It makes sense to equip your new Audi with S Tronic transmission if you value top performance and smooth highway cruising.
When you consider your car’s better performance and decreased fuel consumption, the modest price premium over a conventional manual or automatic gearbox is pretty negligible.
Is there a possibility that something could go wrong with all the sophisticated technology and high-tech components? The S Tronic gearbox is dependably dependable when maintained, which is good given the high maintenance expenses. Visit our site on Audi Reliability to learn more if you’re interested.
Check out our articles on the Audi Virtual Cockpit, Audi Quattro, Audi Tech Pack, Audi Engine Codes, and the S Line trim if you need ideas for building a beautiful Audi vehicle.
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About The Author: Alasdair Cherry
There is no denying Alasdair’s boy racer reputation when it comes to his zeal and expertise about the auto sector. He is the person you go to for lease advice or model critiques.
Audi S Tronic: Is it a CVT?
Although Audi has decided to stop using the CVT transmission for upcoming models, there are still a lot of Audis that use the CVT transmission available on the market, both new and used. Audi has used two different types of automatic gearboxes in their cars: the Multitronic CVT (Continuous Variable Transmission) and the S-Tronic Dual Clutch. Let’s examine each transmission’s operation to help you pick which Audi transmission is best for you.
Audi S tronic transmissions are produced by whom?
A new seven-speed S tronic transmission from Audi will be available. The new twin-clutch transmission has a 550 Nm torque capacity and is made to function with longitudinally installed engines and the quattro all-wheel drive system. In series production this year, Audi will add the new S tronic to several vehicle lines.
The new transmission, which was wholly created by Audi, was created for the mid-range model lines and is intended to be both sporty and economical.
The new seven-speed S tronic from Audi has several modes of operation. The D (Drive) and S (Sport) programs are still available in the fully automatic mode, in which the computer chooses the gear. With the shift selector lever or the optional rocker switch on the steering wheel, you can manually change the gears as well.
Two transmission mechanisms make up the seven-speed S tronic. Two multidisk clutches that regulate various gears are integrated into it. For the odd gears 1, 3, and 5, the big K1 clutch on the outside transmits the torque to the gear wheels using a solid shaft. They are situated toward the middle of the car, at the back of the cast-aluminum transmission case.
First gear (top) and second gear acceleration when using the seven-speed S tronic (bottom). To larger, click.
Around the solid shaft rotates a hollow shaft. It is attached to the smaller K2 clutch, which controls the gear wheels for the even gears 2, 4, and 6, as well as reverse gear, and is built into the interior of its larger sibling. On both driving shafts, there is a single row of gear wheels in the following positions: 4, 6, 2, R, 1, 3, 7, and 5.
Even though both transmission structures are constantly in use, only one is being driven by the engine at any given moment.
The quattro drivetrain’s self-locking center differential receives power from the drive shaft and distributes it in two directions. In the fundamental distribution, 40% of the torque travels over a side shaft to the bevel gear of the front-axle differential, and 60% of the torque travels over the cardan shaft to the differential for the rear axle. This shaft uses a slanted, beveloid gear since it is mounted at an angle of 7.2 degrees. It is hollow as well, reducing weight.
Sporty and agile driving characteristics are provided by the asymmetric-dynamic power distribution, which places a modest focus on the rear end. The center differential has a maximum power transfer capacity of 65 percent to the front axle and a maximum power transfer capacity of 85 percent to the rear axle.
One of the most significant development objectives was the extremely accurate handling of both multidisk clutches. This was made possible in part by the employment of an efficient coil spring package, an electronically controlled rotation speed adjustment, and a compact pressure cylinder. Maximum comfort and precision are provided during startup and shifting by this technology package.
The mechatronic module controls the transmission. When facing the direction of travel, this module is incorporated on the left of the transmission and consists of a small set of control units and hydraulic control valves. Its control strategy enables extremely fine management of the power required for the process as well as variable speed control of the gear shifting process.
An effectively running oil pump that is situated next to the mechatronic module and is powered by a gear section supplies the necessary control pressure. A vacuum booster supports the oil pump in order to cool the double clutch while startup. As a result, it is possible to roughly double the volume of oil pumped when necessary without adding power.
The two unique oil systems of the seven-speed S tronic are one of its distinguishing qualities. While the dual clutch, mechatronic module, and oil pump each receive seven liters of automatic transmission fluid (ATF) oil through their own oil circuit, the wheelsets, central differential, and front-axle differential each receive around 4.5 liters of hypoid gear oil for lubrication. Due to the separation, the development engineers could place each component in the appropriate location without having to make compromises due to the use of a single lubricant.
A sporty, short transmission ratio for the first gear and a lengthy, rpm-decreasing ratio for the last gear are both conceivable with the maximum transmission-ratio spread of 8.0:1.
What is the mechanism of S tronic transmission?
Pioneer twin-clutch S Tronic, a brand-new 7-speed twin-clutch transmission, is now produced with pride by Audi. The addition of S Tronic to Audi’s lineup, which already includes the 6-speed DSG, Multitronic, manual, Tiptronic, and R Tronic, represents a further advancement in the company’s quest for superior driving dynamics, reduced fuel usage, and high performance.
The S Tronic can handle engines spinning at up to 9,000 rpm and up to 550Nm of raw torque. This explains why the [Nm RS 6] has a standard 6-speed Tiptronic transmission, most likely. For the five WCF readers who haven’t been online for very long, a rudimentary introduction to the inner workings of the S Tronic is probably in order right about now.
S Tronic is a twin-clutch transmission that, you guessed it, shifts gears by engaging and disengaging two clutches. The main takeaway is that twin-clutch systems operate a little more quickly whereas other systems only engage the next appropriate gear when the control unit determines that the speed, revs, and throttle are ideal for that action. These shift into the next gear as soon as the previous one is engaged, effectively “lying in wait” for the action to be allowed before shifting into the chosen gear rapidly. Simple.
Additionally, S Tronic has a number of driving modes, including D (Drive) and S. (Sport). In S mode, drive changes can even be made via optional rockers behind the steering wheel. In standard D mode, drive changes are auctioned by the computer. S Tronic will be integrated into a few Audi vehicles starting in 2008.
Is automatic the same as S tronic?
The S tronic combines the practicality of a contemporary automatic transmission with the effectiveness and sportiness of a traditional manual gearbox. Rapid shifting is possible with almost no audible interruption of the power flow thanks to the dual-clutch transmission. Dynamically and smoothly, the car accelerates.
Two multi-plate clutches and two sub-transmissions make up the 7-speed S tronic. Although both of these are constantly in use, only one of them is ever being powered by the engine. For instance, the second transmission section is already in fourth gear while the driver accelerates in third gear. By switching the clutches, one opens and the other closes, shifting the gears is accomplished. It just takes a few hundredths of a second to switch gears, with hardly any loss of power. The car passes by so swiftly and smoothly that the driver hardly notices it.
The two unique oil systems of the 7-speed S tronic are one of its distinguishing qualities. Gear sets, the center differential, and the front-axle differential are all lubricated independently, while the dual clutch, mechatronics module, and oil pump are all supplied by their own oil circuits. The benefit of this is that there is no need to compromise on the lubricant being used, ensuring a sufficient amount of oil for all components.
S tronic combines the practicality of a modern automatic transmission with the effectiveness and sportiness of a traditional manual transmission.
With the 7-speed S tronic, the driver has the option of manually shifting gears or letting the transmission do it for them. In manual mode, he chooses when to shift gear and does so by pulling the selector lever or using the paddles on the steering wheel. With the Drive program (D) and Sport program, he can alter the way the transmission behaves when shifting gears in automatic mode (S). The efficiency mode can also be chosen in conjunction with Audi drive choose, which is available for various models. This has a modified shift schedule and an energy-saving default configuration. When efficiency mode is engaged, for instance, the car automatically enters coasting mode and keeps moving without any engine braking losses if the driver lifts their foot off the accelerator.
While we put a lot of emphasis on dynamic performance, we also place a high value on efficiency because high efficiency lowers fuel consumption and pollutant emissions.
Get your Audi automatic transmission problems fixed by the experts
Automatic transmissions from Audi frequently exhibit the same issues as those from Volkswagen. Audi transmission repairs are one of our specialties at A Automotive.
Audi gearboxes used in vehicles made after mid-1995 operate at a high level of technicality. These transmissions may display a variety of common auto trans issues. Sometimes, rather than needing a mechanical service, certain Audi transmissions may have electrical issues. Particularly relevant here are Audi A4 cars produced after 2001.
Audi automatic transmission problems
The following are typical ways that gearbox issues with your Audi are discovered:
- Dashboard light or flashing indicator
- Extreme shifting or binding
- Surging sensation when moving forward after stopping
- Reverse gear disappears (a common problem on Audi A4 CVT)
- Gearshifts stop working (stuck in one gear)
- The engagement of the forward and reverse gears is delayed.
- At low speeds and with a small throttle opening, there is a surging, vibrating sensation.
Issues with the Audi multitronic transmission
The 01J CVT transmission, sometimes known as Audi’s “multitronic transmission,” is found in a significant number of Audi automobiles.
Although this transmission typically provides acceptable service, some owners report driving difficulties. Common criticisms about the Audi multitronic gearbox include:
- A trembling feeling during takeoff
- Losing backward
- Losing interest
- Slipping or accelerating to about 50 km/h
- Hill hold function lost.
The forward clutch’s insufficient holding strength frequently contributes to these Audi transmission issues.
In order to rectify issue, Audi suggests upgrading the forward clutch assembly’s friction plates from six to seven. This suggested update is one we routinely carry out at A Automotive.
We also flash the computer when we upgrade the forward clutch unit. By doing so, it is ensured that the valve body operates within the proper parameters and that the pulleys driving the chain are set to the proper ratio. If this is not done, the multitronic transmission won’t last as long as it should and the upgraded clutch assembly will be harmed.
Faults with the ZF transmission in Audi
Audi either produces its own traditional automatic gearboxes in-house or uses the well-known ZF transmissions, which are produced in Germany. European automakers frequently employ these gearboxes. Torque converter shudder is a problem with the Audi ZF gearboxes. This is typically perceived by the driver as a surging sensation while traveling at a light throttle speed of 40 to 50 km/h. The torque converter needs to be completely overhauled and upgraded in order to fix this transmission issue.
Audi automatic transmission repairs
A Automotive repairs and overhauls all different varieties of Audi gearboxes, including the 6-speed and 7-speed DSG units, in addition to the particular Audi transmissions mentioned above.
With over 30 years of expertise servicing European gearboxes for dealerships and the general public, A Automotive are experts in Audi transmission repair.
Get a quote from A Automotive Services to have the professionals rebuild or repair your Audi automatic transmission today.
Audi’s tronic has a dry or wet clutch.
The Audi Q3 offers a selection of three gasoline and two diesel engines paired with either front-wheel or quattro drive. They produce power in the 110 kW (150 hp) to 169 kW range (230 hp). They are all four-cylinder turbo engines with a particulate filter that are strong, refined, and efficient. Start-stop functionality is a standard component.
The TFSI engines come in a variety. The 1.5-liter gasoline engine, which has 250 Nm (184.4 lb-ft) of torque and 110 kW (150 horsepower), is the base model. It is only offered with front-wheel drive. The Audi Q3 35 TFSI accelerates from 0 to 100 km/h (62.1 mph) in 9.6 seconds and reaches a top speed of 211 km/h with the manual six-speed transmission (combined fuel economy in l/100 km: 6.3 – 6.0* (37.3 – 39.2 US mpg); combined CO2 emissions in g/km: 145 – 139* (233.4 – 223.7 g/km)) (131.1 mph). The race takes 9.2 seconds with the propulsion power stopping at 207 km/h if the customer opts for the seven-speed S tronic (combined fuel economy in l/100 km: 5.9 – 5.7* (39.9 – 41.3 US mpg); combined CO2 emissions in g/km: 134 – 130* (215.7 – 209.2 g/km) (128.6 mph). The efficient cylinder on demand technology is a big factor in the low fuel usage. At low and medium loads, camshaft actuators close the intake and exhaust valves to momentarily shut off the second and third cylinders. Fuel injection and ignition are suppressed by the engine management system.
Because of its aluminum crankcase, the little 1.5 TFSI is incredibly light. It has an iron coating on its cylinder linings that is sprayed via plasma spraying to greatly reduce friction. The exhaust funnel built into the cylinder head works in conjunction with the cooling module to provide effective thermal control. The (relative) charging pressure produced by the turbochargers can reach 1.3 bars. With a fuel injection pressure of up to 350 bar, the common-rail system produces low particle emissions, spraying, and an evenly distributed flame front.
There are two different variants of the 2.0 TFSI. It is always paired with the quattro drive and seven-speed S tronic. It produces 140 kW (190 hp) at the first power level and 320 Nm (236.0 lb-ft) of maximum torque at 1,500 to 4,200 rpm. The consequence is that the Audi Q3 40 TFSI accelerates from 0 to 100 km/h (62.1 mph) in 7.4 seconds and reaches a top speed of 220 km/h (combined fuel consumption in l/100 km: 7.5 – 7.2* (31.4 – 32.7 US mpg); combined CO2 emissions in g/km: 170 – 164* (273.6 – 263.9 g/mi) (136.7 mph). The most potent variant, the Audi Q3 45 TFSI, ensures sporty performance with 169 kW (230 hp) and 350 Nm (258.1 lb-ft) at 1,500 to 4,400 rpm (combined fuel consumption in l/100 km: 7.6 – 7.3* (30.9 – 32.2 US mpg); combined CO2 emissions in g/km: 173 – 167* (278.4 – 268.8 From a standing start, it takes 1.1 seconds less to reach 100 km/h (62.1 mph), and its highest speed is 233 km/h (144.8 mph).
Additional manifold injection is one of the two-liter gasoline engine’s technical improvements. In a variety of engine speeds and load conditions, it takes the place of FSI direct injection. Even when there are engine-out emissions, this lowers particle production. The Audi valvelift system optimizes internal gas flow by adjusting outlet-valve timing across two stages. Efficiency is further improved with a small rotary valve module for thermal control and an exhaust manifold built into the cylinder head.
Among the diesel engines in the portfolio is a 2.0 TDI with 110 kW. (150 hp). Two balancer shafts in the crankcase, reduced internal friction, and a common-rail system with a 2,000 bar maximum pressure are some of its highlights. The smooth-running engine turns the camshaft with 340 Nm (250.8 lb-ft) of torque at 1,750 to 3,000 rpm. With S tronic and front-wheel drive, the Audi Q3 35 TDI accelerates from 0 to 100 km/h (62.1 mph) in 9.2 seconds before reaching a top speed of 207 km/h (combined fuel economy in l/100 km: 4.9 – 4.7* (48.0 – 50.0 US mpg); combined CO2 emissions in g/km: 128 – 123* (206.0 – 197.9 g/mi)) (128.6 mph). It goes from 0 to 100 km/h (62.1 mph) in 9.3 seconds and reaches a top speed of 211 km/h with the six-speed manual transmission and quattro drive (combined fuel consumption in l/100 km: 5.7 – 5.5* (41.3 – 42.8 US mpg); combined CO2 emissions in g/km: 150 – 145* (241.4 – 233.4 g/mi)) (131.1 mph).
140 kW are generated by the 2.0 TDI at its maximum power setting (190 hp). It only comes with a quattro driving system and is mated to a seven-speed S tronic transmission. It produces 400 Nm (295.0 lb-ft) of torque at 1,750 to 3,250 rpm. As a result, the Audi Q3 40 TDI accelerates from 0 to 100 km/h (62.1 mph) in 8.0 seconds and tops out at 221 km/h (combined fuel consumption in l/100 km: 5.6 – 5.5* (42.0 – 42.8 US mpg); combined CO2 emissions in g/km: 148 – 145* (238.2 – 233.4 g/mi) (137.3 mph).
The new Audi Q3’s seven-speed S tronic transmission pairs with each engine to power the vehicle. Sporty acceleration is made possible by its lower gears’ relatively close ratios, while the top gear’s extraordinarily wide ratio lowers engine speed and, thus, fuel consumption. When the speed drops below 7 km/h, the start-stop mechanism turns off the engine (4.3 mph). For the Q3 35 TFSI and Q3 35 TDI, a six-speed manual transmission is an alternative.
There are two types of the small, quick-shifting dual-clutch transmission. Wet clutches are used with all engines, excluding the Q3 35 TFSI, in the seven-speed S tronic. The clutch is cooled and the wheelset is lubricated via a common oil circuit. This enables the strong gasoline and diesel engines’ high torques to be communicated. The high temperatures produced during acceleration and gear changes can be efficiently dissipated through oil cooling. Due to the reduced torque of 250 Nm in the entry-level gasoline version, the two dry clutches function without their own oil supply (184.4 lb-ft). This significantly boosts effectiveness. A little gear pump that is physically powered delivers oil to the gearwheels. A second, electrically powered pump may be triggered in particular circumstances, such as when starting on a hill, to handle the extra demand. Both variants of the seven-speed S tronic provide a freewheel function, which activates in various circumstances if the driver lifts their foot off the accelerator, in conjunction with Audi drive choose. In dynamic and offroad modes, it is disabled.
The quattro permanent all-wheel-drive comes standard with the two-liter gasoline engines and the most potent diesel engines, in contrast to the Audi Q3 35 TFSI, which only uses front-wheel drive. It significantly improves the new Q3’s traction, stability, and dynamic handling system under all driving circumstances. At the middle of it is a hydraulic multi-plate clutch with computerized control. When the driver makes a sporty turn into a corner, for instance, the management system can immediately start shifting some of the torque from the front axle to the rear axle. The SUV is forced into the curve as soon as the driver picks up speed. The wheel-selective torque control, a software feature that further improves handling through brief, targeted brake interventions on the individual wheels, closely cooperates with the quattro drive when operating at the boundaries of performance.
*The ranges for fuel consumption and CO2 emissions are based on the wheels and tires being used.
The equipment, information, and costs mentioned in this paper apply to the German model line. Subject to modification without notification; omissions and errors exempted.