J492
with All Wheel Drive Clutch Actuator V622
and All Wheel Drive Clutch Position Sensor G969

ATF drain plug
1)

669_065

Manufacturer’s internal designation: VTK120 = Coupling with 1200 Nm coupling torque – Four-wheel drive coupling 0CX
VTK080 = Coupling with 800 Nm coupling torque – Four-wheel drive coupling 0CJ

Reference
For further information about quattro with ultra technology, refer to the following eSelf-Study Program 990173, The 2018
Audi Q5 Introduction.
22

quattro with ultra technology/rear final drive
Rear final drive 0B0 or 09R is installed in the Audi A7 with
quattro ultra, depending on the engine version. The basic
design and operating principle of the two versions are
identical. They differ exclusively in terms of the drive torque
which can be transmitted.

The following are the main components which
have been modified compared with final
drive 0B0 to enable the higher level of drive
torque to be transmitted by final drive 09R:
>> Final drive gear set increased
in size (crown wheel ⌀ 195 mm
instead of ⌀ 165 mm on final drive 0B0).

669_061

Gear oil drain plug

Gear oil filler and inspection plug
Deflector to ensure accurate oil flow

>> Differential increased in size
(ball ⌀ 90 mm instead of
⌀ 80 mm on final drive 0B0).
>> Dog-clutch increased in size
(diameter, shafts, etc.).
>> Bearings, flange shafts and housing
increased in size.
>> Bearing for left flange shaft:
2 needle bearings.
>> Deflector used for oil circulation.

Rear final drive 09R

All Wheel Drive Clutch Actuator 2
V623

Driveshaft Speed Sensor
G970

669_067
23

quattro with self-locking center differential

quattro with sport differential

For engines developing more than 369 lb ft (500 Nm) of
torque, the 8-speed automatic transmission 0D5 is installed
in conjunction with a self-locking center differential.

The 0D3/0BX sport differential is an evolutionary, second-generation unit based on the 0BF sport differential.
The key modifications in sport differential 0D3 are:

In conjunction with rear final drive 0G2 (with standard
differential), this four-wheel drive version is called quattro
with self-locking center differential.

>>
>>
>>
>>
>>
>>

As an option, the 8-speed automatic transmission 0D5
(with self-locking center differential) can be combined with
the sport differential (rear final drive 0D3).
This four-wheel drive version bears the name quattro with
sport differential.

Final drive housing matched to the rear axle.
Welded crown gear and various weight-saving measures
New gear oil and ATF.
Shortened sensors for more clearance to exhaust system.
Dual control module concept in conjunction with J775 and J187.
Renaming of the sport differential control module – previously
J492, now J187.
>> New Address word – previously 0022, now 0032.

The basic hardware of the sport differential (torque redistribution units, hydraulic control unit, sensors and actuators)
is to a large extent identical to that of the first-generation
sport differential.

8-speed automatic transmission 0D5
>> tiptronic

Drivetrain Control Module
J775

Self-locking center differential with
asymmetrical-dynamic torque split
>> Two geometrically different center differentials
from two different manufacturers may be
installed depending on the engine version.
Both versions have similar properties.
>> The version here is made by
JTEKT.
>> The other version is made by
AAM.

669_069
24

Sport differential – Dual control module concept

Transmission functions

The key modification in the second-generation sport differential is the dual control module concept.

The functions of the DL382 transmission
are virtually the same as in the 2017 A4 and 2018 Q5.
More information can be found in the respective eSelfStudy Programs.

In the case of the first-generation sport differential (sport
differential 0BF/0BE), All Wheel Drive Control Module J492
is responsible for computing the redistribution of torque
and controlling the actuators.

The functions of the AL552 transmission
are virtually the same as in the Audi Q7 and 2019
Audi A8.

On the second-generation sport differential (sport differential 0D3/0BX), the redistribution of torque for the sport
differential is computed by Drivetrain Control Module J775.
J775 acquires information on driving status centrally,
processes this and computes the value for the redistribution of torque. This value is then transmitted to the Differential Lock Control Module J187 via the FlexRay data bus.
Using this information, J187 computes the drive voltage for
the actuators and the required redistribution of torque.
J187 is therefore purely responsible for performing the
task.
The dual control module concept enables torque to be
redistributed with greater precision and speed than in the
first-generation sport differential, ultimately improving
dynamic control.
Torque distribution display: The driver can display the
qualitative distribution of drive torque to the wheels in a
graphic on the MMI screen. To do so, the following menu
item must be selected: Car > Vehicle information > quattro

FlexRay data bus

Differential Lock
Control Module
J187

Data Bus on Board Diagnostic
Interface
J533

Rear final drive 0D3
>> Sport differential (optional)
or
Rear final drive 0G2
>> Standard

669_068

25

7-speed dual clutch transmission 0HL
The 0HL transmission is a variant of the DL382 series1).
Specific measures have been implemented in order to raise
the torque capacity from the previous level of 295 lb ft
(400 Nm) to 369 lb ft (500 Nm). In order to transmit this
amount of torque to the rear axle, the 0HL transmission is
used in combination with the four-wheel drive coupling 0CX.
Selector lever for parking lock manual release
>> Changing the lever position: refer to page 28.

Four-wheel drive coupling 0CX

669_070

ATF heat exchanger increased in size
>> 2 additional cooling plates
1)

All Wheel Drive Control Module
J492

The DL382 transmission series currently comprises the following variants:

DL382-7F – 7-speed dual clutch transmission 0CK2)
DL382-7Q – 7-speed dual clutch transmission 0CL3)
DL382-7A – 7-speed dual clutch transmission 0CJ3)
DL382+-7A – 7-speed dual clutch transmission 0HL3)

A key to the code designations can be found on page 15.
2)
This variant is available with and without shift-by-wire.
3)
This variant is available only with shift-by-wire.

Gearset and bearings
>> Shot-peened toothing
>> Optimised transmission bearings

ATF drain plug – four-wheel-drive coupling
26

Lubrication
The 0HL transmission has two oil systems: an ATF system
for the dual clutch and the electrohydraulic control unit,
and an MTF system for the gear set and the front final
drive. The ATF must be changed at specified intervals, but
the MTF is designed to provide lubrication for the lifetime
and does not require servicing.
The four-wheel drive coupling 0CX has a separate oil
system with ATF. The ATF does not have to be changed and
does not require servicing.

Dual clutch with enhanced
durability
>> One extra clutch plate per clutch
and cross bar design
>> Piston surface area increased by
10%

Dual-mass flywheel with pendulum-type absorber
>> Modified for higher engine torque

669_072

Pinion shift running on
double tapered roller bearing

Other modifications:
>> Modification to design of intake for ATF
>> Software modifications
>> Increased ATF pump rate for more cooling oil

Spacer ring on pinion shaft

Key:
Input, gear train half 1
Input, gear train half 2
27

Selector mechanism
The Audi A7 uses the latest Audi selector mechanism
design with full shift-by-wire (SBW) capability. 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.
With the introduction of this selector mechanism design to
the C-series, all Audi models with longitudinal engines now
use this technology and operating concept.

The selector mechanism has been completely redesigned
for the C8 model range. It is much more compact, lighter
and more cost-efficient while retaining the original functions.
The new selector mechanism (E313) is a single unit with
the following components:
>>
>>
>>
>>
>>

J587
G868
G727
V577
N110

Selector Lever Sensor System Control Module
Transverse Selector Lever Lock Sensor
Selector Lever Position Sensor
Transverse Selector Lever Lock Motor
Shift Lock Solenoid

The complete unit must be replaced if one of these components is defective.

669_073

Function diagram – selector mechanism

Key:
E313 Selector Lever
E681
E816
G727
G868
J587
K320
N110
V577
Y5
A,B,C
Interface to Parking Lock Solenoid – N486 + (pin A1)
Interface to Parking Lock Solenoid – N486 - (pin A2)
CAN High
CAN Low
28

}

}

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
Connectors

Only on DL382-series transmission
669_074

Dash panel insert CAN

Selector lever handle –
Top section

Selector lever handle –
Bottom section with selector lever boot

Parking Lock Button E618 with
Parking Lock Indicator Lamp K320.
K320 illuminates the P button
(dimmed) and is brightly lit when the
parking lock is active

Selector Lever Release Button
E681

Selector Lever Transmission
Range Display
Y5

Connector C
Selector lever

Selector Lever
E313
Connector B

Selector Lever
Sensor System Control Module
J587

669_075

Selector mechanism versions
On vehicles with the 7-speed dual clutch transmission 0HL,
Selector Lever Sensor System Control Module J587 has two
additional interfaces for controlling the Parking Lock Solenoid N486. Refer to the function diagram in “669_074“
page 28.

Connector A

Connector B

Information exchange
Data is exchanged between the selector mechanism and
the transmission via the gateway. J587 communicates via
the CAN dash panel insert; Automatic Transmission Control
Module J217 communicates via the FlexRay with Data Bus
On Board Diagnostic Interface J533.

669_076

29

Parking lock manual release
The design and operating concept for the parking lock
manual release mechanism have been largely adopted from
the B9 series.

The new features and special characteristics are described
below.

The design of the actuator unit and the wrench for the
Audi A7 have been revised.

Transmission selector lever for
parking lock manual release

Special features of manual parking lock release
(compared to B9 series and Q5)
The position of the manual release lever on the transmission has been changed. This has enabled the optimization
of the cable guide for the manual release mechanism, a
reduction in operating force.
The wrench for the manual release mechanism has a withdrawal lock. In conjunction with the adapted stop in the
actuator unit, the wrench can only be withdrawn approximately 5 mm (in order to release the lock) while in the
actuated position (P-OFF). The wrench can then be turned
back and withdrawn (P-ON position). This prevents the
possibility of the wrench unintentionally being removed
completely in the actuated position and of the manual
release mechanism springing back.

Wrench
Audi A7

Wrench
B9 series/Audi Q5

Withdrawal lock

Stop
for withdrawal lock

Without withdrawal lock

Note: Starting at the beginning of 2018, the manual
release mechanism with withdrawal lock will also be
installed in B9-series vehicles and in the Audi Q5.

Actuator unit for
parking lock manual release
669_078
30

Installation location of the manual release mechanism
The actuator unit for the manual release mechanism is
located under the cup holder in the center console.
The acutator unit can be accessed by removing the rubber
mat and the cover.
Please note that the wrench must not be inserted vertically,
but at an angle of approximately 13°. Refer to image
“669_079“ page 31.

669_080

1

≈13°

2

Socket wrench

3

A
669_077

Actuator unit for
parking lock manual release

Manual release of parking lock (P-OFF position)
669_079

DANGER

Caution! Before actuating the parking lock
the vehicle must be secured to
prevent it from rolling away.

View A

Make sure that the wrench and the stop in the actuator unit
are undamaged.
Please observe the safety warnings in the Owner's Manual.

1
2
3

Insert the wrench into the actuator unit as shown.

Turn the wrench clockwise as far as the stop, then
push it down about 5 mm to lock it into place at
the stop.

Deactivating the manual release mechanism (P-ON position)
Pull the wrench out as far as the withdrawal lock (approximately 5 mm) and, holding it firmly, turn it back as far as
the stop. The socket wrench can now be removed.
Note: Do not under any circumstances turn the wrench only
counter-clockwise because as this will damage the actuator
unit and the wrench.

31

Running gear
Overview
The running gear for the Audi A7 has been completely
redesigned compared to the previous model. The technology and control systems used are similar to the 2019 Audi
A8 Versions are available with steel suspension and controlled or non-variable damping in addition to air suspension with electronic damping control.
The front and rear axles are based on a high-precision
lightweight five-link design.

Progressive steering, included as standard vehicle equipment, reduces the amount of steering effort required. The
dynamic four-wheel steering system introduced in the
Audi A8 is available as an optional extra for the Audi A7 .
The brake system delivers superb performance even when a
more dynamic driving style is adopted.
The 9th generation ESC system provides high-performance
stability control for the vehicle.

669_138

The following suspension variants are available for the Audi
A7:
Running gear with steel suspension and non-variable
damping (1BA)

Suspension with air springs and damping control (adaptive air suspension – 1BK)

This is the standard running gear.

This suspension system is optional for the Audi S7. The ride
height in "Auto" mode (normal level) is approximately
10 mm lower than version 1BA (S7).

Sport running gear with steel suspension and non-variable damping (1BE)
This suspension system is optional. The springs, dampers
and anti-roll bars are set up for dynamic handling. The ride
height is approximately 10 mm lower than version 1BA.

32

Axles and wheel alignment
Front axle
The front axle is based on the proven design principle of
the five-link suspension. A particular emphasis was placed
on the lightweight construction. The main components are
constructed from aluminum. The underlying platform is
the MLBevo system, which has already been used as a
development base for the current A4, Q5, Q7 and A8
models.

Upper transverse links
Forged aluminum
component
Adopted from the Audi Q7
Bonded rubber bushing
(new component)

Shock absorber
Single and twin-tube versions with non-variable or controlled damping
Shock absorber mounting
MLBevo system component

669_139

Subframe
Three sections, base carrier sheet steel construction
with cast aluminum support brackets adopted from
Audi Q5 with modifications to anti-roll bar bolt
attachment and rear connection of base frame.

Wheel bearing housing
Forged aluminum
component
Adopted from the Audi Q5

Guide link
Forged aluminum component
Adopted from Audi Q5 including hydro-bushing

Coupling rod
Two versions in plastic or aluminum
depending on running gear variant
MLBevo system components

Anti-roll bar
Tubular anti-roll bars