Archive | April, 2013

CAT’S INSIDE LINE: AUDI A4 (2008 ONWARDS)

CAT’S INSIDE LINE: AUDI A4 (2008 ONWARDS)

We hope you found the inaugural Inside Line on the Ford Focus as useful as we did. We’ve been swamped with technical information from every corner of the market, all of which you can see here, but more is always welcome.

This month we turn our attention to the popular Audi A4. In particular, we’re looking at the model which began production in 2008 and is still being used today (although the car did receive a facelift last year). Available in saloon, estate,  and Allroad Quattro body styles, the A4 came with seven different engine options split into three diesel and four petrol units.

The most popular model is the 1.9 TDi SE, of which there were 11,000 on UK roads last year. Also popular is the 1.8 petrol unit in SE trim, where 9900 were on the roads in 2012 according to the website howmanyleft.co.uk.

Again we’re so pleased to see so many of you getting in touch with hints and advice on how to fix the most common problems on the car. This month these range from faulty throttle intake valves to worn tie rod ends and a multitude of multi-link suspension failures. Rest assured you’ll find all the information needed to fix these problems here and online.

Next month we’ll be looking at the Peugeot 308 (2007-). To get your advice included contact darren.moss@haymarket.com or peter.lawton@haymarket.com

Click below to see technical contributions from:

AutoelectroCommon electrical faults explained

BoschHow to diagnose and fix EPS issues

Castrol – Why identifying the right oil is so important

CES – A whole host of issues discussed

First Line – Talks us through its product range for the A4

Meyle – Steering and suspension issues sorted

Comma – More oil and lubrication problems solved

Corteco – The supplier’s latest developments revealed

Exol – Discusses its latest oil launch

RMIIdentifying common faults

TecDoc – Talks through common electrical issues



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CAT’s Inside Line: TecDoc

Both factors and workshops can benefit from the systems that TecDoc and sister company AuDaCon can provide those that need to correctly identify and supply replacement parts and those actually undertaking repair or service work.

The examples below are common faults that occur on various versions of the Audi A4 and which have been sourced using the AuDaCon system in conjunction with its SOS service recall option. Not only does it identify likely faults, it also points the technician in the right direction in those instances where the most obvious solution may in fact be the wrong one.

AUDI A4 (8K2, B8) 1.8 TFSIBattery Faults

Example 1

Fault symptoms: Display of the instrument cluster shows warning of starting troubles

Causes: Production defect

Remedy: Install a battery with a higher capacity

Concerns the following vehicles:

Audi A4 (8K_) chassis numbers: 8A000232 to 049349

8N000108 to 030202

9A000263 to 050535

9N000118 to 011968

9Y700002 to 700004

Required parts: Part number:

110Ah Battery 000 915 105 AK

95 Ah Battery 000 915 105 AH

Cap 8K0 915 429 G

A franchised dealer would check whether the vehicle is affected by this job. This should be documented in the service booklet if it has already been undertaken.

Required labour times: Task Scheduled Time:

Audi A4 (8K2) Replace/teach the battery 0.7 hours

Audi A4 Avant (8K5) Replace/teach the battery 0.9 hours

Example 2

Fault symptoms: Wrong battery has been installed

Causes: Production defect

Remedy: Replace the battery

Concerns the following vehicles:

Audi A4 (8K_) 2011 model year

Required parts: Part number:

92Ah Battery 000 915 105 CE

Required labour times: Task Scheduled Time:

Audi A4 (8K2) Replace battery 1.0 hours

Audi A4 Avant (8K5) Replace battery 1.2 hours

Audi A4 Allroad (8KH) Replace battery 1.2 hours

AUDI A4 (8K2, B8) 1.8 TFSIClutch Slave Cylinder

Fault symptoms: Gear shifting problems

Causes: Air in clutch system

Remedy: Replace clutch slave cylinder

Concerns the following vehicles:

Audi A4 (8K_)

Required parts: Part number:

Clutch slave cylinder 8K0 721 257 A

Brake fluid B 000 750 S0

A franchised dealer would check whether the vehicle is affected by this job.

Required labour times: Task Scheduled Time:

Audi A4 (8K2) Replace clutch slave cylinder 0.6 hours & bleed clutch system

AUDI A4 (8K2, B8) 1.8 TFSIIgnition Coil

Fault symptoms: Sporadic misfiring

Causes: Production defect

Remedy: Replace ignition coils

Required parts: Engine: Part number:

Ignition coil set 1.8 TMPI, 2.0MPI 06A 905 115 D

1.8 TFSI, 2.0 FSI, 2.0 TFSI 07K 905 715 F

2.4 MPI, 2.8FSI, 3.2 FSI, 5.2 FSI 06E 905 115 E

2.7 TMPI, 3.0 MPI 06C 905 715 M

3.2 MPI 022 905 715 B

3.6 FSI 022 905 715 A

3.7 MPI, 4.2 MPI 077 905 155 T

6.0 MPI 07C 905 715 A

4.2 FSI 06E 905 115 E

07K 905 715 F

AUDI A4 (8K2, B8) 1.8 TFSICamshaft Adjusting Valve

Fault symptoms: Power loss, engine damage and clogging

Causes: Production defect

Remedy: Replace camshaft adjustment bracket

Concerns the following vehicles:

Audi A4 (8K_) Engine: 1.8 TFSI, 2.0 TFSI

Required parts: Part number:

Holder of camshaft adjustment 06H 103 144 J

Seal 06H 103 483 D

06H 103 483 C

Screws M6 x 16 N 910 967 01

Cylinder screws M8 x 16 000 010 006

A franchised dealer would check whether the vehicle is affected by this job. If the action has already been carried out, there will be a sticker in the region of the spare wheel recess and the actions will be documented in the service booklet.

Required labour times: Task Scheduled Time:

Audi A4 (8K_) Replace camshaft adjustment 1.0 hour

bracket

Procedure:

Remove the engine cover. Remove the camshaft adjustment solenoid valve. Remove the upper timing case cover. Unscrew and remove the camshaft adjustment bracket screws (1 on the accompanying camshaft Adjusting Valve image). Replace camshaft adjustment bracket (23 on the accompanying camshaft Adjusting Valve image).

AUDI A4 (8K2, B8) 1.8 TFSIEarth Cable

Fault symptoms: Short circuit

Causes: Water ingress in earth cable

Remedy: Check earth connection cable run and modify if necessary

Concerns the following vehicles:

Audi A4 (8K_)

Required parts: Part number:

Nuts x 7 OE (WHT 003 207)

A franchised dealer would check whether the vehicle is affected by this job. If the action has already been carried out, the actions will be documented in the service booklet.

Required labour times: Task Scheduled Time:

Audi A4 (8K_) Check earth connection cable 0.3 hours without engine-

run and modify if necessary independent heating

0.6 hours with engine-independent heating

Procedure:

Remove the front wheel arch liner. Remove the underside guard. No work is needed if the earth lead is screwed horizontally or vertically to the side rail and is not jacketed with corrugated tube. Remove corrugated tube if the earth lead is vertically screwed and jacketed with corrugated tube. Unscrew nuts (1 on the accompanying Earth Cable image), remove corrugated pipe (2 on the accompanying Earth Cable image). Installation is in the reverse order of removal.

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CAT’s Inside Line: RMI

From the RMI’s Technical Helpdesk:

-Brake fluid change, small content but a regular omitted add on during service at 24000miles (dependant on model).

-Front suspension lower arms, dry squeaking joints, squeaking steering.

-These vehicles are subject to handbrake/rear caliper issues, also check for seized cables due to water ingress.

-Pollen/cabin filter housings crack and let water into the passenger area under the floor mats, when replacing the filter ensure the housing is in one piece. Again a small content repair but often omitted during service.

-At 95000 miles regardless of age vehicles fitted with DPF filters – carry out a “ash mass comparison test” if the DPF is around 90% blocked it is ready for replacement at extra cost.(dependant on model/engine).

-Slight coolant loss from the water pump, look out for coolant staining under the pump area.

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CAT’s Inside Line: Meyle

1. Thinking beyond – corrosion-resistant screw for Audi-multi-link axles

(e.g. included in MEYLE kit 116 050 0165/HD)

Problem:

It is often difficult to remove the screw holding the upper control arms on Audi multi-link axles installed in Audi A4 models build from 2008 on. With the wheel carrier made from aluminium and the screw made from steel, a chemical reaction is triggered between the two materials making it very difficult to loosen and remove the screw again. If this is the case, special tools are required. In the worst case, the complete wheel carrier could be damaged and has to be replaced.

MEYLE Solution:

The MEYLE solution is a screw designed with a high quality anti-corrosion finish. It consists of three different layers: zinc-nickel alloy, passivated thick film and black cataphoretic final coating. Subjected to a 480-hour salt spray endurance test the coating of the MEYLE screw testified to its superior corrosion resistance.

The MEYLE screw is much easier to remove eliminating entirely the need for special tools. This saves repair shops precious time and money.

2. Often worn out tie rod ends (116 020 0029/HD and 116 020 0030/HD)

Problem:

Intense strain and high surface pressure wears on the tie rod end (head Ø 25 mm). Noise and play in the steering.

MEYLE-HD Solution:

Increased diameter of the ball head of the tie rod end to 26 mm. Ball joints with ultra wear-resistant synthetic ball sockets. The reduction of the surface pressure ensures a significant longer lifetime.

3. Weak hydro bushing on the front axle (100 610 0018/HD)

Problem:

Leakage of hydro fluid due to high dynamic loads and only partial rubber-metal bond makes noise and reduced driving and braking safety.

MEYLE-HD Solution:

Replacement of the hydromount with an optimized full-rubber mount with a generously-dimensioned rubber-metal bond. You will have a longer service life without impairing safety or comfort.

4. Wheel bearing on the front axle (100 650 0010)

Problem:

High dynamic loads lead to high wear on the bearing.

On 4 wheel driven cars (Audi quattro) it is mounted on all 4 wheel carrier.

MEYLE Solution:

Delivery of the MEYLE high quality bearing with all necessary accessories for a professional and quick replacement

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CAT’s Inside Line: First Line

Steering and suspension assemblies are vital components on the modern motor vehicle. These parts are safety critical and contribute to the effective and economical running of the vehicle.

One of the more common problems that the Audi A4 experiences are the premature failure of the bushes in the multi-link suspension arms. Because the arms are aluminium due to the Audi weight saving programme, it is recommended to replace the complete arm.

To further complicate the issue, the components on a vehicle tend to wear more quickly on the nearside than the components on the offside as it is this part of the road has more potholes, road debris, water and of course has the added danger of the kerb itself! This being so, the temptation is always there to only replace the failed components on the one side only.

Most professional installers know the dangers of replacing parts with worn bushes on one side of a vehicle only. This approach means that under braking or acceleration the vehicle is highly likely to pull to one side, as the worn bush will ‘give’ more than the newly replaced bush, which may possibly cause a serious accident. It is therefore always best practice to replace suspension components in pairs.

First Line – Wheel Bearings

The Audi A4 utilises an ‘Active’ anti-lock braking system (ABS), which uses magnetic ‘poles’ built into an encoder fitted to the rear of the bearing. This encoder is often incorporated into the seal on Gen 1 and Gen 2 bearings. Here, the sensor receives a reference voltage from the ECU (either 5V or 12V depending on the system).

The sensor has an integrated circuit, which amplifies the signal before feeding it back to the ECU. This system has the advantage that a signal (square wave) is generated regardless of whether the wheel is turning or not. This also means that the signal is far more accurate at lower wheel speeds. If a vehicle is fitted with Gen 3 bearings, the ABS system will most likely be incorporated into the hub unit.

Obviously ASB® is used for ABS, but is also used for hill descent control, automatic volume control, traction control, stability control and even for sat-nav systems when the vehicle cannot obtain a GPS signal.

ASB® bearings are generally fitted in the same way as traditional bearings, but there are additional precautions that should be observed for their storage, handling and fitment.

1st generation bearings must be fitted in the correct orientation with the encoded seal facing the sensor. The bearing reference markings are always on the side of the bearing with the encoded seal. If in doubt, use an ASB® detector. In the majority of applications the ASB® encoder faces inboard (towards the centre of the vehicle), but the location of the sensor will confirm this.

In the case of this generation of Audi A4, the front bearing has mounting lugs which locate the bearing into the knuckle and the rear bearing is a 2nd generation hub assembly. Therefore there is no possibility the bearing can be fitted incorrectly.

ASB® bearings must always be fitted using the correct tools for both removal and replacement to ensure that the encoded seal is not damaged.

Ensure the bearing is correctly stored, away from any source of magnetism (>750 Gauss) and any sources of heat or moisture. If any part of the bearing is damaged it should not be used.

ASB® is now in use as original equipment on over 80% of new vehicles produced worldwide and 90% of vehicles produced in Europe. To date over 100 million ASB® bearings have now been produced.

The First Line kits for this vehicle are supplied complete with all required accessories. The supplied bolts are stretch bolts and therefore these must be used and the old ones disposed of.

The First Line Wheel Bearing range includes more than 120 ASB® bearings and this number is constantly increasing.

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CAT’s Inside Line: Exol

Exol Lubricants has launched Optima LSV 5W-30, a new generation fully-synthetic engine oil, which is approved by Volkswagen Audi Group (VAG).

The super multi-grade engine oil is formulated using the latest developments in synthetic technology and this, coupled with the most up to date advancements in additive chemistry, is designed to set new standards in engine oil performance over extended oil drain intervals.

In addition to outstanding performance at high and low temperatures, Optima LSV 5W-30 includes Exol’s low SAPS (sulphated ash, phosphorus, and sulphur) additive technology to ensure effective emission and pollution control, thereby minimising environmental damage.

Optima LSV 5W-30 is formulated to meet the latest VW 504.00 and VW 507.00 specifications making it an ideal choice for nearly all models from Volkswagen, Audi, Skoda and Seat. Optima LSV 5W-30 ensures that a very high level of engine cleanliness is maintained along with the best possible protection of components.

Optima LSV 5W-30 is available in bulk road tanker deliveries, 205 litre barrels, 25 litre drums and five litre cans.

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CAT’s Inside Line: Corteco

Developments in vehicle manufacturing led to the use of nano technology in Corteco’s Torsional Vibration Dampers for Audi A4 applications, says the supplier.

The tighter emissions regulations governing the design of today’s vehicles, means that they are lighter with more powerful, more compact engines. A consequence is that these engines operate at higher temperatures that create a hostile environment for the materials used on components inside the engine compartment.

Current Audi A4 2L engines runs at around 20 deg C higher than previous models. Under such conditions, the use of standard natural rubber compounds on components inside the drive system is inappropriate. It is subject to compromise and premature failure.

Engineers at Corteco’s parent company (the Freudenberg Group) used nano technology to develop a synthetic rubber compound now used to manufacture the rubber inserts that provide the damping effect on Torsional Vibration Dampers fitted to Audi A4 models since 2009.

The new material is based on EPDM, a compound used extensively on automotive applications. Its performance is almost twice that of conventional elastomers, with the result that Corteco 80004350 TVDs can deliver the necessary decoupling performance.

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CAT’s Inside Line: Comma

1.       Engine Oil

a.       From 2008 onwards, Audi A4s rolling off the production line were starting to operate on extended service intervals by default which meant that the only engine oil that you could use has to meet Audi’s highest specification. Regardless of service interval, diesel models were routinely fitted with expensive exhaust after-treatment units such as DPFs which again means that only the highest specification, low SAPS oil could be used – Comma Prolife 5W30 from our range.  In some cases there are more cost effective alternatives for petrol vehicles that have been switched to operating on a fixed service interval but you should always check our application guide at www.commaoil.com to ensure you get the right product for your vehicle every time.

b.      The very long service intervals operated by Audi for this period make oil top up between services even more critical. Operating a vehicle for any length of time on too low an oil volume will can have catastrophic consequences particularly for sensitive components like turbo chargers. Supplying the customer with a top up pack and reminding them that they should be checking the engine oil regular (see handbook for guidance) might also be prudent here particularly if you have noticed that the oil needed topping up when it was brought in. The vehicle may not return for a service for up to 2yrs!! A quick check before you change might be a good way of reinforcing the importance of top up to the customer.

c.       The Pumpe Duse, or unit injector diesel engine was still used in some Audi A4s up until around 2009 when VAG went back to a more conventional common rail design. The design of the PD engine means that extra stress is placed on the cam which is used to drive the fuel injection pumps – one per cylinder. The use of the wrong specification of oil, particular in engines of this type running on long service intervals can cause excessive wear on the cam lobes used to operate the injectors which is very costly to repair. Always use www.commaoil.com to identify the right product for your vehicle every time.

2.       Brake Fluid

a.       For almost all variants of the A4 from 2008 onwards, Audi specify a low viscosity brake fluid to ensure that the electronically controlled braking systems such as ABS and ESP work effectively in all conditions. This equates to Comma DOT 4 ESP from our range. Always use www.commaoil.com to identify the right product for your vehicle every time.

b.      Most people don’t think of brake fluid as a service item however, as with many manufacturer’s, Audi specify a change interval of 24months for this series of the A4. Brake fluid degrades over time by absorbing water from the atmosphere (even when it is apparently sealed inside the system) which lowers its boiling point. Boiling point is a critical factor in brake fluid performance because of the amount of heat generated during braking. If the boiling point of the fluid is too low then continuous or hard braking may cause the brake fluid to vapourise which in turn can result in a loss of hydraulic pressure within the system (ie your brakes don’t work when you most need them too). The message here is that brake fluid is a safety critical item so check and change when specified – don’t assume that it will just be OK.

3.       Power Steering

a.       For this series of Audi A4 there should just be a single specification for power steering fluid which is covered by Comma CHF11S however you should always verify this using Comma’s application guide available at www.commaoil.com just to be on the safe side.

4.       Coolant

a.       Audi are very specific when it comes to coolant and for this series of the A4 there is currently only one product that you should be using. Xstream G40 is based on BASFs Glysantin G40 which was developed specifically for VAG and is the approved technology for all of their vehicles, including the Audi A4, from 2008 onwards. That said, we are starting to see a new product start to appear in the very newest VAG vehicles rolling off the production line so it is still prudent to check the requirements of the vehicle you are servicing at www.commaoil.com just be on the safe side.

5.       Transmission

a.       VAG vehicles like the Audi A4 use a wide range of transmissions which attract a huge number of different specifications. If you are servicing the transmission it is critical that an application guide is used to get the correct product. Comma’s application guide is available on our website –www.commaoil.com.

b.      A popular type of transmission for VAG group vehicles is the DCT or double clutch transmission. It is important to note that there are two types of DCT used by VAG which operate on two different fluids. You therefore can’t assume that because the transmission is described as a DCT that it operates on the same, specialist DCT fluid. Use Comma’s online application guide available atwww.commaoil.com to identify the right product for your vehicle before beginning a service.

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CAT’s Inside Line: CES

1.8 & 2.0 TFSi Petrol Engine

  • The engine can sometimes be difficult to start. An engine light will appear with a ‘camshaft shaft position bank 1’ fault description. This will be caused by a failure of the non-return valve and filter basket on the end of the camshaft (front), leading to score marks and the partial seizure of the cam shaft. As a result the valve timing jumps, which results in the engine start problems.

2.0 TDi Diesel Engine

  • The Piezo Injectors are a frequent issue. Solenoid shorts to earth on the injectors. In this instance the injectors should be replaced. This applies to the 170ps engine only.
  • The EGR valves can cause problems, such as running issues, problems starting and a lack of power.

2.0, 2.7 and 3.0 TDi Diesel Engine

  • Faulty throttle intake valves can cause the engine management light to illuminate with a description ‘error for lower limit not reached’. This will be caused by the intake flap spindle wearing, which results in oil ingression into the intake valve shaft. Here’s an example of an electric fault code being logged, when the cause is actually a mechanical issue.

Diesel Engines

Lots of newer diesels are now fitted with Diesel Particulate Filter Sensors. It’s important to check the sensors, as they’re a common problem. If fitting a new DPF, its recommended that you fit and calibrate new sensors too.

Servicing

When servicing the Audi A4, all automatic gearboxes must have gearbox oil and the oil filter changed every 38,000 miles (apart from Quattro models, which are sealed for life). On older 2004 – 2008 models timing belts needed changing every 5 years or 75,000 miles. 2008 models onwards now have a timing chain, rather than timing belt fitted, which should last the lifetime of the car (unless the wrong oil is used, as this causes the chain to expand). Brake fluid needs to be changed after 3 years from new and then every 2 years afterwards.

Exhausts

The A4 range of models is simply huge. The variety of body shapes, engine sizes, transmission and engine types means there’s very little commonality between exhaust components. For instance the manual gearboxes, automatic gearboxes and semi automatic gearboxes will all have a different front pipe.  Technicians need to sure about exactly which model they’re working upon, to receive the right part. In turn distributors need to offer a huge range of part numbers for the Audi A4, which CES does.

Depending on the model, some A4s use conventional rolled exhaust silencers, some use pressed clamshell type, and some even use an odd looking trapezoidal shaped main silencer. Not all of the aftermarket offerings are able to replicate the style of the OE offering. CES with the help of our manufacturing partners, will always try to offer a part that looks like the OE part as well as performing like the OE part.

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CAT’s Inside Line: Castrol

The updated 2008 Audi A4 introduced a selection of new engines, the most popular of which were 2.0-litre TDI turbo-diesel and 1.8-litre TFSI turbo-petrol engines.  Castrol points out that every engine in the current generation Audi A4 was designed to run on fully-synthetic, low viscosity 5W-30 engine oil.

It’s important that vehicle technicians top-up these vehicles with the correct oil formulation.  Using anything other than the recommended fully-synthetic 5W-30 formulation – including higher viscosity oils, such as 5W-40 and 10W-40, which lack the relevant Volkswagen Group 504 00 / 507 00 approvals – will invalidate the manufacturer warranty instantly and may reduce the efficiency, performance and longevity of the engine.

The service intervals for the current Audi A4 are also variable, up to a maximum 19,000 miles in between oil changes – more than most motorists drive in a year.  Workshops could consider offering customers a one-litre bottle of 5W-30 oil in case the motorist needs to top-up their car’s engine oil between visits to the workshop.  This can also help customer satisfaction and retention, as the workshop can demonstrate that they have their customers’ best interests at heart.

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