Pps 951703 Audi 09d Transmission Eng-2

Introduction
Specifications
Transmission
Breather
367_008
Part Number
Manufacturer
AISIN Model
Number
Production Date
Transmission
Code
367_009
Manufacturer
Serial Number
Transmission
Breather
Electrical
Connections
367_010
Connections of the ATF Cooler Multi-Function Switch

Introduction
Specifications
Developer/Manufacturer AISIN AW CO. LTD Japan
Designations Manufacturer: TR-60SN
Audi AG: AL750-6Q
Service: 09D
Transmission Type Electro-hydraulically Controlled Six-Speed Planetary Gear
(step automatic transmission) with a Planetary Gear Set Concept
Based on the Lepelletier Principle.
Hydro-dynamic Torque Converter with Slip-Controlled Lockup Clutch.
Designed for Longitudinal Installation in Combination with a Transfer

Case
Control Hydraulic Control Module (valve assembly) in the Oil Sump with
External Electronic Control Module.
Dynamic Shift Program (DSP) with Separate Sport Program in

“Position S” and Tiptronic Shift Program for Manual Gear Shifting
(optionally available with Tiptronic steering wheel).
Special Feature: in Tiptronic Mode, it is Possible to Start in Second

Gear.
Maximum Torque 553.1 lb ft (750 Nm) Depending on Type
Ratios: 1st Gear 4.148
Planetary Transmission 2nd Gear 2.370
3rd Gear 1.556
4th Gear 1.155
5th Gear 0.859
6th Gear 0.686
R Gear 3.394
Spread 6.05
ATF Specification Refer to ETKA
ATF Service Approximately 9.5 qt (9.0 L)
(new filling) Lifetime Filling
Weight Between 213.8 - 242.5 lb (97 - 110 kg)
Limp-Home Capability 3rd Gear and R Gear

Introduction
Cutaway View of the 09D Transmission
ATF Pump
Freewheel
Brake B1
Clutch K3
Clutch K1
Transmission Input Speed

(RPM) Sensor G182
ATF Strainer/Filter
Manual Selector Lever

Introduction
Brake B2
Clutch K2
Locking Pawl for

Parking Lock
Transmission Output
Speed (RPM) Sensor G195
Shift Solenoid
Electrical Pressure
ATF Pick-up Point Control Valve
367_011

Introduction
Transmission Control
Module J217
Gear Selector
Connector for Sensors
Multi-Function
Transmission Range (TR)
Connector for Actuators Switch F125
Connection to
Transmission Output
Speed (RPM) Sensor G195
Connection to
Transmission
Input Speed (RPM)
Sensor G182
Hydraulic
Control (valve Transmission
assembly) Fluid Temperature
Sensor G93
367_066
Electromagnetic Valves
(actuators)
Bottom View of the Transmission — Looking at the Hydraulic Control (valve assembly)
Legend to Sectional View of Transmission

Hydraulic Parts, Hydraulic Control, ATF Plastics, Seals, Rubber, and Washers
Components of Planetary Gear Sets Components of Shift Elements

Cylinders, Pistons, and Air Sensor Plates
Shafts and Gears Housings, Screws, and Bolts
Multi-Plate Clutches, Bearings, Washers, Electrical Components

and Circlips

Notes

Transmission Subassemblies
Torque Converter
In the 09D transmission, torque is transmitted from the Configuration: Typical

engine to the transmission by a hydro-dynamic torque
Torque
converter with slip-controlled lockup clutch. Converter
Lockup
Different types of torque converters are used depending Clutch
on engine power output and characteristics.
They differ in respect of the following:

– size (capacity)
Torsion
– torque conversion factor Damper
– torque converter characteristic
– torsion damper
– lockup clutch configuration
367_075
Roller Bearing
Mounting
The torque converter runs in a wear resistant roller
bearing. This design provides a durable mounting
particularly in operating states with slow oil feed (for
example, during cold starting).
367_077

Torque Converter Mounting

ATF Pump
Pinion
Mounting Depth -
Torque Converter Ring Gear
ATF Pump
Driver
Pinion
Driver
Torque
Converter Hub
367_071
ATF Pump
(removed)
Roller Bearing
Note Note
Always make sure the mounting When installing the torque converter
bushings are installed correctly and before installing the transmission,
between the engine and the special care must be taken to ensure
transmission. Missing bushings will the ATF pump drivers engage properly
result in irreparable damage to the into the grooves on the torque
roller bearing, the torque converter converter hub. This can be checked
hub, and the shaft oil seal due to by measuring the installed position
offset between the engine and the of the torque converter (refer to the
transmission. Workshop Manual).
10
Torque Converter Lockup Clutch
Design
The torque converter has a lockup clutch with integrated Basically, distinctions are made between the following
torsion dampers. The torsion dampers reduce torsional functional states:
vibration when the torque converter lockup clutch is – Converter Lockup Clutch - Open
closed. This allows the operating range “converter – Converter Lockup Clutch - Controlled Operation
lockup clutch closed” to be extended.
– Converter Lockup Clutch - Closed
During normal vehicle operation, the lockup clutch is

engaged in 4th gear and higher (upwards of speeds of
approximately 24.8 mph [40 kph]).
Configuration: Typical
Torque Converter
Lockup Clutch
Torsion
Damper
367_035
11
Controlled Operation
At defined operating points, the lockup clutch is
operated with a low slip (controlled operation).
Controlled operation provides better fuel economy than
with the converter lockup clutch open and better driving
comfort than with the converter lockup clutch closed.
Converter Lockup Clutch - Open

Engine Load
Converter Lockup Clutch

- Controlled Converter Lockup Clutch - Closed
Road Speed
367_039
In Tiptronic mode and in the “S” program, the converter In the Hot-mode program, the lockup clutch is no longer
lockup clutch is closed at the earliest possible moment. operated in a controlled manner, but is closed early to
The direct frictional engagement between the engine reduce heat transfer due to friction in the lockup clutch
and the transmission accentuates the sporty driving and hydro-dynamic power transmission.
feel.
In the hill-climbing program, the converter lockup clutch

is closed in 3rd gear.
Reference
Please see page 47 for a description of
the Hot-mode program.
12
Oil Supply/Lubrication
ATF (Automatic Transmission Fluid)

As mentioned previously, the 09D transmission is The ATF is a key factor influencing the coefficient of
designed as an independent component, without the friction of the clutches and brakes. For this reason, ATF
usual integrated transfer case and front axle differential. development is carried out in parallel with the design
This is why the 09D transmission only has a single ATF and testing phases.
oil supply.
No ATF change is normally needed within the
The exacting requirements with regard to shift quality, maintenance intervals. If the ATF has to be changed after
functional reliability, and ease of maintenance put repairs or for some other reason, the adaption values
extreme demands on the ATF. must be cleared and an adaption drive performed using
the VAS Scan Tool. Refer to the “Transmission Adaption”
section on page 55.
ATF Pump ATF Pump (fully assembled)
Stator
Shaft
ATF Pump
Housing
Ring Gear
Thrust Plate
Pinion
Stator
Shaft
367_052
Roller
Bearing
Driver on
Pinion 367_050
Torque
Converter
Roller
Bearing Note
Only use the ATF specified for the 09D
transmission.
Use a separate, dedicated ATF fluid

Intake Port
container for Special Tool VAG 1924 to
avoid contaminating the ATF.
13
Ring
Gear Pinion
Driver
ATF Pump
Roller Housing Thrust
Bearing Plate
Stator
Shaft
367_094
367_053
The ATF pump is designed as an internal gear pump Two grooves on the torque converter hub engage the
(duocentric pump). It is directly driven by the engine via pinion drivers. The torque converter hub runs on low-
the converter housing and the converter hub. friction bearings in the pump housing.
Note
Always make sure the mounting
bushings are installed correctly
between the engine and the
transmission. Missing bushings will
result in irreparable damage to the
roller bearing, the torque converter
hub, and the shaft oil seal due to an
offset between the engine and the
transmission.
367_074
Note
When installing the torque converter
and before installing the transmission,
special care must be taken to ensure
the ATF pump drivers engage properly
into the grooves on the torque
converter hub. This can be checked
by measuring the installed position
of the torque converter (refer to the
Workshop Manual).
Converter Torque
Housing Pinion Ring Gear
Converter Hub
14
ATF Cooling
ATF cooling is thermostat-controlled by means of an

oil-to-air heat exchanger (ATF cooler). The ATF cooler is
mounted in front of the A/C condenser.
ATF Cooler
Oil Temperature
Regulator
(thermostat)
367_012
ATF Cooler
Supply Line
ATF Cooler
Return Line
Oil Temperature Regulator (thermostat)

An expanding wax-type thermostat is used on the 09D
transmission. It is integrated with the ATF cooler supply
and return lines.
Note
Please note that impurities in the ATF (for Make sure all contaminants are removed. If
example, abrasion, chips, emulsions) are in doubt, components such as the ATF cooler
distributed throughout the ATF cooling system or thermostat must be replaced. Residual
and deposit here. The cooling system must, contaminants will lead to further damage of
therefore, be flushed thoroughly before repair the transmission. Always follow the Workshop
or replacement. The lines must be disconnected Manual instructions when servicing the ATF
from the thermostat and the cooler in order to system.
flush out individual components.
15
Thermostat Closed Expanding

Wax
The expanding wax element acts as the thermostat Element
slide valve and regulates the ATF feed to the cooler.
In the closed state, a small fraction of the ATF flows
through the bypass, thereby heating the expanding wax
element. G K
At a temperature of approximately 167 °F (75 °C), the

plunger of the expanding wax element begins to press
downwards against the force of the spring, thereby
opening the inlet to the cooler (see next figure).
Bypass
G K
367_013
G = From or To Transmission
K = From or To Cooler
Seal
Thermostat Open Plunger
At a temperature of approximately 194 F (90 C), the

thermostat is fully open.
G K
G K
367_014
Note Note
Contaminants can clog the thermostat If the cooling system has been opened
bypass, thereby impairing the function during repairs (thereby draining the
of or disabling the thermostat. ATF cooler), the ATF temperature must
This can cause the transmission to be raised to at least 194 °F (90 °C) by
overheat! At an ambient temperature performing a test drive in order to set
of 77 °F (25 °C) and during normal the ATF level correctly. This ensures
vehicle operation, the ATF temperature the ATF cooler is filled. The ATF level
barely exceeds 230 °F (110 °C). must be set after the ATF has cooled
to normal test temperature (refer to
Workshop Manual).
16
Planetary Gear Set
The 09D transmission is based on the Lepelletier

planetary gear set concept (six forward gears and one Sun Gear S1
reverse gear).
The Lepelletier planetary gear set is based on a single

planetary gear set (primary planetary gear set) and a
Ravigneaux planetary gear set (secondary planetary gear
set) further down the drive train.
Single Planetary
Gear Set
367_073
Transmission Output Shaft
ATF Pump Single Planetary Gear Set Ravigneaux Planetary Gear Set
Freewheel F
(primary planetary gear set) (secondary planetary gear set)
367_022
17
Inner Plate Carrier

Clutch K3
The special feature of the Lepelletier planetary gear

Planet Carrier PT1
set is that the sun gears and the planet carrier of the
Ravigneaux gear set are driven at different speeds. This
provides a large number of ratios.
Planetary Gears P1
The sun gears of the Ravigneaux gear seat are driven at
the reduced output speed of the single planetary gear
set. The planet carrier of the Ravigneaux gear seat is
Ring Gear H1 driven at transmission input speed.
A feature of the Lepelletier planetary gear set is that

only five shift elements are required for engaging all six
forward gears and reverse gear.
Turbine Shaft
Advantages of the Lepelletier Planetary

Gear Set Concept
– It allows a very compact design, despite a wider
ratio spread and more gear steps.
– It has much fewer components, significantly
reducing weight and cost of manufacture.
– The wide ratio spread, the closer ratios, and the
Large Sun Gear S2 reduced number of gear shifting components
367_016 ensure a high level of efficiency.
Small Sun Gear S3
Planetary Gear P3
Inner Plate Carrier

Brake B2
Planet Carrier PT2
Planetary Gear P2
Inner Plate Carrier

Clutch K2
Ring Gear H2
Ravigneaux
Planetary Gear Set
367_017
18
Shift Elements
A continuous flow of power and different ratios can be

obtained in a planetary gear set by introducing torque
into a corresponding component (for example, on the
planet carrier) and by holding a different component
stationary (for example, the sun gear) or interconnecting
two components of a planetary gear set (for example,
connecting the planet carrier to the sun gear).
Brake B1 Clutch K3 Clutch K1
367_018
19
Outer Plate Carrier of Clutch K2

Brake B2 Clutch K2 (pulled back slightly to provide a
better view of K2)
Freewheel F
367_020
367_073
The shift elements (brakes and clutches), in combination

with the planetary gear sets, establish a flow of power
and execute gear shifts under load, without any
interruption in tractive power.
The following shift elements are used:

– Three Planetary Multi-plate Clutches (K1, K2, and K3)
– Two Fixed Plate Brakes (B1 and B2)
– One Freewheel (F)
Clutches K1, K2, and K3 introduce engine torque into the

planetary gear set. All clutches have a dynamic pressure
compensation function, with the result that clutch
response is independent of engine speed.
Brakes B1 and B2, or freewheel F, establish a torque

counter-point with the transmission housing.
All clutches and brakes are activated indirectly by

electronic pressure control valves.
Freewheel F, which is also a shift element, is arranged

in parallel with brake B2. During automatic operation,
it takes over the function of brake B2. The freewheel
simplifies electro-hydraulic shift control when selecting
gears and when shifting up and down between 1st and
2nd gear.
Inner Plate Carrier,
Clutch K1
367_019
20
Overview of Planetary Gear Set/Shift Elements
K3 K1
K2
P1 P3 S2 S3
367_021
PT2
P2
Lockup Clutch PT1 H1 S1 H2
F
B1 B2
Schematic Power Flow Diagram
367_022
21
Primary Planetary Gear Set
Component: Connected to:
H1 – Ring Gear 1 Turbine Shaft (drive)/Clutch K2

P1 – Planetary Gears 1 Power Transmission in Planetary Gear Set
S1 – Sun Gear 1 Stationary
PT1 – Planet Carrier 1 Clutches K1 and K3
Secondary Planetary Gear Set
Component: Connected to:
H2 – Ring Gear 2 Output

P2 – Planetary Gears 2, Long Power Transmission in Planetary Gear Set
P3 – Planetary Gears 3, Short Power Transmission in Planetary Gear Set
S2 – Sun Gear 2, Large Clutch K3/Brake B1
S3 – Sun Gear 3, Small Clutch K1
PT2 – Planet Carrier 2 Clutch K2/Brake B2/Freewheel F
Clutches, Brakes, Freewheel
Component: Task:
H2 – Clutch 1 Planet Carrier PT1 (primary gear set) Connected to Small Sun Gear S3
(secondary gear set)
K2 – Clutch 2 Turbine Shaft (input) Connected to Planet Carrier PT2 of the

Secondary Planetary Gear Set
K3 – Clutch 3 Planet Carrier PT1 (primary gear set) Connected to Small Sun Gear S2
(secondary gear set)
B1 – Brake 1 Holds Large Sun Gear S2 (secondary gear set) Stationary
B2 – Brake 2 Holds Planet Carrier PT2 (secondary gear set) Stationary
F – Freewheel Holds Planet Carrier PT2 (secondary gear set) Stationary Counter to the
Direction of Rotation of the Drive and is Used when Driving Under Throttle
in 1st Gear (no engine brake)
Converter Lockup Clutch
367_031
22
Function of the Shift Elements
Clutches and Brakes

The function of the shift elements is explained here The clutch plate carriers are perforated, allowing the ATF
using clutch K2, which is exemplary of clutches K1 and to flow through each clutch from the inside outwards
K3, as well as brakes B1 and B2. Unlike the clutches, (normally when the clutch is open). The design of the
the brakes require no dynamic pressure compensation, lined plates and the centrifugal force are conducive to oil
because their clutch pistons and cylinders are non- flow through the clutches.
rotating and therefore are not subject to a dynamic
increase in pressure.
The shift elements are actuated hydraulically. Pressure

oil is supplied to the shift elements by the valve
assembly through stationary and rotating ports in the
transmission housing, on the shafts, and on other
components. Lube oil is supplied to the bearings and the
shift elements in the same manner.
Clutch K2 - Open
Clutch Plates Baffle Plate
(steel plates and
lined plates) Clutch Piston
Outer Plate Carrier
Clutch Piston Cylinder
Inner Plate
Carrier
Pressure Compensation
Chamber
Output Shaft
Coil Spring
Lubricating
Oil
Transmission Shaft -
Connected to the
Turbine Shaft
367_054
Transmission
Planet Carrier PT2 Housing
Pressure Port
Clutch K2
High 0
Clearance
Oil Pressure
23
In order to close the clutch, oil pressure is directed In order to match transmission efficiency to the engine
into the clutch cylinder chamber. The clutch piston as best possible, the number of clutch plates is adapted
compresses the clutch plate assembly, and the clutch to the engine power output. Drag losses of open
engages when the required oil pressure is reached. If clutches are thus kept to a minimum.
the clutch cylinder chamber is pressureless, the clutch
piston is forced back into its initial position by spring
pressure (in this case, by multiple coil springs). A
clearance is maintained between the clutch piston and
the clutch plate assembly so friction can be minimized
when the clutch is open.
Clutch K2 - Closed
Clutch Plates/
Clutch Plate
Assembly Clutch Piston
Clutch Cylinder
Chamber
Output Shaft
Coil Spring
Lubricating
Oil
367_084
Shift Pressure
High 0
Oil Pressure
24
Dynamic Pressure Compensation in Clutches
At high engine speeds, due to rotation, the oil is subject It allows gearshifts to be controlled precisely, and this,
to high centrifugal forces inside the clutch cylinder in turn, greatly enhances shift comfort. Leaks in the
chamber. pressure equalization chamber can, at high engine
speeds, lead to uncontrolled frictional engagement of
This causes the pressure inside the clutch cylinder the clutch and damage it.
chamber to increase towards the largest radius. This
process is referred to as “dynamic pressure increase.”
Dynamic pressure increase is best avoided because

it unduly increases the surface pressure and makes
it more difficult to control the increase and reduction
of pressure inside the pressure chamber. To ensure Clutch Piston
controlled closing and opening of the clutches, clutches
K1, K2, and K3 have a pressure compensation function.
Baffle Plate
Clutch K2
Clutch Cylinder
Pressure Compensation Chamber
Baffle Plate Chamber
Oilway
Lubricating
Oil
367_072
Transmission
High 0 Housing
Shift Pressure
Oil Pressure
Principle/Mode of Operation (example - K2)

The clutch pistons are swept by ATF on both sides. This The ATF in the pressure compensation chamber is
is caused by means of a baffle plate. The baffle plate subjected to the same centrifugal forces (dynamic
creates a sealed space leading to the clutch piston. pressure increase) as the ATF in the clutch cylinder
This space is referred to as the pressure compensation chamber. This compensates for the increase in force
chamber. The pressure compensation chamber is filled acting upon the clutch piston (due to dynamic pressure
with low pressure via an oil passage branching off the increase).
25 main oil line.
Freewheel
The freewheel transmits torque in one direction of

rotation only. No torque is transmitted in the opposite Note
direction.
Due to the freewheel, no engine braking
In the 09D transmission, the freewheel is used for effect is available in 1st gear during
driving away in 1st gear. The freewheel holds planet normal automatic operation.
carrier PT2 stationary and thus allows power to flow.
If the freewheel is faulty, no power flow
will be possible in 1st gear during normal
Principle/Mode of Operation automatic operation. In this case, a flow
The freewheel in the 09D transmission is a sprag of power can be achieved by selecting 1st
type freewheel. It consists of an outer ring (positively gear using the Tiptronic function.
connected to the transmission housing), an inner ring
(positively connected to planet carrier PT2), and sprags
located between the inner and outer rings. The sprags
are asymmetrically shaped and accommodated in the
space between the inner and outer rings. Outer Ring
(stationary)
Sprag “Free”
Direction of Rotation
In the direction of rotation of the planet carrier (inner
ring), the sprags change their orientation without
creating any resistance, because of their shape.
Inner Ring
Locking Direction
In the locking direction of the planet carrier (inner ring),
the sprags stand up because of their shape, and fill
the annular space between the inner and outer rings in
such a way that the inner and outer rings are positively
engaged. In this instance, the planet carrier is held
Sprag “Locked”
stationary, since the outer ring is positively connected
to the transmission housing.
367_110
Sprag
Inner Ring
Outer Ring 367_109

Planet Carrier PT2
26
Hydraulic Control
Valve Assembly
The clutches and brakes (shift elements) are controlled The valve assembly consists of the following
by the valve assembly by means of hydraulic shift control components:
valves (gate valves). The gate valves are controlled by
electromagnetic valves, which, in turn, are activated by – Mechanically Actuated Selector Valve
Transmission Control Module J217. – Hydraulic Shift Control Valves
– Two Electrically Controlled Shift Solenoids
In addition to the shift elements, the valve assembly
(3/2-way valves)
controls the lockup clutch and the various pressures
throughout the transmission (for example, main – Six Electronic Pressure Control Valves (modulating
pressure, control pressure, torque converter pressure, valves)
lubricating pressure, etc.). The valve assembly is largely – ATF Temperature Sensor
responsible for oil supply and therefore for proper
functioning of the transmission.
Shift Solenoids
Transmission Oil Temperature Sensor Electronic Pressure Control Valves (EPCV) OPEN-CLOSE Valves
G93 N91 N93 N90 N92 N283 N282 N88 N89

Selector
Oil Intake Port
Valve
367_067
Connection to Connection to
Transmission Transmission Output
Input Speed Speed (RPM) Sensor G95
(RPM) Sensor To/From Transmission
G182 Control Module J217
Bottom View of Valve Assembly
27
Electromagnetic Valves
In the case of the electromagnetic valves, a distinction activates hydraulic shift control valves, which control
is made between shift solenoids with two switching the “working pressure” of the shift elements (the lockup
positions (OPEN - CLOSE) and electronic pressure control clutch and the master pressure).
valves (known as EPCVs or modulating valves).
Two types of EPCVs are used.
The shift solenoids (N88/N89) are 3/2-way valves or
OPEN-CLOSE valves. EPCVs with a rising characteristic increase pilot pressure
(P) as a function of rising control current (I) - no current
3/2 valve means the valves have three connections and - zero pilot pressure (0 mA = 0 bar).
two switching positions (open/closed or OPEN–CLOSE).
These valves are used for switching hydraulic shift EPCVs with a falling characteristic reduce pilot pressure
control valves. as a function of rising control current - no current
- maximum pilot pressure.
The EPCVs convert an electrical current to a proportional,
hydraulic control pressure. This control pressure, in turn,
EPCV with Rising EPCV with Falling

Characteristic Characteristic
367_069 367_070
N88
N91 N93 N90 N92 N283 N282
N88
Shift
Solenoids
OPEN-CLOSE
Valves
N89
Effects of Malfunctioning
If the self-diagnostics detect a faulty electromagnetic Examples:
valve, the limp-home mode is normally activated.
Electrical and mechanical malfunctions have N93 controls the master pressure. If EPCV N93 fails, the
very different effects due to the complexity of the transmission will operate at maximum system pressure.
electrohydraulic control system. The effects may be The effects are “clunky” shifting from “P” or “N” to “D/S”
confined to the actual malfunctioning system (for or “R” and during gearshifting in general.
example, in the case of N91, the lockup clutch), but they
can also cause the vehicle to enter limp-home mode if EPCV N91 controls the lockup clutch. If EPCV N91 fails,
safe operation is no longer assured. the lockup clutch cannot be activated and therefore
remains open. 28
Shift Logic
Solenoid Logic Gear Shifting Component Logic
3/2 Valves Electronic Pressure Control Valves Clutches, Brakes, Freewheel
Reverse (R) Gear
First Gear T T T
Second Gear
Third Gear T/Z z
Fourth Gear T/Z z
Fifth Gear T/Z z
Sixth Gear z
384_030
Function Assignments of the Legend of Solenoid Valve Logic

Electromagnetic Valves Solenoid Valve is Not Activated
N90 Controls Clutch K3 (current approximately 100 mA) or Shift
N91 Controls the Torque Converter Lockup Clutch Element Open
N92 Controls Clutch K1 Solenoid Valve is Activated
(solenoid valve open)
N93 Controls the Master Pressure/System Pressure
Solenoid Valve is Activated
N282 Controls Clutch K2 (current approximately 1.0 A)
N283 Controls Brake B1
Corresponding Clutch Closed

Solenoid valves N88 and N89 are used for controlling
gearshifts from 4th to 6th gear and are activated
(energized) temporarily or alternately during gearshift Corresponding Brake Closed
operations.
Freewheel Locked
Solenoid valves N88 and N89 also control brake B2 in
1st gear - Tiptronic mode (for the engine brake).
The Current Applied to the Solenoid Valve
Differs Depending on its Operating State
T – Tiptronic Mode
Note (1st gear with engine brake)
Function is inverse to electrical current Z – Solenoid Valves are Activated Only

applied, since EPCVs N92, N93, N282, and Temporarily During Gearshifts
N283 have a falling characteristic. This
means a shift element is operated if the
corresponding EPCV is not activated.
29
Description of Gear/Torque Curve
1st Gear i = 4.148

(i = Gear Ratio)
367_023
Shift Elements: Clutch K1 - Freewheel F

The turbine shaft drives ring gear H1 of the primary The torque multiplied by PT2 is transmitted to ring gear
planetary gear set. Ring gear H1 drives planetary gears H2, which is connected to the transmission output shaft.
P1, which revolve around stationary sun gear S1.
Since 1st gear is implemented via freewheel F, no power
Planet carrier PT1 is driven in this way. Clutch K1 is transmitted when coasting in 1st gear. When coasting,
connects PT1 to sun gear S3 and introduces torque into the wheels drive the engine. Freewheel F rotates counter
the secondary planetary gear set. to its locking direction (in the freewheeling direction),
with the result that the engine braking effect cannot be
Freewheel F locks planet carrier PT2. Torque is used.
transmitted from sun gear S3 to short planetary gears P3
and, in turn, to long planetary gears P2. To be able to utilize the engine braking effect in 1st gear,
Tiptronic mode must be selected.
Torque Curve/Power Flow
Parts are Stationary

or are Held Stationary
Parts Rotate without being
Involved in the Flow of Power
30
1st Gear in Tiptronic Mode

(with engine braking effect)
367_024
Shift Elements: Clutch K1 - Brake B2

The engine braking effect will be utilized in 1st gear The engine braking effect will only be utilized in 1st gear
under special driving situations - for example, on steep by closing brake B2. Brake B2 locks planet carrier PT2 like
downhill gradients - by selecting 1st gear in Tiptronic freewheel F. Unlike F, however, B2 holds PT2 stationary in
mode (B2 closed). both directions of rotation. This is necessary in order to
engage reverse and utilize the engine braking effect in
1st gear.
2nd Gear i = 2.370
367_025
The turbine shaft drives ring gear H1 of the primary Brake B1 locks large sun gear S2 in place. Torque is
planetary gear set. Ring gear H1 drives planetary gears transmitted from sun gear S3 to short planetary gears P3
P1, which revolve around stationary sun gear S1. and, in turn, long planetary gears P2.
Planet carrier PT1 is driven in this way. Clutch K1 Long planetary gears P2 roll around stationary sun gear
connects PT1 to sun gear S3 and introduces torque into S2 and drive ring gear H2, which is connected to the
the secondary planetary gear set. transmission output shaft.
31
3rd Gear i = 1.556
367_026
Shift Elements: Clutch K1 - Clutch K3
The turbine shaft drives ring gear H1 of the primary Clutch K1 connects PT1 to sun gear S3 and introduces
planetary gear set. Ring gear H1 drives planetary gears torque into the secondary planetary gear set. Clutch K3
P1, which revolve around stationary sun gear S1. Planet likewise introduces torque into the secondary planetary
carrier PT1 is driven in this way. gear set driving sun gear S2. The secondary planetary
gear set is locked when clutches K1 and K3 close. Torque
is now transmitted directly from the primary planetary
gear set to the transmission output shaft.
4th Gear i = 1.155
367_027
The turbine shaft drives ring gear H1 of the primary Clutch K2 connects the turbine shaft to planet carrier
planetary gear set and the outer plate carrier of clutch PT2, and likewise introduces torque into the secondary
K2. planetary gear set.
Ring gear H1 drives planetary gears P1, which revolve Long planetary gears P2, which mesh with short
around stationary sun gear S1. Planet carrier PT1 is planetary gears P3, together with planet carrier
driven in this way. PT2, drive ring gear H2, which is connected to the
transmission output shaft.
Clutch K1 connects PT1 to sun gear S3 and introduces
torque into the secondary planetary gear set.
32
5th Gear i = 0.859
367_028
The turbine shaft drives ring gear H1 of the primary Clutch K2 connects the turbine shaft to the planet
planetary gear set and the outer plate carrier of clutch carrier of secondary planetary gear set PT2, and likewise
K2. introduces torque into the secondary planetary gear set.
Ring gear H1 drives planetary gears P1, which revolve Long planetary gears P2, together with planet carrier PT2
around stationary sun gear S1. Planet carrier PT1 is and sun gear S2, drive ring gear H2, which is connected
driven in this way. to the transmission output shaft.
Clutch K3 connects PT1 to sun gear S2 and thus

introduces torque into the secondary planetary gear set.
6th Gear i = 0.686
367_029
Brake B1 locks in place sun gear S2. Long planetary gears P2 roll around stationary sun gear
S2 and drive ring gear H2, which is connected to the
Clutch K2 connects the turbine shaft to the planet carrier transmission output shaft. Clutches K1 and K3 are open.
of secondary planetary gear set PT2 and introduces
torque into the secondary planetary gear set. The primary planetary gear set is not involved in the
power transmission process.
33
R Gear i = 3.394
367_028
The turbine shaft drives ring gear H1 of the primary Brake B2 locks planet carrier PT2 in place. Torque is
planetary gear set. Ring gear H1 drives planetary gears transmitted from sun wheel S2 to long planetary gears
P1, which revolve around stationary sun gear S1. Planet P2.
carrier PT1 is driven in this way.
The torque multiplied by PT2 is transmitted to ring gear
Clutch K3 connects PT1 to sun gear S2 and introduces H2, which is connected to the transmission output shaft.
torque into the secondary planetary gear set. At the same time, ring gear H2 (output) is driven counter
to the direction of engine rotation.
34
Parking Lock
The parking lock is a device which prevents the vehicle It is actuated by the selector lever via a Bowden cable.
from rolling away.
Gearshift Lever Connection

Parking Lock Linkage
367_040
Locking Pawl
Selector Shaft Return Spring
The parking lock gear is rigidly connected to the To reduce strain and premature wear of the selector
transmission output shaft. lever cable and enable the selector lever to be engaged
more easily, the parking brake should always be applied
This enables the locking pawl, which engages the teeth on steep gradients before shifting the selector lever into
of the parking lock gear, to lock the transfer case. It is the “P” position.
not possible to secure the vehicle to prevent it from
rolling away when the front axle is raised on one side This reduces tension at the pawl and parking lock gear.
(for example, when changing a wheel using the car jack). Before driving away, shift the selector lever out of “P”
It is necessary to apply the parking brake. before releasing the parking brake.
Note
For safety reasons, the shape and flank angle of the locking pawl, the parking
lock gear teeth and the compression force of the locking pawl are configured
in such a way that the locking pawl does not engage when the vehicle speed is
greater than 4.3 mph (7 kph).
If the parking lock is inadvertently actuated at a speed above 4.3 mph (7 kph),
the locking pawl will ride loudly over the teeth of the parking lock gear.
35
Locking Pawl
Parking Lock
Linkage
Return Spring
Retainer
Parking
Lock Gear
367_041
Selector Lever Positions R/N/D/S Guides on

Parking Lock Linkage Retainer Stop the Retainer
In selector lever positions R/N/D/S, the parking lock
linkage is in a position in which the taper is not
engaging the locking pawl. The locking pawl is held in
an initial position with sufficient clearance to the teeth
of the parking lock gear by the return spring.
Taper
Compression
Spring Locking Pawl 367_082
Tooth of
Locking Pawl
Tooth of
Parking Parking
Lock Gear Lock Gear
Selector Lever Position “P” Stop
(parking lock gear tooth opposed to

locking pawl tooth)
In selector lever position “P” the taper is thrust between
the retainer and the locking pawl. The locking pawl is
pushed towards the parking lock gear. If the tooth of the
Compression
locking pawl is opposed to a tooth of the parking lock
Spring 367_083
gear, the taper is preloaded by the compression spring. Preloaded
This preload acts across the diagonal of the taper and in
turn exerts a preloading force on the locking pawl.
Selector Lever Position “P” Stop
(locking pawl engages)

When the vehicle moves (the parking lock gear rotates
further), the locking pawl is automatically pressed by
the preloaded taper into the next tooth space on the
parking lock gear.
Compression
Spring 367_092
Released
36
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Function Diagram — 09D Transmission on the Audi Q7
Switch for P/N

(Park/Neutral) Signal
Shift Matrix for F125
R (Reverse) Signal for

Self-Diagnostics
R (Reverse) Signal to J519
and Y7
P/N signal to J518, Prerequisite for Controlling Terminal 50
09D Valve Body
367_034
37
E313 Selector Lever

Note E415 Access/Start Authorization Switch
Always use the current version of the current F41 Back-up Switch
flow diagram to troubleshoot the vehicle. F125 Multi-Function Transmission Range
(TR) Switch
F189 Tiptronic Switch

F305 Transmission Park Selector Switch
G93 Transmission Fluid Temperature Sensor

G182 Transmission Input Speed (RPM) Sensor
G195 Transmission Output Speed (RPM) Sensor
J217 Transmission Control Module

J518 Access/Start Control Module
J519 Vehicle Electrical System Control Module
J587 Selector Lever Sensor System Control
Module
N88 Solenoid Valve 1

N110 Shift Lock Solenoid
N283 Solenoid valve 10
Y7 Automatic Day/Night Interior Mirror

Y26 Selector Lever Transmission Range (TR)
Position Display Unit
(Park) Signal to E415 for

Enabling Ignition Key
Withdrawal Lock Release
Selector Lever E313
Tiptronic Signal
PRNDS Signal
Diagnostics CAN Bus Output
Data Link Connector Input
Gold-Plated Contact
K Line
Twisted Wire
Powertrain CAN Bus High
Powertrain CAN Bus Low
38
Transmission Control Module J217
The Transmission Control Module (TCM) on the Audi

Q7 is located under the front right seat below Vehicle Note
Electrical System Control Module 2 J520.
After replacing the Transmission Control
The TCM is manufactured by AISIN AW Co. Ltd. of Module, the basic setting procedure must be
Japan. The control module programming can be performed using the Scan Tool (under “Guided
updated using the VAS Scan Tools. Fault Finding”).
The adaption values have to be cleared after

specific repair work on the transmission (for
example, change of ATF, etc.) or after replacing
the transmission.
Vehicle Electrical System

Control Module 2 J520
Module
367_055
The control module has a 52-pin connector. VAS adapter

cable 1598/48 is available for static and dynamic
measurements on the system.
367_096
39
Multi-Function Transmission Range (TR) Switch F125
Coil
Multi-Function 367_042
Switch F125

Connector C (on wiring harness) has the following tasks and controls the following
functions:
– Starter inhibitor control.

– P/N lock control (activation of Shift Lock Solenoid
N110).
– It identifies the vehicle operating states forward/
reverse/neutral/sport program, and this information
367_097
is used by Transmission Control Module J217 for
controlling the transmission.
– It identifies backing up or the intention to reverse for
use in controlling all functions relevant to backing up,
for example, backup lights, anti-dazzle rearview
mirror, acoustic parking system, trailer towing mode,
mirror fold-back, etc.
Sliding Contact
Switch
Effects of Signal Failure

Faults in F125 manifest themselves in very different
ways. The effects vary depending on which switch
contacts or interfaces are affected. The following can
occur:
– Engine Does Not Start (starter does not turn)
– No Transmission Power Flow
– Transmission MIL Enters Electrical or Mechanical
Limp-home Mode
– Transmission MIL Comes on
(inverted LEDs on shift indicator)
367_043
– P/N Lock does not Function Properly
– DTC Entry
Contact Lever
Adjusting Nut
40
Contact Assignments — Multi-Function Switch Switch for Positions

“P” and “N” Back-up Switch
The multi-function switch is a mechanical multiposition
switch with six sliding contacts.
– Four Switches for Identification of Selector Valve
Position and Selector Lever Position
– One Switch for Activating Functions Relevant to
Reversing (F41)
– One Switch for Starter Control in Selector Lever
Positions “P” and “N”
Since the switch contact is fully mechanical, F125 can

be checked using an ohmmeter.
384_041
Shift Logic F125

Coding of Connector C (on the wiring harness)
P/N Signal R Signal Position Signal Data Block 9/4. Value
367_099
41
Setting Gauge Multi-Function Transmission Range (TR)

T10173
Switch F125
Use setting gauge T1073 to set the multi-function
switch. Please follow the instructions given in the
Workshop Manual.
367_044
Note Note
Special care must be taken to ensure the The multi-function switch must be set after
correct torque is applied to the contact lever installation or if the wrong gear is indicated
adjusting nut. If the nut is over-torqued, the in the Instrument Cluster display (refer to
multi-function switch will move stiffly and the Workshop Manual).
rubber seals will be damaged. If the nut is not
tightened sufficiently, it can lead to ATF leaking
at the multi-function switch.
42

(RPM) Sensor G182
G182 is integrated in the ATF pump housing and Note
measures the direct transmission input speed (turbine
speed) by means of a ring gear on the transmission Due to torque converter slip, the transmission
input shaft. input speed (turbine speed) is not equivalent
to the engine speed (except when the torque
The Transmission Control Module requires the exact converter lockup clutch is fully closed).
turbine speed for the following functions:
– Control, Adaption, and Monitoring of Gearshifts and

Gear Selection Bottom View of Transmission
– Regulation and Monitoring of Converter Lockup

Clutch
– Diagnosis of Shift Elements and Plausibility Checking
of Engine RPM and Transmission Output Speed

(RPM) Sensor G182
367_059
Connector for Transmission

Input Speed (RPM) Sensor
G182
Transmission Input Shaft

(turbine shaft)
Milled Recesses for Engine

Speed Sensing 367_116
Protective/Substitute Function Transmission Input Speed

(RPM) Sensor G182
in Case of Failure
– Engine RPM is Used as a Substitute Value
Transmission Input Shaft
– No Adaption of Gearshifts (turbine shaft)
– No Controlled Operation of Converter Lockup
Clutch (open or closed only)
– No Pressure Regulation when Selecting Gear
(for example, N-D or N-R), -Clunky- Shift Action
367_116
ATF Pump
43 Stator Shaft
Function
G182 is based on the Hall principle. The output signal is
Ground and Signal
a square-wave signal whose frequency is proportional
Voltage Supply
to turbine speed.
367_037
DSO Image - Signal from G182
367_057
Voltage level when the turbine shaft is stationary, i.e. gear selected, driving
speed 0 mph/kph (depending on whether a tooth space or a tooth is located
in front of the sensor)
DSO Connection for G182

– Black Probe Tip Pin 1
– Red Probe Tip Pin 39
Test Conditions: Auxiliaries:
– Engine Idling – VAS 5051

– Selector Lever Position “N” or “P” – VAG 1598/48 with 1598/42
44
Transmission Output Speed

(RPM) Sensor G195
G195 is located behind the valve assembly. It is
bolted to the transmission housing and measures
the transmission output speed at the ring gear of the
Ravigneaux planetary gear set. The ring gear has special
milled recesses for this purpose and serves as an
encoder disc.
One of the principal signals of the electronic

transmission control system is the transmission
output speed. There is a direct correlation between
transmission output speed and driving speed.
The transmission output speed is required for the

following functions:
367_049
– Shift Point Selection
– Dynamic Shift Program (DSP), for example, Transmission Output Speed (RPM) Sensor G195
Driving Status Evaluation
– Shift Component and Plausibility Checking of Engine
and Turbine Speed (gear monitoring)
Ring Gear of the Ravigneaux

Planetary Gear Set
Milled Recesses for Engine

Speed Sensing
367_048
Transmission Output Speed

Protective/Substitute Function (RPM) Sensor G195
in Case of Failure
– The Wheel Speed Value Generated by the ESP Control
Module is used as a Substitute Value (via CAN bus)
– Limited DSP Capability
45
Function
G195 is based on the Hall principle. The output signal
Ground and Signal
is a square-wave signal, the frequency of which is a
function of transmission output speed (driving speed). Voltage Supply
367_037
DSO Image - Signal from G195
367_113
Voltage level at a road speed of 0 mph/kph (depending on whether a tooth

space or a tooth is located in front of the sensor)
DSO Connection for G195

– Black Probe Tip Pin 1
– Red Probe Tip Pin 50
Test Conditions: Auxiliaries:
– Road Speed Approximately 6.2 mph (10 kph) – VAS 5051

– Selector Lever in “D” Position, Engine Idling – VAG 1598/48 with 1598/42
(vehicle raised on lift)
46
Transmission Fluid Temperature Sensor G93
G93 is integrated inside the valve assembly and is G93 is an NTC (Negative Temperature Coefficient)
submerged in ATF. It generates an ATF temperature resistor and an integral part of the wiring harness.
signal for Transmission Control Module J217.
367_059
Transmission Fluid
Temperature Sensor G93
The ATF temperature is required for the following As protection against overheating, countermeasures
functions: (Hot-mode) are taken when defined temperature
threshold values are exceeded.
– To adapt shift pressures (system pressure) and to
increase and reduce pressure during gearshifts Hot-mode Stage 1 (approximately 302 °F [150 °C]): The
– To activate and deactivate temperature dependent shift characteristics are adjusted towards higher engine
functions (warm-up program, converter lockup speeds using the DSP function, the operating range
clutch, etc.) for the torque converter lockup clutch being closed is
– To activate transmission protection measures if ATF extended.
temperature is too high (Hot-mode)
Hot-mode Stage 2 (approximately 338 °F [170 °C]): Engine
– To activate transmission adaption functions torque is reduced.
(EPCV control current)
47
Wiring Harness with G93
G93
NTC Resistor Characteristic of the G93
Resistor in Ω
Wiring Harness -
Sensors in the
Transmission
Temperature in °C
367_060
Connector B –
Pins 1 and 2 for G93
Protective/Substitute Function
in Case of Failure
– A Substitute Value is Generated from the Engine
Temperature and Operating Time.
– There is no Controlled Operation of Converter Lockup
Clutch (open or closed only).
367_037
– There is no Shift Pressure Adaption
(which usually results in clunkier gearshifts).
48
CAN Data Exchange — 09D Transmission on the Audi Q7
J217 – Transmission Control Module

• System Status
• Fault Memory Entry/Status
• Selector Mechanism Active
• Coding in Engine Control Module
• Momentary Gear or Target Gear
• Selector Lever Position
• Motion Resistance Index
• Information on Emergency Running Mode
and Self-Diagnosis
• OBD Status
• Nominal Idling Speed
• Torque Gradient Limitation
(converter/transmission protection)
• Converter/Transmission Protection Status
• Selector Lever Position Display
• Nominal Engine Torque
(transmission intervention) CAN Node
• CAN Sleep Indication
• Torque Converter Lockup Clutch Status
• Self-Diagnosis/Measured Data
• Compressor “Off”
• Cooling Demand
• Turbine Speed
Powertrain CAN Bus
J285 – Instrument Cluster Control Module

• Ambient Temperature
• Mileage Instrument Cluster CAN Bus
Diagnostics CAN Bus

Extended CAN Bus
Data Link Connector
Note
The CAN information exchange processes = Information Sent by the
Transmission Control Module
shown here refer only to information relevant
to the transmission.
= Information Received by the

Transmission Control Module
49
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JXXX* – Engine Control Module J104 – ABS Control Module

• Accelerator Pedal Angle • Lateral Acceleration
• Kick-Down • ABS, TCS, and ESP Intervention
• Engine Torque Data (nominal/actual) • TCS Shift Control
• Engine Speed • Wheel Speeds (front left, front right,
rear left, rear right)
• Driver Torque Input
• System Status
• Coolant Temperature
• ABS Warning Lamp “on”
• Brake Light/Brake Pedal Switch
• ESP in Passive Mode
• Air Conditioning System Activation
• CCS Status
• Altitude Info
• System Status
• Transmission Control Module Coding
• A/C Activation J527 – Steering Column Electronic
• Warm Up Cycle Systems Control Module
Control module J527 serves as a LIN master
• Exhaust Emission Type (for example, EOBD) for control module J453.
• Oil Temperature Protection
G85 – Steering Angle Sensor

• Steer Angle
• Steer Angle Speed
• System Status
CAN Node
LIN Data Bus
J533 – Data Bus On Board

Diagnostic Interface (gateway)
• Mileage (km)
• Time, Date
• CAN Sleep Acknowledge
J453 – Multi-Function Steering
Wheel Control Module
• Tiptronic Status
• Tiptronic Shift Request +
• Tiptronic Shift Request –
J428 – Distance Regulation Control
Module (ACC**)
• Deceleration Request
367_111
• Sensor Detection
(whether cruise control or ACC)
* XXX = Denotes Various Engine Control Modules
** ACC = Adaptive Cruise Control
50
Interfaces/Auxiliary Signals
Kick-Down Information
There is no separate switch for kick-down information. If a defined voltage threshold in the engine control
A “force element” is integrated in the accelerator module is reached, this is interpreted as a kickdown
position sensor in place of a stop buffer (for manual request by the driver, and the automatic transmission is
transmissions). The force element produces a informed (via the powertrain CAN bus). The kick-down
“mechanical pressure point” which conveys an authentic point can only be checked using the Scan Tool.
“kickdown feel” to the driver. When the driver engages
the kickdown, the full-load voltage of throttle position
sensors G79 and G185 is exceeded.
Accelerator Pedal in Audi Q7

Note
If the accelerator pedal module or the
Throttle Position engine control module is replaced, the
Sensors G79/G185 kick-down point must be re-adapted.
Kick-Down
“Force Element” 367_062
Kick-Down Range
Accelerator Pedal Travel
Signal Voltage in V
367_063
Driver Torque Input

Idling Full Throttle Stop Accelerator Pedal
Mechanical Limit Stop
51
Distributed Functions in the Audi Q7
Starter Inhibitor/Starter Control Back-up Switch F41

The starter control/starter inhibitor function is Multi-Function Transmission Range (TR) Switch F125
implemented via Access/Start Control Module J518. supplies a voltage signal (R signal) to Vehicle Electrical
System Control Module J519 and other control modules
The P/N signal (ground), a requirement for start which utilize the R signal.
enabling, is generated by a separate switch in Multi-
Function Transmission Range (TR) Switch F125. The P/N The R signal is required for the following functions and
signal is transmitted to J518 via a discrete line. systems:
– Back-up Light
J518 only enables Engine Control Module J623 to – Anti-Dazzle RearView Mirror
activate terminal 50 in selector lever position “P” or “N.”
– Self-Diagnosis of Transmission Control Module J217
For self-diagnostic purposes, the selector lever position
is also indicated to J518 via the databus. The back-up lights are activated by Comfort System
Central Control Module 2. The information path is as
F41 follows: F41 > discrete line Vehicle Electrical System
Switch for P/N Signal Control Module J519 > Comfort System Central Control
Module 2 J773 via the convenience CAN > discrete line
to back-up lights.
The R signal is also sent to Transmission Control

Module J217 via a discrete line.
The self-diagnostics in J217 utilize the R signal to check

the plausibility of Multi-Function Transmission Range
Switch F125.
If the R signal is faulty, the transmission enters limp-

home mode.
367_078
Dynamic Shift Program DSP
As a modern automatic transmission, the 09D also The main parameters used to compute the gear
features the latest generation of the Dynamic Shift selection have not changed fundamentally compared to
Program (DSP). previous automatic transmissions. Due to the increased
networking of the Transmission Control Module and
The DSP evaluates vehicle operating parameters such as other vehicle systems, such as engine, ESP, and steering
motion resistance (for example, uphill gradient), route angle sensor, today a larger volume of information
profile (for example, corner), and driver type (driving is available, providing an even better description of
style). momentary driving status and driving style for the
Transmission Control Module.
52
Tiptronic Shift Strategy
– Automatic Upshift Upon Reaching Maximum 1) The vehicle is normally driven away in first gear. It can
Engine Speed. also be driven away in second gear by shifting up into
– Automatic Downshift when Engine Speed Drops Below second before driving off (with steering wheel
Minimum Threshold. Tiptronic or selector lever). This makes driving away
easier on low friction road surfaces, for example, on
– Kick-Down. icy or snow-covered roads.
– Drive-Away in Second Gear by Selecting Second
Before driving Off.1) 2) In addition to manual gearshifting, the Tiptronic
– Upshift Prevention and Downshift Prevention.2) function is, for example, necessary for making use of
the engine braking effect. The selector lever gate (with
positions “D” and “S”) does not allow intervention in
order to prevent upshifts or downshifts. The Tiptronic
function (selector lever in Tiptronic gate) can be
used to maintain the actual gear position or to select
a different gear within the shift limits. In this way, as
mentioned, it is possible to use the engine braking
effect and prevent repeated shifting back-and-forth
between gears (for example, in trailer towing mode).
Sport Program “S”
In the selector lever “S” position, a performance-oriented The “S” program also has the following special features:
shift program is available to the driver.
– If the selector lever is moved into the “S” position
When the Transmission Control Module is informed under constant acceleration, the transmission kicks
down within defined limits.
that the selector lever is in the “S” position, it alters the
shift characteristic so it is biased toward higher engine – To ensure a more direct driving response to movement
speeds. This enhances driving dynamics. of the accelerator, the vehicle is, where possible,
operated with the converter lockup clutch closed.
When the selector lever is in the “S” position, the DSP – If sixth gear is configured as an overdrive gear, only
also adapts to driver inputs (driver type analysis) and gears 1 to 5 are selected.
driving situations.
53
Limp-home Mode
In the event of faults/malfunctions which activate

the mechanical limp-home mode, 3rd gear is always
selected during vehicle operation in any gear up to
third.
If the transmission is already in fourth, fifth, or sixth

gear, the momentary gear is maintained until the
selector lever is moved into neutral or the ignition is
switched off.
When driving away again (with the selector lever in

either the “D” or “S” position), or restarting the engine,
third gear is always selected.
Reverse gear is available (R gear lock is disabled).

367_064
The maximum system pressure is set and, as a
result, maximum shift pressure is applied to the shift
elements. This results in harsh gear engagements.
The converter lockup clutch stays open.
Towing
When the vehicle is towed, the ATF pump is not driven. If the battery is disconnected or dead, the selector lever
As a result, the rotating parts are not lubricated. emergency release device must be operated in order to
move the selector lever from the “P” to the “N” position.
To avoid serious transmission damage, the following
conditions must be met:
– The Selector Lever Must be in the “N” Position.
– A Maximum Towing Speed of 30 mph (50 kph) must
not be Exceeded. Note
– A Maximum Towing Distance of 30 mi (50 km) must Towing procedures may vary; always follow
not be Exceeded. the Owner’s Manual instructions for towing
a vehicle.
54
Transmission Adaption – 09D Transmission
Introduction
A prerequisite for good and consistent shift quality, The task of the adaption function is to compensate for
in addition to the design, is precision control of the production tolerances in transmission components and
shift elements. This is the purpose of the transmission changes which occur during their service life.
adaption feature. In order to maintain constant shift
quality during the entire service life of the transmission, The adaption values serve as corrective values, or
it is necessary to continuously adapt the various open so-called offsets, which are either added to or subtracted
and closed-loop control parameters and save acquired from the default values (applied values) stored in the
adaption data. These adjustments and the teach-in Transmission Control Module.
process are collectively defined as “adaption.”
Adaption Example Adaption Limits
Adaption Range
Correction “–2”
Adapted Value “18”
Adapted Value “20”
367_115
Note
Transmission adaption is a very complex subject. Only basic principles and
general topics are discussed in the content of this Self-Study Program. You will
find further information in the relevant Service Training Course.
55
Mechanical and Hydraulic Influencing Factors

The shift elements are actuated hydraulically. For this Now, therefore, let us look the variable parameters,
reason, allowance must be made for the characteristics clutch pressure, and coefficient of friction.
of the electrical and mechanical control valves. The
resistances produced by mechanical friction in The coefficient of friction is dependent on the following
components, as well as the pressure of the piston return influencing factors:
springs, have to be overcome. In addition, attention – Materials of the Friction Partners
must be paid to the filling of all ports, lines, and (specification, quality, aging, and wear).
cylinder chambers, as well as the clutch clearance. All
of these are factors which affect the overall gearshifting – ATF (specification, quality, aging, and wear)
sequence, not to mention the parameters which apply to – ATF Temperature
the shift elements themselves. – Clutch Temperature
– Clutch Slip
Shift Element Parameters
Clutch torque is dependent on the following parameters: In addition to the previously mentioned mechanical
– Type of Engine.
and hydraulic influencing factors, the above influencing
– Contact Pressure (clutch pressure). factors have to be compensated by adaption.
– Coefficient of Friction.
Fig. 367_117 shows, in a simplified manner, the
sequence of a so-called overlap gearshift (upshift under
Note: acceleration) and the adaption ranges within which
These parameters must always be in correct correlation adaption processes take place.
with each other so that a specific amount of torque can
be transmitted. In an overlap gearshift, the power-transmitting clutch
maintains the torque at a reduced pressure level until
The type is defined in design terms and therefore the engaging clutch has taken up the torque. To make
constant. Contact pressure is regulated by the clutch the gearshift sequence as comfortable as possible and
pressure. Clutch pressure is the parameter which is to conserve the clutches, engine torque is reduced while
used to control clutch torque and which is most easily the overlap gearshift is being performed.
influenced. The coefficient of friction is a parameter
which changes continuously during vehicle operation
and throughout the service life of the vehicle.
Upshift Under Acceleration Sequence

Legend
n_mot = Engine Speed
n_t = Turbine Speed
m_mot = Engine Torque
P_zu = Engaging Clutch
P_ab = Disengaging Clutch
t = Time
A, B, C = Adaption Range
A B C
Pre-Filling Shift Pressure Holding Pressure
367_117
56
Upshift Under Acceleration Sequence

Legend
n_mot = Engine Speed
n_t = Turbine Speed
m_mot = Engine Torque
P_zu = Engaging Clutch
P_ab = Disengaging Clutch
t = Time
A, B, C = Adaption Range
Quick Filling Time

(quick filling)
Filling Pressure
A B C
Pre-Filling Shift Pressure Holding Pressure
367_117
The following aspects of the gearshift sequence are The following adaption conditions must be met so
adapted: adaptions can be performed:
– Quick Filling Time (pre-filling) – ATF Temperature Must be Between 151 °F and 230 °F
– Filling Pressure (pre-filling) (66 °C and 110 °C).
– Shift Pressure (engaging and disengaging clutch) – Engine Load Must be Within Defined Range
(very low engine load or low accelerator pedal angle).
– Holding Pressure
– No Faults Registered in Fault Memory of the
Transmission Control Module.
Quick Filling Time = period during which increased
pressure is applied to the clutch in order to engage the – Defined driving state (for example, certain adaptions
clutch assembly and fill the clutch cylinder chamber. are only performed when vehicle is stationary and
when engine is running at idling speed).
Filling Pressure = pressure which is required to compress – Good Road Conditions (no uphill gradient or downhill
the clutch plate assembly to the point where the clutch gradient, straight road).
just comes into engagement but a significant amount of
this torque is still not transmitted. The transmission adaption status is established over a
prolonged period of time in service. A further feature of
Shift Pressure = pressure which acts during the slip the Transmission Control Module is that the adaption
phase. frequency is reduced with increasing mileage. This
means the adaption frequency of a transmission with
Holding Pressure = pressure required to keep the clutch low mileage or with cancelled adaption values is very
securely closed. high. On the other hand, transmissions with high
mileage have longer adaption intervals.
Adaptions are made during gearshift cycles and when
the vehicle is stationary with the engine operating at
idling speed.
57
Deleting Adaption Values Adaption Drive

The adaption values of the 09D transmission are Step 1:
preserved even if the power supply to the Transmission First, the previously mentioned adaption conditions
Control Module is cut off (for example, battery is must be fulfilled.
disconnected, etc.); however, they can be deleted using
the Basic Setting test plan of the Scan Tool. Step 2:
When the engine is operating at idling speed, the
Basic Setting can be used not only to delete adaption vehicle is stationary, and the brake is applied, move the
values, but also to program in the kick-down point selector lever from “N” to “D” and keep it in position
and activate the steering wheel Tiptronic function (if “D” for at least three seconds. Repeat this procedure
available). five times, then carry out the same procedure for the
gearshift from “N” to “R.”
The following are situations when the basic setting
procedure must be performed: Step 3:
– After Replacing the Transmission Accelerate the vehicle in selector lever position “D”
from a standing start until 6th gear is engaged and the
– After Replacing the Transmission Control Module vehicle is travelling at a speed of approximately 50 mph
J217 (80 kph), or more. An accelerator pedal angle between
– After Changing the ATF 25% and 30% must be maintained (check this using
– After Repair Work on the Transmission the Scan Tool). After this, allow the vehicle to coast
(for example, replacing the valve assembly, and then bring it to a standstill within 60 seconds by
clutch repairs) applying minimal brake pressure. Repeat this procedure
– After Replacing or After Removing and Installing 10 times.
Throttle Position Sensors G79/G185
Step 4:
– After Complaints About Shift Comfort
Shift quality assessment.
– Possibly After Engine Repairs (for example, after
replacing the engine, engine control module, etc.)
– Possibly After a Software Flash Update
It is recommended to perform an adaption drive after

deleting adaption values or carrying out the basic
setting procedure.
An adaption drive must always be performed after

deleting adaption values due to complaints about shift
comfort.
58
Transmission Periphery
Gear Selector
The gear selector mechanism is connected mechanically It also performs several tasks and functions, for which an
to the transmission via the selector lever cable. electrical connection exists to the Transmission Control
Module and the vehicle periphery.
Mechanical Functions Electrical Functions

– Actuation of Parking Lock – P/N Lock Control
– Actuation of Selector Valve of Hydraulic Valve Body – Ignition Key Withdrawal Lock
– Actuation of Multi-Function Switch on Transmission – Activation of Selector Lever Transmission Range
– P/N Lock (shift lock) (TR) Position Display Unit
– Tiptronic Function
Connector A Gate Valve with

(10-pin, to vehicle wiring Permanent Magnet (2x)
harness/ transmission)
Selector Lever Sensor System

Control Module J587 with
Tiptronic Switch F189
Connector C
(10-pin, to display unit Y26)
Selector Lever
Position Display Unit Y26
367_101
59
The design and functioning of the selector lever When replacing the selector lever mechanism, the
mechanism on the Audi Q7 are largely identical to the selector housing (installed from the outside) remains
mechanism on the 2005 Audi A6 (up to approximately in the vehicle. Only the internal components of the
mid-2006). mechanism need to be replaced.
Here are the main differences:
The selector lever mechanism can be removed from

the interior of the vehicle in order to make repairs (for
example, to replace microswitch F305).
Selector Lever Transmission

Range (TR) Position Display Unit
J587 and Tiptronic Switch F189
Shift Lock Solenoid N110
Internal Components of the

Selector Lever Mechanism
Funnel/Guide
The Funnel Aids
Releasing the P Lock in an
Emergency
Gearshift Housing
367_100
Selector Lever Cable
60
Shift Locks (P lock and P/N lock)

Basically, a distinction is made between the P/N lock
while driving and the P/N lock with the ignition “on” and View from the Right
locking of the selector lever in the “P” position with the
ignition key removed (P lock).
The kinematics of the locking mechanism are designed

in such a way that locking is possible both in the
de-energized state of the N110 (position “P”) and in the
energized state (position “N”).
View from the Left
367_102
Stop Lever
Emergency
Unstop Lever
367_103
Shift Lock
Solenoid N110
61
Shift Lock – Selector Lever Position “P”

Locking of the selector lever in position “P” is ensured by To release the shift lock, solenoid N110 is energized, with
the automatic locking of the stop lever in this position. the result that the solenoid pushes the stop lever back
out of the P lock.
If N110 is de-engergized, the stop lever (assisted by a
spring in solenoid N110) drops automatically (by gravity) In the event of a fault or power failure, the selector
into the P lock as soon as the selector lever is moved into lever remains locked in position. There is an emergency
the “P” position. release mechanism for such cases.
Stop Lever
Terminal 31
P Lock
367_104
N110
Shift Lock – Selector Lever Position “N”

If the selector lever is in the “N” position, N110 is To release the shift lock, N110 is de-energized, and the
activated and pushes the upper hook of the stop lever stop lever drops down. (Refer to the Shift Lock - Selector
into the N lock and locks the selector lever. Lever Position “P” explanation.)
N Lock
Terminal 31
Voltage from
J217
367_105
N110
62
Emergency Release – P Lock

Due to the fact the P lock is only unlocked when N110 is The emergency release mechanism can be accessed by
activated, the selector lever remains locked in position removing the ashtray insert and the trim clip behind it.
“P” in the event of a malfunction (for example, dead
battery, failure of solenoid N110, etc.). The stop lever is unlocked by pushing down on the
emergency unlocking lever (for example, using a ball
To enable the vehicle to be moved in such a situation, point pen). At the same time, the button on the selector
there is an emergency release lever on the left-hand side lever must be pressed and the selector lever pulled back.
of the stop lever.
Ashtray Insert
Ashtray
Trim Clip
367_106
Emergency
Release Lever Selector Lever
Transmission Range
Position Display Unit Y26
Selector Lever Transmission Range Position

Display Unit Y26
The LEDs on the display unit are powered by Selector
Lever Sensor System Control Module J857 and activated
according to the selector lever position.
The brightness of the LEDs is controlled via terminal

58d (PWM signal, dimming) and varies with voltage
level (generated by J587). This means the LED, which
indicates the current selector lever position, is activated
by a “pulsed voltage” of approximately 12V, while
approximately 4V are applied to all other LEDs.
367_003
367_112
63
Ignition Key Withdrawal Lock Microswitch 1

with Resistor
Microswitch 2
The ignition key withdrawal lock is actuated

automatically by a mechanical locking mechanism
integrated in Access/Start Authorization Switch E415.
The ignition key withdrawal lock is released

electromechanically by brief activation of Ignition
Switch Key Lock Solenoid N376. For this purpose, E415 P Signal
requires information on selector lever “P” position.
The information on selector lever position “P” is

supplied by Transmission Park Selector Switches F305.
These two switches are connected in series and form a
unit.
In selector lever “P” position, the two switches are

closed and deliver a ground signal directly to E415. If
the ignition is turned to the “off” position, solenoid
N376 is energized by E415 for a short time, and an
unlocking mechanism cancels the ignition key lock.
367_107
Emergency Release
For safety reasons, two microswitches are installed. The series-connected resistor enables the signal line to
be diagnosed.
Microswitch 1 is closed when the selector lever button
is released in selector lever position “P” (button is not Microswitch 2 is closed when the stop lever for the P/N
pressed). lock is in its home position. It signals when the selector
lever is actually locked in the “P” position.
Microswitch 1 Microswitch 2
367_108
64
Selector Lever Sensor System Control Module J587
The functions of the Selector Lever Sensor System A defined signal frequency is assigned to each selector
Control Module are limited to generating the Tiptronic lever position (see DSO images). The selector lever
signal for the Tiptronic function (from F189) and the P/R/ sensor system evaluates the signal and activates the
N/D/S signal for activating Selector Lever Transmission relevant LED on display unit Y26 (ground activation).
Range Position Display Unit Y26.
Advantages
P/R/N/D/S Signal – Synchronous Indication of Selector Lever Position in
The information on the selector lever position (P/R/N/D/S Instrument Panel and on Selector Lever
signal) is sent from the Transmission Control Module – Cost Savings through Simplification of Selector Lever
to the selector lever sensor system in the form of a Sensor System Control Module J587 (elimination of
frequency-modulated square-wave signal (FMR signal). additional Hall sensors)
The relevant LEDs on display unit Y26 are then activated.
Functional Diagram of the Gear Selector Mechanism with 09D Transmission
P/R/N/D/S Signal
Tiptronic Signal
367_005
F189 Tiptronic Switch

F305 Transmission Park Selector Switch
J587 Selector Lever Sensor System Control Module
N110 Shift Lock Solenoid
Y26 Selector Lever Transmission Range Position Display Unit
65
DSO Images of the P/R/N/D/S Signals
DSO Connection
– Black Probe Tip Pin 6*
– Red Probe Tip Pin 9*
* Pin on connector A or test adapter VAG 1598/42
Test Equipment
– VAG 1598/54 with 1598/42
– VAS 5051
Selector Lever Positions

Test Condition
– Ignition “ON”
367_006
66
Tiptronic Signal
Advantages
The information of the selector lever in the Tiptronic – Higher Operational Reliability - only one line to control
gate (selector lever in Tip+ position or selector lever in module is required (instead of three), thereby reducing
Tip– position) is transferred via a discrete line (see DSO the number of potential fault sources.
images) to the Transmission Control Module in the form of – Improved Self-Diagnosis
a frequency-modulated square-wave signal (FMR signal).
DSO Images of the Tiptronic Signal
DSO Port Selector Lever

Positions
– Black Probe Tip Pin 6*
– Red Probe Tip Pin 3*
* Pin on connector A or
test adapter VAG 1598/42
Test Equipment P/R/N/D/S

– VAG 1598/54 with 1598/42
– VAS 5051
Test Condition
– Ignition “ON”
Tiptronic Gate
Tiptronic Tip +
Tiptronic Tip –
367_007
Test adaptor VAG 1598/54 is available in combination Test adaptor VAG 1598/48 is available in combination
with test box VAG 1598/42 for testing the signals to and with test box VAG 1598/42 for testing the signals to and
from the gear selector mechanism. from the 09D transmission.
67
Notes
68
Glossary
Glossary
Ratio Spread Transmission Adaption

In the context of transmissions, the “spread” of a A transmission type is, depending on torque and engine
transmission is its “range of ratios.” The ratio spread type, adapted to different engine variants through:
is the ratio of the lowest (first) and highest (sixth) gear – Number of Plate Pairs used for Clutches and Brakes
ratios. The ratio spread value is obtained by dividing the
– Adaptation of ATF Pressure to Clutches and Brakes
lowest gear ratio by the highest gear ratio.
– Configuration of Gear Pairs, Planetary Gear Sets
Example (using the 09G transmission): (for example, four planetary gears instead of three),
First Gear 4.148 Shafts, and Mountings
Sixth Gear 0.686 – Transmission Housing Reinforcement
4.148 : 0.686 = 6.05 (value rounded up) – Transmission Ratios of Final Drive and Idlers
– Size of Torque Converter
Wide ratio spread offers advantages. In addition to a
high starting torque ratio (for high tractive power), a low – Torque Converter Characteristic (torque conversion
end torque multiplication ratio is achieved. The latter factor or torque converter multiplication)
provides a reduction in engine speed, which in turn
reduces noise levels and improves fuel economy. The ratios of the individual gears are generally constant.
A wide ratio spread requires a certain number of

gears in order to avoid overly large speed differentials
during gearshifts (ratio steps). When changing gear,
engine speed must not be allowed to enter low-torque
RPM ranges which will adversely affect or prevent
acceleration.
The best solutions are multiple gears or a continuously

variable transmission ratio, as used in the multitronic
transmission.
69
Notes
70
Index
A F
Adaption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 F41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Adaption Conditions . . . . . . . . . . . . . . . . . . . . . . . . . 57 F125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Adaption Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 F189 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
ATF (Automatic Transmission Fluid) . . . . . . . . . . . . 13 Filling Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
ATF Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Freewheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
ATF Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Function Diagram - 09D Transmission . . . . . . . . . . 37
ATF Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Function of the Shift Elements . . . . . . . . . . . . . . . . 23
Automatic Transmission Control Module J217 . . . 39
Auxiliary Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
G
B
G85 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
G93 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Back-up Switch F41 . . . . . . . . . . . . . . . . . . . . . . . . . . 52 G182 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 G195 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Gear Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
C
CAN Information Exchange . . . . . . . . . . . . . . . . . . . 49 H
Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Holding Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Clutch Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Hot-mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Coefficient of Friction . . . . . . . . . . . . . . . . . . . . . . . . 56 Hydraulic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Controlled Operation, Lockup Clutch . . . . . . . . . . . 12
Control Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Cutaway View of the 09D . . . . . . . . . . . . . . . . . . . . 5 - 6 I
Ignition Key Withdrawal Lock . . . . . . . . . . . . . . . . . . 64
D
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Deleting Adaption Values . . . . . . . . . . . . . . . . . . . . . 58

Description of Gear/Torque Curve . . . . . . . . . . . . . . 30
1st Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
J
J104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
2nd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
J217 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
3rd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 J285 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
5th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 J428 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 J453 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Distributed Functions . . . . . . . . . . . . . . . . . . . . . . . . 52 J527 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Drive-Away in 2nd Gear . . . . . . . . . . . . . . . . . . . . . . 53 J533 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
DSO Images . . . . . . . . . . . . . . . . . . . . . . . 44, 46, 66, 67 J587 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Dynamic Pressure Compensation . . . . . . . . . . . . . . 25
Dynamic Shift Program DSP . . . . . . . . . . . . . . . . . . . 52
K
E Kick-Down Information . . . . . . . . . . . . . . . . . . . . . . . 51
Electromagnetic Valves . . . . . . . . . . . . . . . . . . . . . . . 28
Emergency Release - P Lock . . . . . . . . . . . . . . . . . . . 63 L
Lepelletier Planetary Gear Set . . . . . . . . . . . . . . . . . 17
Limp-home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
71
Index
M T
Multi-Function Switch F125 . . . . . . . . . . . . . . . . . . . 40 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Tiptronic Shift Strategy . . . . . . . . . . . . . . . . . . . . . . 53
N Tiptronic Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Tiptronic Switch F189 . . . . . . . . . . . . . . . . . . . . . . . . 59
N88 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
N89 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Torque Converter Lockup Clutch . . . . . . . . . . . . . . . 11
N90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
N91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Transmission Adaption . . . . . . . . . . . . . . . . . . . . . . . 55
N92 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Transmission Breather . . . . . . . . . . . . . . . . . . . . . . . . 2
N93 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Transmission Input Speed Sensor G182 . . . . . . . . . 43
Transmission Oil Temperature Sensor G93 . . . . . . 47
O Transmission Output Speed Sensor G195 . . . . . . . 45
Offroad Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Supply/Lubrication . . . . . . . . . . . . . . . . . . . . . . . 13
Oil Temperature Regulator (thermostat) . . . . . . . . . 15
Overlap Gearshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
U
Upshift Under Acceleration . . . . . . . . . . . . . . . . . . . 57
P V
Parking Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
P Lock, P/N Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Primary Planetary Gear Set . . . . . . . . . . . . . . . . . . . . 17
P/R/N/D/S Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Y
Y26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Q
Quick Filling Time . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
R
Ratio Spread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
R Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
S
Schematic Power Flow Diagram . . . . . . . . . . . . . . . 21
Secondary Planetary Gear Set . . . . . . . . . . . . . . . . . 17
Selector Lever Sensor System J587 . . . . . . . . . . . . . 65
Shift Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Shift Locks (P lock and P/N lock) . . . . . . . . . . . . . . . 61
Shift Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Shift Logic F125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Shift Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Sport Program “S” . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Starter Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Starter Inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
72
Notes
73
Knowledge Assessment
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this SSP.
The Knowledge Assessment may or may not be required for Certification.
You can find this Knowledge Assessment at:
www.accessaudi.com
From the accessaudi.com homepage:
–– Click on the “ACADEMY” Tab

–– Click on the “Academy Site” Link
–– Click on the ”CRC Certification” Link
For assistance, please call:

Audi Academy
Learning Management Center Headquarters
1-877-AUDI-LMC (283-4562)
(8:00 a.m. to 8:00 p.m. EST)
iii
Notes
75
951703
All rights reserved.

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

3800 Hamlin Road
Auburn Hills, Michigan 48326

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Introduction

Connections of the ATF Cooler Multi-Function Switch

Hydro-dynamic Torque Converter with Slip-Controlled Lockup Clutch.

Designed for Longitudinal Installation in Combination with a Transfer

Dynamic Shift Program (DSP) with Separate Sport Program in

Special Feature: in Tiptronic Mode, it is Possible to Start in Second

Cutaway View of the 09D Transmission

Transmission Input Speed

Manual Selector Lever

Locking Pawl for

Connector for Sensors

Legend to Sectional View of Transmission

Components of Planetary Gear Sets Components of Shift Elements

Shafts and Gears Housings, Screws, and Bolts

Multi-Plate Clutches, Bearings, Washers, Electrical Components

In the 09D transmission, torque is transmitted from the Configuration: Typical

They differ in respect of the following:

Torque Converter Mounting

Torque Converter Lockup Clutch

During normal vehicle operation, the lockup clutch is

Converter Lockup Clutch - Open

Converter Lockup Clutch

In the hill-climbing program, the converter lockup clutch

ATF (Automatic Transmission Fluid)

ATF Pump ATF Pump (fully assembled)

Use a separate, dedicated ATF fluid

ATF cooling is thermostat-controlled by means of an

Oil Temperature Regulator (thermostat)

Thermostat Closed Expanding

At a temperature of approximately 167 °F (75 °C), the

Thermostat Open Plunger

At a temperature of approximately 194 F (90 C), the

Planetary Gear Set

The 09D transmission is based on the Lepelletier

The Lepelletier planetary gear set is based on a single

Transmission Output Shaft

Inner Plate Carrier

The special feature of the Lepelletier planetary gear

A feature of the Lepelletier planetary gear set is that

Advantages of the Lepelletier Planetary

Small Sun Gear S3

Inner Plate Carrier

Planet Carrier PT2

Inner Plate Carrier

A continuous flow of power and different ratios can be

Brake B1 Clutch K3 Clutch K1

Outer Plate Carrier of Clutch K2

The shift elements (brakes and clutches), in combination

The following shift elements are used:

Clutches K1, K2, and K3 introduce engine torque into the

Brakes B1 and B2, or freewheel F, establish a torque

All clutches and brakes are activated indirectly by

Freewheel F, which is also a shift element, is arranged

Overview of Planetary Gear Set/Shift Elements

Schematic Power Flow Diagram

Primary Planetary Gear Set

Component: Connected to:

H1 – Ring Gear 1 Turbine Shaft (drive)/Clutch K2

Secondary Planetary Gear Set

Component: Connected to: