing the transmission
from operating using the selector mechanism, drive Positions, P, R, N and D can be selected by simultaneously
operating both shift paddles while the vehicle is stationary
with the foot brake applied.

J587 then activates Shift Lock Solenoid N110, Transverse
Selector Lever Lock Motor V577, Selector Lever Transmission
Range Display Y5 and Parking Lock Indicator Lamp K320.
During gear selection, there is a short delay until the corresponding gear symbol lights up.

Special feature of the dual clutch gearboxes
Selector Lever Sensor System Control Module J587 has two
additional interfaces for controlling Parking Lock Solenoid
N486. Refer to the functional diagram on the following page.

Selector Lever Transmission
Range Display
Y5

Selector Lever Sensor System Control Module
J587

644_070

Transverse Selector Lever Lock Sensor G868

Selector Lever Position Sensor G727

Note
The engine does not have to be running to disengage the parking lock (P-OFF). This is because ATF is supplied by an electricpowered ATF pump and a pressure accumulator. Therefore, the supply of ATF is not dependent on engine operation and the
parking lock can be disengaged when the ignition is on.
30

Function diagram – selector mechanism

Key:
E313
E681
E816
G727
G868
J587
K320
N110
V577
Y5

Selector Lever
Selector Lever Release Button
Parking Lock Button
Selector Lever Position Sensor
Transverse Selector Lever Lock Sensor
Selector Lever Sensor System Control Module
Parking Lock Indicator Lamp
Shift Lock Solenoid
Transverse Selector Lever Lock Motor
Selector Lever Transmission Range Display

Interface to parking lock holding magnet + (pin A1)
Interface to parking lock holding magnet - (pin A2)
CAN-High
CAN-Low

Infotainment CAN
644_071

Auto-P function
The parking lock is electro hydraulically operated. This
allows the TCM to automatically operate the parking lock,
enhancing operating comfort.

The driver can also engage the parking lock by pressing the
P button as soon as the vehicle is traveling slower than
1.2 mph (2 km/h).

The Auto-P function engages the parking lock automatically
(P-ON position) if all of the following conditions are met:

The parking lock is disengaged automatically (P-OFF position) if the engine is running and drive position D, S, R, N or
M is selected with the brake applied and the release button
pressed.

• Vehicle stationary – speed less than .6 mph (1 km/h)
• Driving position D, S, R or M is selected
• Engine is not running – terminal 15 OFF

Activating drive position N (P-OFF position)
Automatic engagement of the parking lock can be suppressed, for example, when in a car wash. A condition is
that the selector mechanism, P button and transmission
are functioning properly.

After 29 minutes the following message is displayed in the
DIS: "Start engine to remain in N." along with a warning
tone. If this instruction is not followed, the parking lock
engages after 30 minutes and the system shuts down.

To activate P OFF, N must be selected when the engine is
running. Then the engine must be switched off. When the
ignition is switched off, the parking lock is suppressed for
approximately 30 minutes.

If a speed signal (greater than .6 mph [1 km/h]) is detected
during this time, the period is extended according to the
driving time of the vehicle until the system detects that the
vehicle has been stationary for at least five minutes.
During the stopping period in the P-OFF position, electrical
power is consumed by the activity of the control module,
bus operation and the holding magnet. If the vehicle is held
stationary for a lengthy period of time, the battery may
become discharged to the extent that the parking lock
automatically self-engages.
If it is necessary to hold the parking lock in the P-OFF
position for a longer period of time, the parking lock emergency release mechanism must be actuated (refer to page
36 and 44).

31

7-speed dual clutch transmission 0CK/0CL – S tronic
Both the 0CK and 0CL S tronic transmissions are enhancements of the 0CK transmission introduced in the European
Audi A6 ultra. This vehicle was never sold in the North
American Region.

Key new features are a variant for quattro all-wheel drive,
the shift-by-wire technology and the electro-hydraulically
operated parking lock with park-by-wire technology.
These transmissions also use a plastic ATF pan.

7-speed dual clutch transmission 0CK – front-wheel drive
Electrical connection for the mechatronics and
Transmission Control Module J217

Combined gearbox ventilation system for
the ATF and MTF systems

Parking lock module – refer to page 36

Transmission selector lever for emergencyreleasing the parking lock – refer to page 36

Separate ATF system with ATF
supply independent of engine
operation

Electrical connection for Parking Lock Solenoid N486
• Parking lock holding magnet – refer to page 36

For detailed information about the function, design
and service-related aspects of the 0CK transmission in
the Audi A6 ultra (type 4G), refer to the following
Audi Service TV programs:
• 7-speed dual clutch gearbox 0CK – S tronic Part 1
Design and function of 26.10.2014.
• Dual mass flywheel with centrifugal pendulum-type
absorber of 16.01.2015.

32

644_072

Separate MTF system, dry sump lubrication system with MTF pump

Plastic ATF pan
• Use extreme care if setting the transmission down on the ATF pan. The
transmission should also be secured to prevent it from tilting backwards
which could damage the MTF pump.

Special features at a glance
Innovative features of the dual clutch transmission:
• Clutch operation with stationary central engagement system
(without rotary union)
• Active clutch plate separation
• Separate clutch cooling system
Shift-by-wire and park-by-wire
technology

Low-friction bearing concept
of gear set for increased efficiency

Dual mass flywheel with
centrifugal pendulum-type absorber

Rear axle final drive without hypoid offset

Dry sump lubrication system for
the gear set and MTF pump
• Transmission Electric Pump 2
V553

Mechatronic unit with demand-responsive,
full-time ATF supply independent of
engine speed by means of an electrical ATF
pump and pressure accumulator concept

Electric-powered tandem ATF pump
• Transmission Fluid Auxiliary Hydraulic Pump
V552

Pressure accumulator (gas pressure hydraulic
accumulator)
• Note: follow the safety instructions given in
the Repair Manual

644_073
33

7-speed dual clutch transmission 0CL – all-wheel drive
The quattro version – 0CL is, apart from the all-wheel drive
component set, identical to the front wheel drive version –
0CK.

Input shaft 2
644_074

MTF supply pan

Input shaft 1

Self-locking center differential with asymmetric-dynamic engine torque split
The self-locking center differential comes in different versions (different
manufacturers). The characteristics of both versions are identical.

34

Input shaft for
sub-gearboxes 1 and 2

The input shaft within the output shaft for
sub-gearboxes 1 and 2 connects to the spur
gear step of the front final drive

With the 0CK or 0CL transmission, top speed is in 6th gear.
In 7th gear engine speed is reduced for better fuel
economy. See also page 48.
Gear shift lever for
parking lock emergency release

Selector shaft for parking lock

Clutch K2

Parking lock module

Clutch K1

644_075

Pressure accumulator
(gas pressure hydraulic
accumulator)
Note: please follow the
safety instructions given
in the Repair Manual.

Spur gear step
– front final drive

MTF filler and
inspection bolt

Parking lock gear

Key:
Gearbox input, sub-gearbox 1
Gearbox input, sub-gearbox 2
35

park-by-wire (PBW) parking lock

The 0CK/0CL transmissions for the 2017 A4 use an
electro-hydraulically operated parking lock (park-by-wire).
The main feature of the system is that the parking lock is
not solely controlled by the Mechatronic unit; the selector
mechanism is also actively involved. Selector Lever Sensor
System Control Module J587 activates the parking lock
magnets while Transmission Control Module J217 controls
the parking lock. Refer to function chart on page 37.

Parking lock spring

Selector shaft

Parking lock lever

Lever for emergency-releasing
the parking lock – refer to
page 44

Pawl with spring

Parking lock gear

Drive Position Sensor
G676

Parking lock module

1

Solenoid Valve 6