Self Study Programme 630

For internal use only

Audi TT (Type FV)

Audi
Service Training

The TT was a revolutionary car design when it was first unveiled in
1995. Its strictly geometrical, formally coherent design language
made it an icon with huge charisma. For the third TT generation,
the Audi designers have returned to many of these ideas and
placed them in a new context that is as dynamic as it is diverse.
The central motif was the circle – embodied in the curves of the
roof line, and the front and the rear overhangs with their resolutely
horizontal lines. From the side, many details of the new Audi TT are
reminiscent of the first-generation classic in many respects.
Together with the door, the fluid contour of the sill - the dynamic
line - creates a striking refracting edge. The rear edges of the door
are gently rounded. The broad wheel arches form geometric
bodies. The front wheel arch breaches the line of the hood, which
continues over the door as a tornado line and runs almost horizon-
tally through to the tail as a strong body shoulder, culminating
elegantly at the tail lights.
The door handles feature a sturdy bow-shaped design, while the
side mirrors sit atop the body shoulder – their slender bases are
designed for enhanced aerodynamic and aeroacoustic perform-
ance.
New type designation
Due to the fact that there are so many model families, the letters
after the number are running out. Audi has therefore adopted a
new type nomenclature. After the models of the new A3 genera-
tion had been given the type designation 8V, the Audi TT was
assigned a new designation denoting its model family and has
since received the type designations "8J" and "8N".
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In a design reminiscent of the first-generation TT, the flat glass
housing also gives the impression of being a separate entity, and
the slight kink in the rear side window accentuates the powerful
C-posts. The circular fuel flap on the right side panel opens with a
gentle tap. What is new is that there is no fuel tank cap beneath
the flap. The filler nozzle slots straight into the tank filler, just like
in a racing car.
The tail of the new Audi TT is compact and powerful, the interplay
of light and shade serving to enhance the impression of fluidity.
Here too, three horizontal lines underline the impression of the
new TT’s sporty width.
The third generation of the compact sports car again commands
attention with its emotional design and dynamic attributes.
Standout features of the new coupe are its innovative driveline
technology as well as its new operating and display concept.
This SSP contains QR codes which you can
use to access additional interactive content
(refer to page 70).
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In future, new models will no longer be identified in self study
programmes by their launch year, but will be differentiated by their
type designation. The new TT has been assigned to the "FV" model
family.
Contents

Introduction
Model history _________________________________________________________________________________________________________________________________________________ 4
Presentation __________________________________________________________________________________________________________________________________________________ 6
In brief ________________________________________________________________________________________________________________________________________________________ 8

Body
Introduction _________________________________________________________________________________________________________________________________________________ 10
Joining technology __________________________________________________________________________________________________________________________________________ 12
Thermal "hot" and mechanical "cold" joining techniques _______________________________________________________________________________________________ 14
Attachments _________________________________________________________________________________________________________________________________________________ 16

Passive safety
Components _________________________________________________________________________________________________________________________________________________ 18
System overview ____________________________________________________________________________________________________________________________________________ 19
Front passenger airbag OFF warning lamp K145 ________________________________________________________________________________________________________ 20
In-car airbags ________________________________________________________________________________________________________________________________________________ 22

Engines
Diesel engine ________________________________________________________________________________________________________________________________________________ 24
Petrol engines _______________________________________________________________________________________________________________________________________________ 26
Engine/gearbox combinations _____________________________________________________________________________________________________________________________ 27

Power transmission
Overview _____________________________________________________________________________________________________________________________________________________ 28
quattro drive ________________________________________________________________________________________________________________________________________________ 28
6-speed double-clutch gearbox 0D9 – S tronic ___________________________________________________________________________________________________________ 30

Chassis
Overall concept ______________________________________________________________________________________________________________________________________________ 32
Axles and wheel alignment ________________________________________________________________________________________________________________________________ 33
Brake system ________________________________________________________________________________________________________________________________________________ 40
Electronic Stability Control (ESC) __________________________________________________________________________________________________________________________ 43
Steering system _____________________________________________________________________________________________________________________________________________ 44
Wheels and tyres ____________________________________________________________________________________________________________________________________________ 47

Electrical system
Installation locations of control units ____________________________________________________________________________________________________________________ 48
Topology _____________________________________________________________________________________________________________________________________________________ 50
Audi virtual cockpit _________________________________________________________________________________________________________________________________________ 52
Audi drive select _____________________________________________________________________________________________________________________________________________ 54
Start-stop system ___________________________________________________________________________________________________________________________________________ 57

Air conditioning
Introduction _________________________________________________________________________________________________________________________________________________ 60
A/C operating and display unit ____________________________________________________________________________________________________________________________ 61
Dash panel temperature sensor G56 ______________________________________________________________________________________________________________________ 63
Seat systems ________________________________________________________________________________________________________________________________________________ 65

Infotainment
Overview of versions ________________________________________________________________________________________________________________________________________ 66

Service
Inspection and maintenance _______________________________________________________________________________________________________________________________ 68
Information on QR codes ___________________________________________________________________________________________________________________________________ 70
Self study programmes _____________________________________________________________________________________________________________________________________ 71

The Self Study Programme teaches a basic understanding of the design and mode of operation of new Note
models, new automotive components or new technologies.
It is not a Repair Manual! Figures are given for explanatory purposes only and refer to the data valid at the
time of preparation of the SSP.
This content is not updated. Reference
For further information on maintenance and repair work, always refer to the current technical literature.

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Introduction

Model history
In 1995 Audi presented a pioneering study: the Audi TT. The Coupé
(IAA Frankfurt, 1995) and Roadster (Tokyo Motor Show, 1995) 2007
showcars were followed by the production versions of the Audi TT A new edition of the Roadster also went into produc-
Coupé in 1998 and Audi TT Roadster in 1999. When the first- tion a year after the Coupé.

generation Audi TT came on the market in 1998 it was a design

revolution. Radical in design, but suitable for everyday use – that
was the motto for the first Audi TT.

The requirement specifications laid down "a sports car concept

with high practicality". The third generation of this classic has
adopted many of the design elements that characterised the
first-generation TT – coupled with innovative technology. Between
the first and third generation of the TT lie nearly 20 years of
development in technology and design. Here, in brief, are the key
milestones in the model history of the Audi TT.

2000 – 2003
The TT-R racing car prototype provided the basis for
the successful reentry of Audi into the German
Touring Car Championship (DTM).

1998
Start of production of the Audi TT Coupé (Type 8N) in
Ingolstadt and Győr.

2006
The second generation of the Audi TT (Type 8J)
is rolled out featuring a new design and new
technology.

1999
Start of production of the Audi TT Roadster (Type 8N)
in Ingolstadt and Győr.

1995
Presentation of the Audi TT study as a Coupé at the Scan the QR code to find out more about the model his-
IAA in Frankfurt. tory of the Audi TT.

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2010
The second generation of the TT makes a successful
entry into motor racing, e.g. in the Long Distance
Championship.

2012
Audi reveals the Audi TT RS plus, the most powerful
version of the sports car, powered by a 5-cylinder TFSI
engine.

2008
Audi presents the Audi TT clubsport quattro study
with shorter windscreen and sporty attachments.

2014
The allroad shooting brake study pro-
vides a glimpse into the design of
the new Audi TT.

2014
The third generation of the Audi TT (Type FV) is released – first as a Coupé and shortly afterwards as a TTS. 630_035

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Presentation
The third generation of the compact sports car again commands
attention with its emotional design and dynamic attributes.
Standout features of the new coupe are its innovative driveline
technology as well as its new operating and display concept.
The Audi TT also has a number of other technical highlights which
are explained in detail in this self study programme. Here is a quick
summary.

Engines Assistance systems

4-cylinder engines with turbocharger The following systems are optionally available:
and start-stop system: ► Audi side assist
► 2.0l TFSI (169 kW) ► Camera-based traffic sign recognition
► 2.0l TFSI (228 kW) ► Audi active lane assist
► 2.0l TDI (135 kW) ► Park assist system with ambient display

Headlights Air conditioning

LED headlights or headlights incorporating Audi Matrix LED technology, con- Choice of manual or automatic air conditioning system. All control
sisting of 12 LEDs where the high beam is generated by controllable indi- functions are integrated into the air vents. The automatic air condi-
vidual LEDs. The dynamic turn signals in the headlights and in the tail lights tioning system has small displays which show the selected setting.
light up sequentially in the direction in which the driver is steering.

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Body Power transmission

Audi Space Frame (ASF) body made from aluminium and steel with Full-time quattro drive – systematically developed and refined for the TT –
high-strength and ultrahigh-strength steel alloys, die-cast aluminium with electro-hydraulic multiplate clutch on the rear axle. It is possible to
nodal elements and side panels as well as a roof made of aluminium. customise the all-wheel drive characteristics by networking the quattro drive
with Audi drive select.

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Displays and operation Suspension

Fully digital Audi virtual cockpit instrument cluster with dynamic animations
and graphics. New MMI control panel on the centre tunnel console with
2 toggle buttons. On each side of the central rotary pushbutton, there are
there are two buttons together with a main menu button and a back button.
Touch-sensitive touch pad on the top of the rotary pushbutton.
Third-generation Audi magnetic ride adaptive damper control as
optional suspension version. Audi magnetic ride is adjustable in
3 stages via Audi drive select. Electro-mechanical progressive
steering, where the steering ratio becomes more direct with
increasing steering input.

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In brief

Dimensions

953

1353

1572 1552
1832 1966

630_003 630_004
993 3

858

813

884 2505 788

4177

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824

13621
14492

1000
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Exterior dimensions and weights Inner dimensions and other specifications

Length in mm 4177 Front cabin width in mm 14492)

Width in mm 18324) Front headroom in mm 9933)

Height in mm 1353 Front shoulder width in mm 13621)

Front track width in mm 1572 Rear headroom in mm 858

Rear track width in mm 1552 Through-loading width in mm 1000

Wheelbase in mm 2505 Load sill height in mm 813

Kerb weight in kg 12655) Boot capacity in l 305/7126)

Gross vehicle weight in kg 1665 Drag coefficient cw 0.30

Capacity of fuel tank in l 50

1)
Shoulder room width
2)
Elbow room width
3)
Maximum headroom
4)
Excluding mirror
5)
With 2.0l TDI engine
6)
With rear backrest folded down

All dimensions are given in millimetres and refer to the unladen weight of the vehicle.

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Body

Introduction
With its hybrid material concept, the bodyshell of the Audi TT
represents a new evolutionary stage of Audi Space Frame technol-
ogy (ASF). The bodyshell of the 3rd generation uses components of
the Modular Transverse Platform (MQB) whereby the TT, at
2505 mm, has the shortest wheelbase within the MQB.
The substructure comprises the cross members, sections of the
A-posts, the bulkhead, floorpan, rear wheel arches and the tail
panel. The hot-formed steel in the substructure weighs 39.5 kg
and accounts for almost a quarter of the total structural weight.
Prior to forming, they are heated to about 1000 °C and then
immediately cooled to about 200 °C in a water-cooled pressing
tool during the forming process. This drastic change in tempera-
ture produces an extremely strong iron-carbon microstructure. The
form-hardened steel has a relatively low wall thickness and is
correspondingly light.
Ultra-high-strength, cold-formed steel components together with
extruded aluminium sections for the outer sills and aluminium
panels for the rear wheel arches complete the substructure of the
Audi TT.

Body substructure

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Substructure integrated into the MQB platform (PQ-37)

Torsional rigidity

In terms of torsional resistance, the hybrid ASF is custom made for

the Audi TT (Type FV) In comparison with its predecessor (Type 8J),
which itself had very high rigidity, the TT (Type FV) has 23 % higher
static torsional rigidity while retaining a high level of dynamic
rigidity.

Key:

Sheet aluminium

Die-cast aluminium

Aluminium section

Ultrahigh strength steel (hot-formed)

Advanced high strength steel

High strength steel

Low strength steel Scan the QR code to find out more about the bodyshell
of the Audi TT.

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Design Outer skin

In terms of its structural design the occupant cell, which weighs
only 68 kg, is an aluminium lattice with 4 castings which form the
nodal elements of the bodyshell. Large nodal elements at the
A-posts connect the side roof frame profile, sill, window cross
member and the upper longitudinal section in the front end.
2 smaller cast nodal elements above the rear window connect the
roof arch to the flat C-posts and the rear roof cross member.
The entire outer skin of the Audi TT is made from aluminium:
• Front wings
• Sidewalls
• Roof
• Attachments: bonnet, doors and boot lid
The last two components alone are, together, 15.5 kg lighter than
the corresponding steel components. In total, the complete
bodyshell with attachments weighs 276 kg.

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Joining technology
The key to optimising the body structure is using "the right materi- The body is held together by the following types of join:
als in the right place". The resulting challenge for the joining
technology was to develop, to the greatest extent possible, univer- • 3020 spot welds
sal and reliable solutions for the large variance in material/thick- • 1113 punch rivets
ness combinations in the body. In the case of the TT, Audi uses • 44 solid punch rivets
"cold" joining techniques such as riveting, screwing and clinching • 128 flow-drill screws
to create the aluminium/steel hybrid structure. • 199 clinching points
• 1.9 m of MIG/MAG welds
Adhesive is also used to strengthen the connection and to prevent (metal inert gas/metal active gas)
contact corrosion of the aluminium/steel joint. • 4.9 m of laser-welded seams
• 76 m of adhesive

Types of join used in the Audi TT

Bonding

Laser welding

Semi-tubular punch riveting

Resistance spot welding

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Safety precautions against contact corrosion
Aluminium has a passivating surface oxide layer which protects the
underlying material against the elements. This is why an unpainted
aluminium component does not normally corrode.
However, if aluminium comes into contact with a metal which has
a positive electrical potential relative to aluminium in the electro-
chemical series and it is an electrolyte, such as salt water, contact
corrosion will occur. The greater the difference in electrical poten-
tial, the greater the corrosion will be. Since aluminium is usually
the less noble metal, it is degraded.
Flow drill screwing
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Contact corrosion can also occur if unsuitable connecting elements
(screws, nuts, washers, etc.) are used. Therefore, a number of
precautions must be taken in order to prevent this process from
occurring during body production and repair work. For this reason,
Audi uses only connecting elements with a special surface coating
for the aluminium/steel hybrid construction used in the TT. In
addition, all rubber and plastic parts and all adhesives are made of
non electrically conductive materials. As a further precaution, all
hybrid connections are sealed with polyvinyl chloride (PVC) or with
wax after cataphoretic dip primer coating.
Solid punch riveting
Clinching
MIG/MAG welding
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Thermal "hot" and mechanical "cold" joining techniques

The choice of the right joining technique in modern body construc-
tion is material-dependent. Welding similar materials is still the
most frequently used joining technique. These welding and solder-
ing techniques are so-called "hot" joining techniques and have a
large variety of possible applications. However, the heat input
causes high internal stresses in the component, which often can
only be compensated through time-consuming rework.
The mechanical "cold" joining technique has the decisive advantage
over the thermal joining technique that hybrid joints can be reli-
ably produced between different types of materials. The positive
properties of the material are not adversely affected by the
thermal influences.
The following "cold" joining techniques are used:
• Punch riveting
• Clinching
• Flow drill screwing
• Seaming
• Bonding
It often makes good sense to combine the mechanical spot joining
techniques with bonding methods. Firstly, this increases the
strength of the joint and, secondly, the adhesive also acts as
insulation in the case of hybrid aluminium/steel joints. This, in
combination with seam sealing, prevents direct contact between
the metals and thus ensures that corrosion cannot occur. In addi-
tion, an intelligently selected adhesive concept can also help to
absorb the, in some cases, differing degrees of thermal expansion
of the individual materials.

"Hot" joining technique in the Audi TT

MIG/MAG welding

In the case of the MIG/MAG (MIG = metal insert gas, MAG = metal
active gas) welding technique, an electric arc forms between the
melting, automatically fed welding wire (electrode) and the work-
piece. A separately admixed gas protects the electric arc and the
welded surface against the ingress of ambient air. The inert gas
and welding wire have to be adapted to the basic material.

Advantages:
• Versatility in use
• High weld seam strength
• Outstanding thin panel properties

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Resistance spot welding

In the case of resistance spot welding, panels are welded together

using, in most cases, opposed electrodes under the application of
force, pressure and electrical current.

Advantages:
• No additional connecting element
• No heat influence zone
• Short welding time

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Laser welding

In the case of laser welding, the focussed laser beam serves as an

energy source. In the welding head, the laser beam is focussed by
a lens and reflected back onto the workpiece by mirrors. At the
point of contact, the laser beam melts the workpiece. Welding can
be performed both with and without welding filler material.

Advantages:
• Less influence of heat
• Less thermal distortion
• Less time spent on rework

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"Cold" joining technique in the Audi TT

Punch riveting
Semi-tubular punch rivet

Punch welding is a method where non-prepunched workpieces are

joined together by inserting a rivet (semi-tubular rivet or solid
punch rivet) into two or more layers of the workpiece, the rivet
piercing the upper workpiece layers and then expanding in the
lower workpiece layer. Solid punch rivet

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Advantages:
• No prepunching needed
• High dynamic strength
• Form-fitting and non-positive connection
• Ideal for hybrid joining
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Clinching

In the case of clinching, panels or sections are joined together by

cold-forming the materials to produce a form-fitting and non-
positive connection without the need for an auxiliary joining
element such as a rivet. In this case, the connections can have two
or more layers.

Advantages:
• No additional connecting element
• Protects the surfaces of coated workpieces

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Flow drill screwing

A special, coated screw is inserted through partially non-pre-

punched workpieces by applying a high contact pressure. Due to
the high pressure and high RPM, the screw forms a thermoflow
hole without producing any burr. The screw penetrates the mate-
rial and, in the process, cuts its own thread.

Advantages:
• High strength through thermoflow process
• Ideal for applications in which the material is accessible on
one side only
• Easy to disconnect

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Bonding

In addition to punch riveting, clinching, solid punch riveting, flow

drill screwing and resistance spot welding, additional adhesive
bonds are used in certain areas. These bonds increase the strength
of the connection. Adhesive is also used in seamed connections, as
is the case at the rear wheel arch. In other areas of the bodyshell,
use is made of adhesive beads to provide sealing and insulation
between aluminium and steel, as well as for noise reduction.

Advantages:
• Large area connections are possible
• Unchanged surface and microstructure
• Suitable for connecting different materials
• Sealing connection

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Attachments
Bonnet lock with integrated catch hook

The Audi TT marks the introduction of a new type of bonnet locking
system. It takes advantage of the synergy resulting from the
Modular Transverse Platform and will also be used in other Audi
models in future. The advantage of this system is that the catch
hook is integrated into the bonnet lock, offering improved ease of
use.
Initially, the two bonnet locks are unlocked as before using the
release lever inside the vehicle (driver side footwell) and a Bowden
cable. Next, the two catch hooks on the boonet locks are released
by the release element integrated in the lock mounting and an
additional Bowden cable.

Bonnet lock, right

Catch hook, right

Catch hook, left

Release element in lock

mounting

Bonnet lock, left

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Filler flap module

The TT is the first Audi model to feature a filler flap free locking
system which, in keeping with tradition, is integrated into the right
side panel. There is no longer a filler cap beneath the filler flap.
The fuel nozzle slots directly into the filler neck, just like in a racing
car. Two flaps are pushed to the side when the fuel nozzle enters
the filler neck and seal the filler neck again after refueling has
been completed.
As in the predecessor model (Type 8J), the filler flap module has an
aluminium-look finish and is mounted in six imitation bolts.

The fuel flap can be opened by tapping lightly on the embossed

TT logo and is locked and unlocked automatically when the central
locking system is actuated.

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Electro-mechanical rear spoiler

The Audi TT has an electrically retractable rear spoiler as standard. Driving stability is increased significantly at high speeds when the
There is a choice of 2 operating modes for extending and retracting rear spoiler is extended.
the rear spoiler.

Operating mode Function

Automatic mode Automatic extension and retraction: The rear spioler is automatically extended when a speed of approxi-
mately 120 kph is exceeded and retracted again at about 80 kph.
Manual mode Manual extension: The rear spoiler is extended fully with a short touch of the rear spoiler button in the
centre console.
Manual retraction:
• At a speed of up to about 20 kph, the rear spoiler can be retracted by holding the button down.
• At a speed of between 20 kph and 120 kph, the rear spoiler can be retracted fully by touching the
button.

Sheet-metal spoiler blade

Drive unit with drive shaft and

pivot mechanism (hinge)

Boot lid

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Design

The unit comprising the rear spoiler module and the spoiler blade The rear spoiler module is attached to a sheet-metal spoiler
is integrated into the boot lid of the Audi TT. The rear spoiler painted in the body colour.
module consists of the drive unit, drive shaft and pivot mechanism
(hinge) including the self-adjusting elements.

Note
If repair work is needed, the spoiler blade can be replaced individually. The rear poiler module must be replaced completely if
damaged.

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Passive safety

Components
Depending on country version and trim level, the passive occupant
and pedestrian protection system in the Audi TT can comprise the
following components and systems:

• Airbag control unit
• Driver airbag
• Front passenger airbag
• Front side airbags
• Head airbags
• Knee airbag, driver and front passenger sides
• Front airbag crash sensors (acceleration sensors)
• Front crash sensors for side crash detection
(pressure sensors)
• Rear crash sensor for side crash detection
(acceleration sensor)
• Pedestrian protection crash sensor (acceleration sensor)
• Crash sensors for pedestrian protection (pressure sensors)
• Front inertia-reel seat belts with pyrotechnic belt tensioners
• Inertia-reel seat belts with active belt force limiters
• Rear inertia-reel seat belts with pyrotechnic belt tensioners,
driver and front passenger sides
• Seat belt warning for all seats
• Seat belt switches on all seats in the seat belt buckles
• Seat occupancy sensor in front passenger seat
• Airbag disabling switch, front passenger side
• Front passenger airbag OFF and ON warning lamps
• Driver and front passenger seat position sensors
• Pedestrian protection trigger
• Battery disconnect

Additional equipment

Equipment specifications can vary due to the different require-

ments and statutory provisions for car makers in the various
markets.

Key to figure on page 19:

E24 Driver side seat belt switch
E25 Front passenger side seat belt switch
E224 Airbag disabling switch,
front passenger side
E258 Rear seat belt switch, driver side
E259 Rear seat belt switch, front passenger side
G128 Passenger side seat occupancy sensor
G179 Side airbag crash sensor, driver side
G180 Side airbag crash sensor, front passenger side
G256 Rear side airbag crash sensor, driver side
G283 Front airbag crash sensor, driver side
G284 Front airbag crash sensor, front passenger side
G551 Belt force limiter, driver side
G552 Belt force limiter, front passenger side
G553 Seat position sensor, driver side
G554 Seat position sensor, front passenger side
G598 Pedestrian protection trigger 1
G599 Pedestrian protection trigger 2
G693 Pedestrian protection crash sensor, centre
G851 Driver side crash sensor for pedestrian protection 2
G852 Passenger side crash sensor for pedestrian protection 2
J234 Airbag control unit
J285 Control unit in dash panel insert
J533 Data bus diagnostic interface (gateway)
J706 Seat occupancy recognition control unit
K19 Seat belt reminder warning lamp
K75 Airbag warning lamp
K145 Front passenger airbag OFF warning lamp
(ON and OFF status of front passenger airbag is indicated)
N95 Driver side airbag igniter
N131 Front passenger side airbag igniter 1
N132 Front passenger side airbag igniter 2
N153 Seat belt tensioner igniter 1, driver side
N154 Seat belt tensioner igniter 1, front passenger side
N196 Rear seat belt tensioner igniter, driver side
N197 Rear seat belt tensioner igniter, front passenger side
N199 Side airbag igniter, driver side
N200 Side airbag igniter, front passenger side
N251 Head airbag igniter, driver side
N252 Head airbag igniter, front passenger side
N253 Battery isolation igniter
N295 Knee airbag igniter, driver side
N296 Knee airbag igniter, front passenger side
N490 Driver airbag relief valve igniter
N491 Front passenger airbag relief valve igniter
T16 16-pin connector, diagnostic port

Note
The diagrams in the chapter entitled "Passive occupant safety" are schematic diagrams and serve to provide a better under-
standing.

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System overview
The system overview shows the components for all markets. Keep
in mind that this constellation is not possible in series production.

Key:

Powertrain CAN bus Diagnostics CAN bus Input signal

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Convenience CAN bus Output signal

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Front passenger airbag OFF warning lamp K145

A new front passenger airbag OFF warning lamp K145 is used in
the Audi TT. The warning lamp is integrated into the interior light.
Previously, the indicator lamp indicated when the front passenger
airbag was OFF. The warning lamp did not indicate when the front
passenger airbag was ON.

The new warning lamp now also indicates when the front passen-
ger airbag is ON.
ON warning lamp

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Text indicating the status of the front passen- OFF warning lamp
ger airbag

Version 1: Behaviour of the warning lamp in vehicles with "airbag disabling switch, front passenger side E224"

When the ignition is turned on, the ON and OFF warning lamps If the keyswitch is at ON, the text display and the ON warning
including the PASSENGER AIRBAG text light up for about lamp subsequently light up for about 60 seconds. If the keyswitch
4 seconds during the initialisation phase (self-test). is at OFF, the text display and the OFF warning lamp are continu-
ously lit.

Behaviour of the warning lamp in response to a change of status

• If the status of the front passenger airbag changes from OFF to
ON after the ignition is turned on, the OFF warning lamp goes
off after a qualification phase of about 2 seconds and the ON
warning lamp comes on after a qualification phase of about
2 seconds. The ON warning lamp and the PASSENGER AIRBAG
text display go out after about 60 seconds.
• If the status of the front passenger airbag changes from ON to
OFF while the ignition is on, the OFF warning lamp and the
PASSENGER AIRBAG display light up continously after a qualifi-
cation phase of about 2 seconds.

Display behaviour after switching the front passenger airbag on and off

Initialisation phase (4 sec.) Qualification phase (2 sec.) Qualification phase (2 sec.)

Terminal 15 ON

OFF

Airbag disabling
switch, "ON"
front passenger side
E224
"OFF"

lights up for 60 sec. lights up for 60 sec.

Warning lamp ON
ON
OFF

Warning lamp ON
OFF
OFF

lights up for 60 sec.

Text ON
PASSENGER AIRBAG
OFF

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Version 2: Behaviour of the warning lamp in vehicles with "seat occupancy recognition control unit J706".

• If the ignition is turned on and the front passenger seat is • If the ignition is turned on and the front passenger seat is
occupied by an adult, the OFF warning lamp lights up for about vacant occupied by an child seat, the ON warning lamp lights up
4 seconds during the initialisation phase (self-test). The ON for about 4 seconds during the initialisation phase (self-test).
warning lamp is lit continuously. The ON warning lamp is lit continuously.

The PASSENGER AIRBAG text display is lit continuously when the

ignition is on.

Behaviour of the warning lamp in response to a change of status

• If the status of the front passenger airbag changes from ON
(seat occupied) to OFF (seat vacant) while the ignition is on, the
ON warning lamp goes out. At the same time, the OFF warning
lamp flashes for about 5 seconds and then lights up continu-
ously.
• If the status of the front passenger airbag changes from OFF
(seat vacant) to ON (seat occupied) while the ignition is on, the
OFF warning lamp goes out. At the same time, the ON warning
lamp flashes for about 5 seconds and then lights up continu-
ously.

Display behaviour after switching the front passenger airbag on and off

Initialisation phase (4 sec.) Initialisation phase (4 sec.)

Terminal 15 ON

OFF

Passenger side seat

occupancy sensor "Occu-
G128 pied"
"Vacant"

flashes for 5 sec.

Warning lamp ON
ON
OFF

flashes for 5 sec.

Warning lamp ON
OFF
OFF

Text ON
PASSENGER AIRBAG
OFF

630_044

21
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In-car airbags

Driver airbag Front passenger airbag Knee airbag Head airbag,

driver and front passenger side

Knee airbag Side airbag

630_013

22
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Head airbag

The Audi TT is equipped with head airbags for the first time. The
Side airbag limited installation space resulting from the shape of the body-
shell presented a number of engineering challenges.

Despite very the lack of installation space and the absence of a

B post, the Audi TT meets the 2013 US statutory requirements
according to FMVSS 226 – Ejection Mitigation.

Description of FMVSS 226 – Ejection Mitigation

• FMVSS = Federal Motor Vehicle Safety Standards

• 226 – Ejection Mitigation = the protection of vehicle occu-
pants from ejection through the side windows, particularly in
a rollover.

Side airbag

The side airbag in the Audi TT is designed as a thorax-pelvis airbag,

and not as a head-thorax airbag. The reason for this is that simul-
taneously installed head airbags and head-thorax airbags would
obstruct each other, and thus be less effective in protecting protect
the vehicle occupants.

Head airbag attachment

Due to the requirements of FMVSS 226 – Ejection Mitigation and

the absence of a B post, the head airbag in the Audi TT is attached
by screws, and not by clips like in other current Audi vehicles. The
screws in question are self-tapping screws, which are inserted in
different material thickness and different materials (aluminium/
steel).

Left-hand side roof frame

Attachment by self-tapping screws

Left-hand side head airbag

630_046

Reference
For information on removing and installing the head airbag, please refer to the workshop manual.

23
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Engines

Diesel engine
Torque/power curve of 2.0l TDI engine

Engine with engine code CUNA

  Power output in kW

  Torque in Nm

Engine number of engine block

630_020
Engine speed [rpm]
630_021

Features Specifications

Engine code CUNA

Type 4-cylinder inline engine

Displacement in cm3 1968

Stroke in mm 95.5

Bore in mm 81.0

Cylinder spacing in mm 88.0

Number of valves per cylinder 4

Firing order 1-3-4-2

Compression ratio 16.2 : 1

Power output in kW at rpm 135 at 3500 - 4000

Torque in Nm at rpm 380 at 1750 - 3000

Fuel type Diesel acc. to EN 590

Engine management system Bosch EDC 17

Maximum injection pressure in bar 2000 with solenoid injector CRI2-20

Emission standard EU 6

CO2 emissions in g/km 110

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Balancer shafts

To neutralise second-order free inertial forces, use is made of a

balancer shaft system which is integrated into the cylinder block
above the crankshaft.
Drive is provided by the crankcase through helical-cut gears on the
output side.
The shafts and the idle gear are located radially and axially by a
roller bearing. The bearings are lubricated with oil spray from the
cylinder block. To further reduce the frictional force of the balancer
shafts, the gear width of the drive gears has been halved. The
partially coated Spacecoat® idler gear is needed for reversing the
direction of rotation.

Spacecoat® is a specially additivised polymer layer that allows

quick, inexpensive and precise assembly of gear wheels. The
coating allows backlash adjustment within very narrow tolerances,
which significantly improves engine acoustics.

630_015

Previously used balancer Newly developed balancer

shaft gear with a gear shaft gear with a gear
width of 12 mm width of 6 mm

Balancer shaft, left Balancer shaft, right Balancer shaft idler,

partially coated over a width of 5 mm

630_014

Reference
For further information about the EA288 engine series, please refer to Self Study Programme 608 "Audi 1.6l / 2.0l 4-cylinder
TDI engines".

25
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Petrol engines
Torque/power curve of 2.0l TFSI engine

Engine with engine code CHHC

  Power output in kW

  Torque in Nm

The following modifications have been made to be engine so it is

suitable for use in the Audi TT:

• Oil pan top section with 2 oil return lines

• One track with skip protection in the chain drive

• Crankcase breather with modified fine oil separator

• Modified aluminium coolant pump

Technical specifications for the 2.0l TFSI engine (CJXC) of the

Audi TTS were not available at the editorial deadline.

Engine speed [rpm]

630_041

Features Specifications

Engine code CHHC

Type 4-cylinder inline engine

Displacement in cm 3
1984

Stroke in mm 92.8

Bore in mm 82.5

Number of valves per cylinder 4

Firing order 1-3-4-2

Compression ratio 9.6 : 1

Power output in kW at rpm 169 at 4500 - 6200

Torque in Nm at rpm 370 at 1600 - 4300

Fuel type Premium unleaded 95 RON

Engine management system Simos 18.1

Emission standard EU 6

CO2 emissions in g/km 158

Reference
For more information on the 2.0l TFSI engine, please refer to Self-study Programme 606, "Audi 1.8 and 2.0l TFSI EA888
series engines (3rd generation)".

26
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Engine/gearbox combinations
The engine-gearbox combinations shown below are those available
at market launch.

Engines 2.0l TFSI engine (CHHC) 2.0l TFSI engine (CJXC)1) 2.0l TDI engine (CUNA)

6-speed
manual gearbox
0FB
MQ350-6F

6-speed
manual gearbox
02Q
MQ350-6F

6 speed
quattro manual
gearbox
0FB1)
MQ350-6A

6-speed
quattro double-
clutch gearbox
0D91)
DQ250-6F

6-speed
quattro double-
clutch gearbox
0D9
DQ250-6A

Rear axle drive

0CQ
5th generation
Haldex coupling

1)
To be introduced at a later date.

Breakdown of manufacturer codes:

e.g.: MQ350-6F

M Manual gearbox 6 Number of gears

D Double-clutch gearbox F Front-wheel drive
Q Transverse mounting A All-wheel quattro drive
350 Rated torque capacity

27
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Power transmission

Overview
The Audi TT largely adopts the tried and tested power transmis-
sion technology of the 2013 model Audi A3 (Type 8V). The
diagram shows the quattro drive of the Audi TT with 6-speed
double-clutch gearbox 0D9 – the 5th generation S tronic and
Haldex coupling 0CQ.

Scan the QR code to find out more

about the quattro drive of the Audi TT.

Rear axle final drive unit 0CQ,

5th generation
Haldex coupling
quattro drive
The Haldex coupling software has been specially adapted for the
Audi TT. The new software provides both enhanced driving dynam-
ics and higher efficiency.
The Haldex coupling software now makes more intensive use of
measured data relevant to driving dynamics and continuously
computes the exact driving status of the vehicle, as well as assess-
ing the driver's input and determining the road friction coefficient.
This allows torque distribution to the rear axle to be perfectly
adapted in any driving situation. In addition, both the ESC control Ride profile selector module ESC-OFF button
E592
processes and torque vectoring are incorporated into the Haldex
coupling control process. This enables the software to anticipate
the opening and closing of the Haldex coupling, thereby reducing
the reaction time significantly.

To utilise the potential of this new technology, quattro drive is

coupled with Audi drive select (refer to page 54). Audi drive select
can be used to select between different vehicle configurations, i.e.
the modes. A specific Haldex coupling setup is assigned to each
configuration.

630_049

auto/comfort
The Haldex coupling setup matches the known driving behaviour
and the quattro-typical traction of the Audi A3 (Type 8V).
dynamic
This setup provides more agile steering response. The coupling is
engaged as soon as the driver steers into the corner, allowing it to
react more quickly to the closing of the coupling when accelerating
out of the corner. The result is a smaller decrease in torque in
response to oversteer and load changes.
efficiency
This setup offers better fuel economy than the auto/comfort mode
and thus reduces C02 emissions. The Haldex coupling is activated
restrictively. There are no drawbacks for quattro drive – torque is
distributed to the rear axle even before all-wheel drive is required.
If necessary, the system will change over temporarily to auto/
comfort mode while accelerating, when the kick-down mode is
activated or when the ESC-OFF button is pressed.
In individual mode, the driver can choose a Haldex coupling setup
independent of other vehicle systems.

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Control unit for all-wheel drive

J492

There are various housings for the Haldex coupling. The

versions are mainly differentiated by the reinforcing ribs
and by the attachment points for the all-wheel drive
control unit J492. The modified attachment points alter
the mounting position of the control unit and thereby
preserve installation space, which otherwise would have
been reduced by the reinforcing ribs. For correct code
letter assignments, refer to the ETKA electronic parts
catalogue.

Haldex coupling pump

V181

Selector mechanism

Selector lever cable for actuating

the park lock

Emergency release mechanism

630_048

As in the Audi A3 (Type 8V), the 6-speed double-clutch gearbox 0D9 is inte-

Manual gearbox and Audi drive select
In models with manual transmission, an E is additionally displayed
on the gearshift indicator in efficiency mode.
grated into the engine's thermal management system. It supports the start-
stop system by means of software. The gearbox mechatronics control unit is
integrated into the immobiliser system. If the gearbox or the mechatronics
are replaced, it is necessary to program the mechatronics and activate the
immobiliser. The diagnostic tester has a Replace mechatronics function for
this purpose.
Depending on engine type, the 6-speed manual gearboxes 02Q and 0FB with
front-wheel drive will be available at market launch in addition to the 0D9
gearbox with quattro drive. The 0FB gearbox will also be available with
quattro drive at a later date.

Reference
For more information about the 5th generation Haldex coupling and the thermal management system of the 0D9 gearbox,
please refer to Self Study Programme 609 "Audi A3 ’13".

29

6-speed double-clutch gearbox 0D9 – S tronic
When the Audi TT (Type FV) is launched, the 0D9 gearbox will only
be available with quattro drive. A front-wheel drive version will be
available at a later date. The 0D9 gearbox matches the 6-speed
double-clutch gearbox 02E which the VW Group has been using
since 2003.
Vehicles with quattro drive are equipped as standard with
Audi drive select.
630_052
Freewheel mode
To activate the Freewheel mode, the efficiency mode must be
selected and the selector lever must be in the "D" position. In
efficiency mode, an E (for efficiency) is displayed instead of
selector lever position D.
Freewheel mode is all-software function. In Freewheel mode,
provided that the conditions for system activation have been met,
the active clutch is opened in overrun to interrupt power transmis-
sion to the engine.
The vehicle coasts along without the engine braking function and
utilises the energy of the vehicle (kinetic energy) while the engine
continues to idle. In "Freewheel" mode, current gear indication is
suppressed.
In efficiency mode, gear shifts are performed at lower RPM.
Together with the Freewheel function, this improves fuel economy
and reduces CO2 emissions.
During the freewheel phase, the gears appropriate to the actual
speed of the vehicle are preselected in order to provide a comfort-
able gear shift when the clutch closes.
Reference
For more information about the selector mechanism and the emergency release mechanism of the selector lever, please refer
to Self Study Programme 609 "Audi A3 ’13".
30
< Back Forwards > Ξ Contents
In addition to well-known gearbox functions such as starter lock,
selector lever lock, software shiftlock, parking lock, tiptronic
mode and kick-down, this SSP explains in depth the selector
mechanism, downhill assist, the launch control program and the
start assist systems.
Selector mechanism
The selector mechanism of the 0D9 gearbox has been adapted to
the interior of the Audi TT. It is identical to that of the Audi A3
(Type 8V) in terms of its design and operating logic. In addition to
the selector lever positions "P", "R", "N", "D" and "S", it is possible
to shift gear manually in tiptronic mode using the selector lever or
the shift paddles on the steering wheel. The gear selected and the
active gear are displayed in the Audi virtual cockpit.
The parking lock emergency release
mechanism can be accessed by unclip-
ping the selector lever gaiter from the
centre console and pushing the insulat-
ing foam to the side.
630_053
When the freewheel phase ends, engine speed is actively adjusted
to synchronisation speed before the clutch responsible for the
relevant gear is closed.
Switch-on conditions:
• Vehicle speed between 20 kph and 130 kph.
• Accelerator position 0 % (the active clutch is opened directly
after the 0 % accelerator position is detected and the last
gearshift has been completed).
• Gradient less than 8 % (the gradient is measured by the longi-
tudinal acceleration sensor of the brake electronics).
Switch-off conditions
• Brake applied
• TIPminus is selected on the tiptronic steering wheel.
• The selector lever is moved out of "D".
• Activation of the cruise control system (it does not constitute a
switch-off condition if the cruise control system is switched on
but not activated).
• A gradient of greater than 15 %
• If the vehicle speed is higher than the set speed of the cruise
control system on a downhill gradient.

Downhill assist
The downhill assist functions aids the driver on downhill gradi-
ents. In selector lever positions "D" and "S", it is activated when
the brake pedal is depressed or when the speed is set in vehicles
with a cruise control system. Downhill assist tries to maintain the
reduced speed within the bounds of physical and drive limitations.
The gearbox selects a gear appropriate to the gradient. It may be
necessary to additionally correct the vehcile's speed with the
footbrake.
Launch control program
The launch control programme enables maximum acceleration.
Conditions:
• The engine is at operating temperature.
• The wheels and the steering wheel are in the straight-ahead
position.
• The start-stop system is deactivated.
• Start assist is deactivated.
• The ESC-OFF button was briefly pressed once while the engine
was running.
• Selector lever is in the "S" position or in the tiptronic gate or
dynamic mode is selected using Audi drive select.
• Depress the brake pedal firmly for 1 second and hold it down.
• Depress the accelerator pedal fully and hold it down.
• Ease off the brake.
Hill start assist systems
The hill start assist systems utilise the capabilities of the ESC
system and the parking brake. They assist the driver by stopping
the vehicle from inadvertently rolling away.
Hill start assist and integrated start assist are standard. Start
assist is optional. The requirements for system operation are that
the driver's door is closed, the driver's seat belt is fastened and
the engine is running.
Hill start assist is available when the brake pedal is depressed at a
gradient of about 5 % or steeper.
When the vehicle halts on a gradient, the current brake pressure is
maintained by the ESC control valves. If the brake pedal is
released in order to drive away, this brake pressure is maintained
for about 1.5 seconds. As soon as enough drive torque is available
to move the vehicle, the brake is released.
This function aids starting on gradients because the vehicle is
largely prevented from rolling back. Hill start assist is also avail-
able in reverse gear.
< Back Forwards > Ξ Contents
Given that downhill assist shifts down into no lower than 3rd gear,
it is advisable to switch to tiptronic mode on very steep gradients.
This allows the vehicle to be shifted manually into 2nd or 1st gear
to make use of the engine braking effect and relieve the load on
the brakes. Downhill assist cuts out again as soon as the gradient
lessens or the accelerator pedal is depressed.
After using the launch control program, the gearbox temperature
may have risen sharply. In this case, the program may not be
available for several minutes. After a cooling phase, the program
will again be available.
The launch control program puts maximum strain on parts of the
drivetrain, resulting in increased wear.
Integrated start assist is effective when the parking brake is
actuated. It is opened at drive-away as soon as enough drive
torque is available to set the vehicle in motion. Integrated start
assist is only operational when the driver's seat belt is fastened.
Start assist is a combination of hill start assist and integrated
start assist. The system is activated by a button in the centre
console and operates independently of time and gradient.
Initially, the brake pressure applied when stopping is maintained
by the ESC control valves. Due to the current draw of the ESC
control valves, they heat up. To ensure that the max. allowable
temperature of the valves is not exceeded, the system actuates
the electrical parking brake autonomously. The parking brake can
now maintain the brake pressure continuously. It is released
automatically at drive-away as soon as sufficient drive torque is
available to set the vehicle in motion.
The following condition applies to integrated start assist and hil
start assist: As long as the electrical parking brake is effective, the
"creep" which vehicles usually exhibit is suppressed.
31
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Chassis

Overall concept
One key focus of development work on the chassis of the Audi TT
was on achieving sporty driveability combined with dynamic and
highly precise handling. This was achieved through a highly engi-
neered suspension system with a front axle based on the McPher-
son concept and a newly developed four-link rear axle. The cus-
tomer can choose between standard suspension, sport suspension
and suspension with electronic damper control.
In keeping with the sporty basic setup, use is made of progressive
steering as standard. Torque vectoring also makes a major contri-
bution excellent handling. The use of generously sized brake
systems with vented brake discs at the front and the electro-
mechanical parking brake at the rear underscore the sporty overall
concept.

630_082

The following suspension variants are available for the Audi TT:

Suspension/steering versions Features

Standard suspension (1BA) 1)

The standard suspension as basic equipment features steel springs and unregu-
lated damping.
Sports suspension (1BV)1) Sports suspension is optional. Models with sports suspension ride 10 mm lower
than models with standard suspension and have a distinctly sporty setup.
Suspension with electronic This suspension variant is also optional. It is based on the Audi magnetic ride
damper control (1BL)1) system currently featured on other Audi models. The ride height is identical to
that of the standard suspension.
Sports suspension with electronic The sports suspension with electronic damper control (same technology as 1BL)
damper control (2MV)1) has the same ride height as the non-regulated sports suspension (1BV).
Suspension with electronic This suspension has been set up specially for the Audi TTS and is standard equip-
damper control (1BQ)1) ment. The ride height is identical to that of sports suspension 2MV.

1)
Production control number

32
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Axles and wheel alignment

Front axle

The front axle is based on the Modular Transverse Platform (MQB). To achieve a high level of driving dynamics, the Audi TT has special
The McPherson concept which has proved successful in the pred- suspension setups.
ecessor model (Type 8J) has also been adopted for the Audi TT.

Spring Tie rod Damper

• Steel spring with linear characteristic • Steel construction with • 2-tube damper with polyurethane auxiliary spring
• TT-specific setup plastic ball joints • TT-specific setup
• Low-friction axial bearing

Anti-roll bar Pivot bearing

• Tubular anti-roll bars • Aluminium construction

Joint Engine/gearbox mount Track control arm Wheel bearing/wheel hub

• Ball joint as link between track • Aluminium construction • Aluminium construction • 3rd generation wheel bearing
control arm and pivot bearing with integrated wheel hub

630_083

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Rear axle

The rear axle is also based on the Modular Transverse Platform

(MQB). The proven multi-link axle concept for vehicles with front-
wheel drive and quattro drive was adopted from the predecessor
model (Type 8J) for the Audi TT.

Upper track control arm Spring link Damper

• Steel construction • High-tensile steel construction • 2-tube damper with polyurethane auxiliary spring
• TT-specific setup

Wheel carrier Spring

• Aluminium casting • Steel spring with linear characteristic
• TT-specific setup

Trailing arm Tie rod Anti-roll bar Wheel bearing/wheel hub

• Steel construction • Plastic part (not shown) • Tubular anti-roll bars • 3rd generation wheel bearing
with integrated wheel hub

Mounting bracket Engine/gearbox mount Track link

• Steel construction • Steel construction • Steel construction
• Rigid body attachment for front-wheel drive models
• Elastic connection for models with quattro drive,
achieved using rubber-metal bearing 630_084

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Wheel alignment and suspension setup

The left and right toe-in values on the front axle can be adjusted Individual toe values and individual camber values can be adjusted
separately by changing the length of the track rods. The camber on the four-link rear axle.
can be balanced (centred) within narrow limits by shifting the
subframe transversely.

Camber adjustment

Toe adjustment at the attachment point

between the spring link and subframe
(not shown)

630_084

Toe adjustment

Camber balancing

630_083

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Suspension with electronic damper control (1BL, 1BQ, 2MV)

The optional electronic damper control is based on the Audi mag-

netic ride system previously available for the predecessor model
(Type 8J).

Rear left vehicle level sender Shock absorber with damping adjustment valve,
G76 front left
N336

Control unit in dash Front left vehicle level sender

panel insert G78
J285

630_089

Rear right vehicle level ECD control unit (electronically Shock absorber with
sender controlled damping) damping adjustment
G77 J250 valve, front right
N337

Shock absorber with damping Shock absorber with damping Front right vehicle level
adjustment valve, rear left adjustment valve, rear right sender
N338 N339 G289

Reference
For more information about the design and general functional principle of Audi magnetic ride, please refer to Self Study Pro-
gramme 381 "Audi TT Coupé ’07 - Suspension".

36

Damping characteristic
3 different damping characteristics are implemented in the
Audi TT. They can only be set by selecting the relevant mode in
Audi drive select (refer to page 54). Depending on preference, the
driver can choose between comfortable (comfort), sporty
(dynamic) and balanced (auto) damping characteristics.
Vehicle: Audi drive select
efficiency
comfort
auto
dynamic
individual
Special functions
Temperature model
As with the predecessor model, a special software is also used here
to make allowance for the temperatures of the dampers, the
magneto-rheological fluid as well as the coils in the damper
pistons and the electrical wiring. This software has been improved
so that the influence of temperature can be determined even more
exactly and that the damper-specific activation currents can be set
even more precisely.
The basic procedure is identical to that described in Self Study
Programme 381 "Audi TT Coupé ’07 - Suspension". The base
resistance value is now determined for each coil after turning on
the ignition ("terminal 15 on") if the vehicle has been parked for at
least 3 hours. After this downtime, the above-mentioned damper
components will have reached ambient temperature, allowing an
exact measured value for ambient temperature to be used an
initial value for the temperature model.
Temperature monitoring and temperature shut-off
If the measured damper temperature exceeds a value of about
110 °C, the dampers are gradually de-energised in order to protect
the electrical and mechanical components. The dampers are fully
de-energised at about 120 °C. This situation is extremely rare and
occurs only if the dampers have been subjected to excessive excita-
tion for a prolonged period of time with the result that they have
had to perform a significant amount of damping work (accompa-
nied by an increase in damper temperature).
< Back Forwards > Ξ Contents
If efficiency is selected, the auto damper control mode is imple-
mented. Depending on the degree of damping, the coils in the
damper pistons are activated by the output stages of the control
unit by applying up to about 5 A of electrical current
(max. damping). The damper is not permanently activated when
the vehicle is stationary (speed signal = 0).
630_096
During the downtime of the vehicle and "terminal 15 on", the
control unit sends a cyclic diagnostic pulse (about 2 A, duration of
a few milliseconds, about once a second) to the damper coils to
measure the resistance of the coil resistors. The temperature
model determines the temperature of each damper from these
resistance values. If the vehicle is parked for less than 3 hours with
"terminal 15 off", the control unit determines the damper tem-
peratures after "terminal 15 on" on the basis of the last tempera-
tures to be calculated before turning off the ignition ("terminal 15
off"), while also taking into account the actual downtime of the
vehicle.
630_097
The temperature of the control unit is also monitored and factored
into the temperature model calculation. The components and the
wiring in the control unit heat up due to the permanent availability
of activation currents during vehicle operation. If a temperature of
about 120 °C is exceeded, the auto mode is activated. A different
mode can no longer be selected by the driver. If the temperature
drops below a value of about 100 °C, full system availability will be
restored.
37
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System behaviour in response to fault

As a fully integrated system, the damper control system has

self-diagnostic capability. Any detected system faults are indicated
to the driver by a fault message in the dash panel insert. Depend-
ing on the nature of the fault, the system response can range from
a partial shut-down to a full shut-down of the system.
If a damper can no longer be activated electrically, this does not
affect the activation of the other 3 intact dampers. However, the
driver can no longer change to a different mode, and the dampers
are controlled in auto mode. If ESC has been deactivated by the
driver, then it is activated automatically in these cases. The same
system response is triggered when a fault is detected in a ride
height sensor and the measured data from this sensor is no longer
Damper control
available.
Fault!
In the event of failure of 2 dampers, the system is shut down. In You can continue driving
this case, corrective actions are no longer performed. If ESC has
been deactivated by the driver, it is then activated automatically.
The same system response occurs when a fault is detected in a ride
height sensor and the measured data from this sensor is no longer
available.
If it is no longer possible to electrically activate the dampers (e.g.
due to relevant control unit faults), then the smallest possible
damping forces will be produced by the dampers. Although the
630_103
suspension setup is very comfortable, handling remains stable in
driving dynamics terms.

Service operations

Diagnostic address

The system can be accessed in the diagnostic tester under address

14 - wheel damping. Control unit J250 is integrated into the
component protection system.

630_099
System initialisation – Learn control position

System initialisation is performed after:

• replacing control unit J250
• removing or replacing one or more vehicle level senders
• replacing or removing and installing the dampers

The characteristics of the vehicle level senders are stored in the

control unit. When the system is initialised, the control unit is
informed which actual vehicle ride levels at the wheel positions
correspond to the measured data supplied by the vehicle level
senders. If this assignment is known to the control unit, all the
following measured data from the vehicle level senders can be
converted to actual vehicle ride levels. In addition, the unladen
height of the vehicle is stored in the control unit.

630_100

38

Actuator diagnostics
Selective activation of dampers is possible using the actuator
diagnostics routine. The dampers are then energised with an
electrical current of about 2 A.
Cold starting
This function, which can be activated with the diagnostic tester,
basically comprises the same routine which the control unit per-
forms automatically when terminal 15 is switched on after a
vehicle downtime of at least 3 hours. The dampers are energised
and the resistance values of the coils in the damper pistons are
determined. These resistance values are then assigned to the
measured ambient temperature. This assignment now provides the
basis for the temperature calculation by the temperature model.
After replacing the control unit, the cold start function should
always be executed because the new control unit still does not
know the resistance values of the damper coils.
Damper test
The damper test on a corresponding test bench is automatically
detected by a special test mode. Alternatively, the test mode can
also be activated manually using the diagnostic tester.
Test bench operation is detected automatically by evaluating the
measured data supplied by the vehicle level sender.
Load mode and Transport mode
In Audi TT models with Audi magnetic ride, unlike in vehicles with
adaptive air suspension (aas), no special system settings or modes
are activated by activating the Load mode or Transport mode.
< Back Forwards > Ξ Contents
It also makes sense to perform the function if one or more
dampers have been replaced. For tolerance reasons, the coils of
the new dampers have different resistance valves than those
already stored in the control unit. However, a condition for this is
that the new dampers have approximately ambient temperature.
If the function is not executed, loss of comfort may subsequently
occur while driving.
The next time the vehicle is started (after a downtime of at least
3 hours), the coil resistances are defined automatically by the
system and the desired level of ride comfort is again ensured.
If vertical oscillation of the wheels on an axle is determined within
a defined frequency band, the test mode is activated. The relevant
dampers are activated by the control unit with a constant current
of about 1 A in order to achieve defined damping forces. If there is
no longer any oscillation excitation in the wheels, the system exits
the test mode automatically.
630_112
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Brake system
The brake system of the Audi TT is a logical progression from the
brake system of its predecessor. At the start of production, 16" and
17" systems will be used on the front axle and 15", 16" and 17"
systems on the rear axle. The brake systems perform better than
those on the predecessor model (Type 8J) at comparable engine
power outputs. Larger-diameter brake pistons are used on all
models.
The result is a more sporty pedal feel (short idle travel, defined
bite point). The electro-mechanical parking brake (EPB) is used for
the first time in the Audi TT. The brake servo and foot controls are
carry-overs from the Audi A3 (Type 8V).
The Audi TT is also equipped with the Continental ESC MK 100,
which is already used in the Audi A3 (Type 8V).

Brake system, front axle

Engine type 2.0l TFSI (169 kW) 2.0l TFSI (228 kW)
2.0l TDI (135 kW)
Minimum wheel size 16“ 17“
Brake type Floating caliper brake TRW PC57WE Fixed caliper brake Conti 4MF 42/30/11
Number of pistons 1 4

Piston diameter 57 mm 42 mm

Brake disc diameter 312 mm 338 mm

630_101 630_113

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Brake system, rear axle

Engine type 2.0l TDI (135 kW) 2.0l TFSI (169 kW) 2.0l TFSI (228 kW)

Minimum wheel size 15“ 16“ 17“

Brake type Floating caliper brake Floating caliper brake Floating caliper brake
Conti FNc-M38/10/11 Conti FNc-M38/12/11 Conti FNc-M42/22/11
Number of pistons 1 1 1

Piston diameter 38 mm 38 mm 42 mm

Brake disc diameter 272 mm 300 mm 310 mm

630_102

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Electro-mechanical parking brake (EPB)

A key new feature of the Audi TT is the electro-mechanical parking

brake. In terms of design, function and operation as well as service
operations, the system is identical to that used in the Audi A3
(Type 8V).

630_104

Brake booster, master brake cylinder

11" single brake servos (10" in the 2.0l TDI) are used on left-hand
drive models of the Audi TT. For space reasons, a 7"/8" tandem
brake servo is used on right-hand drive models. Models with the
top of the range 2.0l TFSI (221 kW) engine to be introduced at a
later date will receive an 8"/8" brake servo. The brake servos of the
top of the range engine have been specially adapted to the Audi TT
in terms of their ratio and lead-in.
All brake units used in the Audi TT have a single rate characteristic.

630_105

Foot controls

The foot controls are a new development and are also used in the
Audi A3 (Type 8V). The pedals are arranged in suspension. To
reduce weight, a common plastic bearing pedestal is used for the
accelerator and brake pedals.

630_106

Reference
For more information about the electro-mechanical parking brake (EPB), refer to Self Study Programme 612 "Audi A3 ’13
Suspension".

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Electronic Stability Control (ESC)

Overview

The Continental ESC MK 100 system is used in the Audi TT. This ESC
system is a more advanced version of the ESC MK 60 system used
in the predecessor model, both in terms of its hardware and
software. The ESC unit is mounted on the right side member in the
engine bay.

630_107

Operation

The Sport mode can be activated by briefly pressing the ESC-OFF

button (for less than 3 seconds). The TSC function is deactivated in
vehicles with quattro drive. In vehicles with front-wheel drive, TSC
is active to a limited extent, if required. The parameters for stabil-
ising ESC intervention are adapted accordingly, allowing a more
sporty style of driving. If the ESC-OFF button is pressed for longer
630_114
than 3 seconds, TCS and ESC are fully deactivated.

ESC-OFF button

Speed sensor

Active speed sensors are used in the Audi TT. In design and func-
tional terms, they are identical to the sensors in the
Audi A3 (Type 8V) and Audi Q3 (Type 8U) models.

630_108

Reference
For more information about the Electronic Stability Control (ESC), refer to Self Study Programme 612 "Audi A3 ’13 Suspen-
sion".

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Steering system
Overview

The Audi TT is equipped with the 3rd generation electro-mechani-
cal power steering system previously used in the Audi A3
(Type 8V). Special steering maps have been developed for the
Audi TT. To ensure a high level of driving comfort, the Audi TT is
equipped as standard with the progressive steering system used in
the Audi A3 (Type 8V) depending on engine version.
The mechanically adjustable steering column is also a carry-over
from the Audi A3 (Type 8V). Standard equipment consists of a
newly developed three-spoke steering wheel featuring a new,
sporty design. A large selection of optional steering wheels is avail-
able for customisation purposes (refer to page 46).

Steering wheel
• Standard equipment: Three-spoke steering wheel with
"Sport rim" for Audi TT, with "Race rim" for Audi TTS
• Wide range of options

630_115

Electro-mechanical power steering (EPS) Steering column

• Carry-over from Audi A3 (Type 8V) • Mechanically adjustable
• Use of special, Audi TT specific maps • Height adjustment: +/- 25 mm
• Progressive steering as standard equipment • Longitudinal adjustment: +/- 30 mm
• Carry-over from Audi A3 (Type 8V)

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Electro-mechanical power steering (EPS)

In terms of its design, functional principle and service operations,

the electro-mechanical power steering system is identical to the
system already implemented in the Audi A3 (Type 8V).

630_116

Operation

They can only be set by selecting the relevant mode in

Audi drive select (refer to page 54). Vehicle: Audi drive select

efficiency
Depending on whether auto, dynamic or comfort mode is selected, comfort
auto
the system activates steering maps which provide universal, dynamic
dynamic or comfort-oriented power steering. When individual individual

mode is selected, the driver can freely select one of 3 maps. When
efficiency mode is selected, the map for auto mode is activated.
630_096

Progressive steering

The Audi TT receives progressive steering as standard. Progressive This reduces amount of steering input required and gives signifi-
steering is provided by a variable steering ratio using a special rack cantly better dynamics during sporty driving manoeuvres.
spline geometry. The steering ratio is at its highest when driving in
a straight line and during minor steering inputs about the centre
position. Rotation of the steering wheel through an angle of about
14 ° produces a steering angle of about 1 ° at the front wheels
Rack Steering pinion
(steering ratio of approx. 14). The ratio decreases with increasing
steering angle, and thus becomes more direct. This gives the
Audi TT agile and precise handling in city traffic and on windy
country roads with little steering effort.

At large steering angles (e.g. in inner-city areas or when parking),

the steering ratio is reduced to such an extent as to significantly
reduce steering effort for the driver. The diagram below clearly
shows that with progressive steering, the steering wheel has to be
moved much less in order to turn the front wheels to full lock.
630_109

Key:

Steering lock with progressive steering

Steering ratio (-)

Steering lock with conventional steering

Progressive steering in the Audi TT

Conventional steering in the Audi A3 (Type 8V)

630_090
Pinion angle (°)

Reference
For more information about the electro-mechanical power steering (EPS), refer to Self Study Programme 612 "Audi A3 ’13
Suspension".

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Steering wheels

Newly developed steering wheels are used in the Audi TT. A very An additional distinguishing feature is that there are two different
sporty look is achieved by using a combination of aluminium, versions of the steering wheel rim. The "Sport rim" differs from the
plastic and leather in visible areas. "Race rim", both visually and in its tactile feel.

Sport steering wheel rim Race steering wheel rim

Steering wheel Equipment Steering wheel Equipment

Standard equipment Standard equipment

• Multifunction steering wheel (entry • Multifunction steering wheel (high
version) version)
• Smooth napa leather • Smooth napa leather

Option Option
• Multifunction steering wheel (entry • Multifunction steering wheel (high
version) version)
• Smooth napa leather • Smooth napa leather
• tiptronic • tiptronic

Option Option
• Multifunction steering wheel (entry • Multifunction steering wheel (high
version) version)
• Smooth / micro perforated napa • Smooth / micro perforated napa
leather leather
• S line badge • S line badge
Option Option
• Multifunction steering wheel (entry • Multifunction steering wheel (high
version) version)
• Smooth / micro perforated napa • Smooth / micro perforated napa
leather leather
• S line badge • S line badge
• tiptronic • tiptronic

Race steering wheel rim (for TTS)

Steering wheel Equipment Steering wheel Equipment

Standard equipment Option

• Multifunction steering wheel (high • Multifunction steering wheel (high
version) version)
• Smooth napa leather with S seam • Smooth napa leather with S seam
• TTS badge • TTS badge
• tiptronic

630_117

Low tyre pressure indicator

The 2nd generation low tyre pressure indicator (RKA+) is available

as basic equipment for the Audi TT. In terms of design and func-
tion, operation and driver information as well as service and
diagnosis functions, the system is identical to the systems already
in use in other Audi vehicles.

630_098

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Wheels and tyres

The Audi TT comes with 17" wheels as standard (the TTS has 18"
wheels). 17" to 19" wheels are optional (20" wheels are available
through quattro GmbH). The range of tyres extends from the
225/50 R17 to the 245/35 R19.
The "Tire Mobility System" is standard equipment. A size 3.5J x 19
space saver spare wheel is optional. A jack offered as an optional
extra, or included if the car is ordered factory-fitted with winter
wheels or equipped with a space saver wheel (availability is coun-
try-specific).

Standard wheels Optional wheels Winter wheels

Forged Cast Cast

aluminium wheel aluminium wheel aluminium wheel
8.0J x 17 ET47 8.5J x 17 ET50 7.0J x 17 ET47
225/50 R17 245/45 R17 225/50 R17
Suitable for snow
chains

TT TT TT/TTS
Cast Cast Cast
aluminium wheel aluminium wheel aluminium wheel
8.5J x 18 ET50 8.5J x 18 ET50 8.5J x 18 ET50
245/40 R18 245/40 R18 245/40 R18

TTS TT TT/TTS
Cast
aluminium wheel
8.5J x 18 ET50
245/40 R18

TT
Cast
aluminium wheel
8.5J x 18 ET50
245/40 R18

TT
Forged
aluminium wheel
9.0J x 19 ET52
245/35 R19

TT
Forged
aluminium wheel
9.0J x 19 ET52
245/35 R19

TTS

630_118

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Electrical system

Installation locations of control units

Some of the control units shown in the overview are optional and/ Notes on the precise locations of the control units and instructions
or country-specific equipment. on fitting and removing them can be found in the current service
literature.

J869

J104

J794

J500 J844 E380

J255 R242 J234 J587

J518

J743
J745 J285 J527

J533 J791 J764

J623
J519

Key:

E380 Multimedia system operating unit
J104 ABS control unit
J234 Airbag control unit
J250 ECD control unit (electronically controlled damping)
J255 Climatronic control unit
J285 Control unit in dash panel insert
J386 Driver side door control unit
J387 Passenger side door control unit
J492 All-wheel drive control unit
J500 Power steering control unit
J518 Entry and start authorisation control unit
J519 Onboard power supply control unit
J525 Digital sound package control unit
J527 Steering column electronics control unit
J533 Data bus diagnostic interface
J587 Selector lever sensors control unit

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J387

R78

J769

J250

J492 J772

J525

J770
J843

J386

630_039

J623 Engine control unit
J743 Double-clutch gearbox mechatronics
J745 Cornering light and headlight range control unit
J764 Electrical steering column lock control unit
J769 Audi lane assist control unit
J770 Audi lane assist control unit 2
J772 Reversing camera system control unit
J791 Audi parking system control unit
J794 Information electronics control unit 1
J843 Vehicle tracking system interface control unit
J844 Headlight assist control unit
J869 Structure-borne sound control unit
R78 TV tuner
R242 Front camera for driver assistance systems

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Topology

Light switch Alarm horn Anti-theft alarm

E1 H12 sensor
G578

Wiper motor con- Garage door oper-

trol unit ating unit
J400 E284

Rain and light detec-

tor sensor
G397

Humidity sensor Onboard power Control unit in dash

G355 supply control unit panel insert
J519 J285

Garage door opener Steering column

control unit electronics
J530 control unit
J527

Control unit for Driver side door

multi-contour seat, control unit
front driver side J386
J873

Control unit for Passenger side Driver side volume Multimedia system
multi-contour seat, door control unit control operating unit
front passenger side J387 E67 E380
J872

Electronic steering Data bus diagnostic interface

column lock control J533
unit
J764

Entry and start Selector lever sen- ABS control unit

authorisation sors control unit J104
control unit J587
J518

Interface control Engine control unit ECD control unit

unit for vehicle J623 (electronically con-
location system trolled damping)
J843 J250

Air conditioner Climatronic Double-clutch gear- All-wheel drive

operating and dis- control unit box mechatronics control unit
play unit 1 J255 J743 J492
E774

Air conditioner Fresh air fan Structure-borne Power steering

operating and dis- control unit sound control unit control unit
play unit 2 J126 J869 J500
E775

Air conditioner Refrigerant circuit Seat occupancy rec- Airbag Parking aid control
operating and dis- pressure sender ognition control control unit unit
play unit 3 G805 unit J234 J446
E776 J706

Air conditioner Humidity sender in

operating and dis- fresh air intake
play unit 4 duct
E777 G657

Air quality sensor

Air conditioner G238
operating and dis-
play unit 5
E778

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The topology shows all control units with connectivity to the bus Some of the control units shown here are optional or country-
systems. specific equipment or due to be rolled out at a later date.

TV tuner
R78

Digital sound pack-

age control unit
J525

Headlight assist
control unit
J844

or

Information elec- Front camera for

tronics control driver assistance
unit 1 Diagnostic port systems
J794 R242

Reversing camera
system control unit
J772

Audi side assist Audi side assist

control unit control unit 2
J769 J770

Battery monitor Headlight range

control unit adjustment unit
J367 J431

or

Alternator Adaptive cornering

C light and headlight
range adjustment
control unit J745

Multifunction Left LED headlight Right LED head-

steering wheel con- power module 1 light power
trol unit A31 module 1
J453 A27

Power module for Headlight power

left headlight module, right
J667 J668

Park assist steering

control unit
or
J791

630_047

Key:

Powertrain CAN bus Infotainment CAN bus LIN bus

Convenience CAN bus Diagnostics CAN bus Sub-bus systems
Extended CAN bus Suspension CAN bus MOST bus
"OR" configuration Modular Infotainment System (MIB) CAN

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Audi virtual cockpit

Introduction

The market launch of the Audi TT sees the rollout of a high-resolu-
tion display as a central display instrument for the first time in an
Audi vehicle: Audi virtual cockpit The display has a resolution of
1440 x 540 pixels. The display diagonal measures an impressive
12.3 inches, which corresponds to 31.2 cm.
The Audi virtual cockpit replaces the previous instrument cluster
with its classic instrument gauges and is standard equipment in
the Audi TT. It also replaces the MMI display unit in the centre
console. Navigation maps and other infotainment content are now
displayed directly behind the steering wheel in the Audi virtual
cockpit.

Classic and progressive views

The customer can choose from two basic display views in The customer can toggle back and forth between both views using
Audi virtual cockpit: the VIEW button on the multifunction steering wheel. The VIEW
button is available both with the standard multifunctional steering
• The classic view wheel (entry version) and with the high version of the multifunc-
tional steering wheel.
and

• The progressive view

The classic view is based heavily on the design of previous instru- The layout and size of display content are very similar to the design
ment clusters. of conventional instrument clusters.

Display of Audi virtual cockpit in the classic view 630_119

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In the progressive view the central display area between the two The larger display panel offers new possibilties for the display of
gauges is noticeably larger because the gauges are shown smaller. infotainment and vehicle information.

Display of Audi virtual cockpit in the progressive view 630_120

Display contents

The customer decides which content is displayed by selecting one The desired main function can be selected either directly in the
of the available main functions. The number of main functions main menu or in the tab bar. The tab bar is a display bar positioned
depends on the actual vehicle specification and will be limited to a at top centre of Audi virtual cockpit.
maximum of ten at launch of the Audi TT.

Main menu in the Audi virtual cockpit central display 630_121

Reference
For more information about Audi virtual cockpit, please refer to Self Study Programme 628 "Audi virtual cockpit".

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Audi drive select

Equipment

The Audi TT is equipped with the Audi drive select system. The The efficiency mode configures the vehicle for fuel economy and
driver can select from the following operating modes: helps the driver conserve fuel.
• efficiency
• comfort In addition, the vehicle setup can be custom-configured in indi-
• auto vidual mode.
• dynamic
• individual

Displays and operation

The Audi drive select system can be configured by actuating the
ride profile selector module E592 in the centre console. Depending
on what infotainment equipment is installed in the vehicle, it may
also be possible to configure Audi drive select using the multime-
dia system operating unit E380.
In this case, the Audi drive select mode can be selected in the Car
menu.
In the case of the Audi TT, the selected mode is always displayed in
Audi virtual cockpit.

Operating elements

630_085

Ride profile selector module

E592

Multimedia system control panel

E380

Display

Audi virtual cockpit 630_086

Vehicle: Audi drive select

630_087

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Controllable systems

Cruise control system Accelerator/engine

Variable acceleration Variable characteristic

Audi Matrix LED headlight

Variable adaptive cornering light

Steering
Variable steering torque

Structure-borne sound
control unit J869
Variable engine sound
in the interior

Air conditioning system

Variable power consumption

Start-stop system
quattro drive Automatic activation
Variable power distribution

Damper control Double-clutch gearbox

Variable damper rate Variable shift program and freewheel

630_088

Functional features

• The mode previously selected is restored when the vehicle • To activate the newly selected mode for the steering as well,
restarts. Exception: In dynamic mode, the double-clutch the steering wheel must also be moved into the straight-ahead
gearbox is set from "S" back to "D". position (zero position).

• The settings in individual mode are automatically assigned to • In models with manual transmission, an E is additionally
the car key in use. displayed on the gearshift indicator in efficiency mode.

• The mode can be changed when the vehicle is stationary or • In models with automatic transmission, selector lever position
while driving. Condition: "Terminal 15 on". E is automatically displayed in selector lever position "D" in
efficiency mode.
• To active the newly selected mode for the engine as well, the
accelerator must be briefly released (idle position) or pushed
down into the full-throttle position.

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Audi drive select function

Vehicles with double-clutch gearbox

efficiency comfort auto dynamic

Selector lever D S D S D S D S
position
Engine
Power/
torque reduced normal normal normal normal normal normal normal

Load change balanced sporty balanced sporty balanced sporty balanced sporty

Accelerator balanced sporty balanced sporty balanced sporty balanced sporty

Gearbox
Freewheel active inactive inactive inactive inactive inactive inactive inactive

Shift
characteristics E1) S2) D3) S2) D3) S2) D3) S2)

1)
optimised for fuel economy
2)
sporty
3)
balanced

Vehicles with manual gearbox

efficiency comfort auto dynamic

Engine
Upshift indicator eco normal normal normal

Power/torque reduced normal normal normal

Load change balanced balanced balanced sporty

Accelerator balanced balanced balanced sporty

Gearbox — — — —

Drive-independent vehicle systems

efficiency comfort auto dynamic

Steering balanced comfortable balanced sporty

Damper control balanced comfortable balanced sporty

Automaticair reduced normal normal normal

conditioning
Engine sound normal normal normal/sporty sporty
(depending on
selector lever position)

Cruise control reduced normal normal normal

system acceleration
quattro drive efficient balanced balanced sporty

Audi Matrix balanced comfortable balanced sporty

LED headlight
Start-stop activated unaffected unaffected unaffected
system

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Start-stop system
Version 1.0 of the start-stop system was rolled out for the first
time in the Audi A5 in 2009. Initially, the start-stop system was
available in vehicles with manual gearbox only, but shortly after-
wards the programme was extended to vehicles with automatic
gearbox or double-clutch gearbox. The system can help save fuel
and reduce CO2 emissions. In start/stop mode, the engine is shut
off automatically when the vehicle stops, e.g. at traffic lights. The
ignition remains "off" during this stop phase. The engine is auto-
matically restarted when required.
The start-stop system is always activated when the ignition is
turned on, but can be switched off using the start-stop mode
button E693.
In vehicles for the North American Region, the last power-on state
of the start-stop system at ignition off is assigned to the car key.
The saved power-on state is adopted the next time the ignition is
turned on.

Displays and operation

The green warning light indicates that the engine has The white warning light indicates that the automatic
been stopped by the start-stop system. engine stop function is temporarily unavailable.

Vehicles with manual gearbox Vehicles with double-clutch gearbox

1. The driver: 1. The driver:

• brakes the vehicle to a stop. • brakes the vehicle to a stop.
• puts the manual gearbox into neutral. The system:
• releases the clutch pedal. • stops the engine, and the green warning lamp in the instru-
The system: ment cluster lights up.
• stops the engine, and the green warning lamp in the instru- 2. The driver:
ment cluster lights up. • releases the brake pedal.
2. The driver: The system:
• depresses the clutch pedal. • starts the engine, and the warning lamp goes out.
The system:
• starts the engine, and the warning lamp goes out.

Function requirements

• The driver's door and the bonnet must be closed. • The vehicle's speed has not dropped below 4 kph since the last
• The driver's seat belt must be fastened. stop.
• No trailer may be coupled.1)

Stop suppression criteria

The engine is not shut off automatically if for example:

• the engine has not yet reached the minimum temperature for • The battery charge is too low.
start-stop operation. • Heavy steering lock is applied or the steering wheel is turned.
• the interior temperature selected via the air conditioning • Reverse gear has previously been selected.
system not yet been attained. • The vehicle is parked on a steep uphill or downhill gradient.
• the ambient temperature is very high or very low.
• the windscreen is defrosted.
• the Audi parking system or park assist system is activated.

Automatic restart Driver-initiated restart

The engine can be started automatically by the start-stop system, The engine can be started by the start-stop system, e.g. when the
e.g. when: driver:

• the vehicle is moving. • selects Defrost mode.

• the windscreen is defrosted. • deactivates the start-stop system.
• the temperature preselected via the air conditioning system • opens the bonnet.
deviates considerably from the cabin temperature. • turns the steering wheel to a certain degree.
• the brake pressure is too low. • deactivates the electronic stability control.
• the battery charge is too low. • moves the selector lever into the "R" position.
• the power consumption is too high.

1)
The comments on trailer operation do not apply to the Audi TT because no tow bar is available for the TT.

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Start-stop system version 1.5

The Audi A3 (Type 8V) marked the introduction of start-stop The Audi TT also has the version 1.5 start-stop system with
system version 1.5. Version 1.5 features the following additional 2 special features:
functions: • No start-stop operation in selector lever position "S" or selector
• Start-stop with adaptive cruise control (ACC)1) lever in tiptronic position
• Start-stop with hill start assist or electro-mechanical parking • Additional OFF and READY display in the rev counter (refer to
brake description on page 59)
• Intermittent operation in selector lever position "P"
• Subsequent engine stop

Start-stop system with Start-stop system with hill start assist or electro-
adaptive cruise control (ACC)1) mechanical parking brake

Vehicles with double-clutch gearbox Vehicles with double-clutch gearbox

adaptive cruise control assists the driver in stop-and-go traffic. If a
detected object ahead stops, the vehicle is braked within system
limitations and held at a standstill. When the start-stop system is
active, the engine is shut off under certain pre-conditions. In this
situation, in addition to the usual switch-on conditions of the
start-stop system, the engine is started under the following
conditions:
• By drive-away of the vehicle ahead
• By pulling the ACC operating lever
• By touching the accelerator
If the vehicle is braked to a stop with hill start assist activated and
the engine is shut down by the start-stop system, the driver can
release the brake pedal. The engine does not start. The vehicle is
held at a standstill by hill start assist or, after a lengthy stopping
time, by the electro-mechanical parking brake. The engine does not
start until the accelerator is depressed.
Vehicles with manual gearbox
In vehicles with a manual gearbox, the vehicle is also held at a
standstill by hill start assist or by the parking brake, but, as is
usual with the start-stop system, starts when the clutch pedal is
depressed.

Intermittent operation in selector lever position "P" Driver-initiated subsequent engine stop (example)

Vehicles with double-clutch gearbox (example)

The engine was shut down by the start-stop system and the selec-
tor lever is in the "P" position. The engine could now be restarted,
e.g. at the instruction of the air conditioning system, and shut
down again by the system after reaching the required temperature
(air conditioning system cancels the stop veto).
The engine has been shut down by the start-stop system. The
driver selects the Defrost function and the engine is restarted. The
driver deactivates the Defrost function again, and the engine is
shut down once more.

The following schematic diagram explains how “subsequent engine stop” and “intermittent operation” work

Safety timeout prevents engine

Stop veto
from stopping again

Subsequent driver-initiated Intermittent operation by

engine stop the system.

Engine running

Minimum engine
running time,
40 seconds
(applies to Audi TT)
Engine stop

Air conditioning Driver activates Driver Air conditioning Air conditioning

system Defrost. deactivates system requests system
cancels stop veto. Defrost. engine start. cancels stop veto.

630_091

1)
The description of adaptive cruise control (ACC) does not apply to the Audi TT because ACC is not available for the TT.

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OFF and READY displays in rev counter

In conjunction with the start-stop system, OFF or READY appears The following figures show the various operating states and the
additionally below the rev counter scale in the Audi virtual cockpit accompanying displays.
of the Audi TT.

The vehicle runs in selector lever position "D", in 4th gear, at an The vehicle is at a standstill. The engine was shut down by the
engine speed of about 2500 rpm. start-stop system (green symbol) and the needle on the rev
counter is at READY, indicating that the vehicle is ready to run.

630_092 630_093

The vehicle is at a standstill. The engine could not be shut down by The vehicle is at a standstill and the ignition was turned on.
the start-stop system (white symbol) and runs at idle speed.

630_094 630_095

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Air conditioning

Introduction
The air conditioning system in the Audi TT is based on the air
conditioning system of the Modular Transverse Platform (MQB).
The Audi TT is available with either manual air conditioning or
single-zone automatic air conditioning.
Diesel-engined vehicles receive the well-known electrical auxiliary
heater for faster cabin heating.
The auxiliary heater cuts in automatically according to the vehicle
heater setting.
No optional auxiliary heater is available for the Audi TT. For the
first time in an Audi TT, operation of the air conditioning system is
separate from the actual Climatronic control unit J255.

Heater and air conditioner

The heater and air conditioner is based on the well-known air
conditioner of the Audi A3 (Type 8V). The air conditioner is used in
vehicles based on the Modular Transverse Platform (MQB), with
several model-specific modifications.
The air conditioner had to be adapted for use in the Audi TT
because the TT is exclusively designed to provide air conditioning
for the front passengers. The Audi TT has no fitting for mounting
the rear A/C ventilation ducts. An air vent cover is fitted in place of
the fitting.

Overview (using automatic air conditioning system as an example)

Left footwell flap control motor Front air distributor flap servomotor Defroster flap control motor Fresh air/air circulation and
V158 V426 V107 air flow flap servomotor
V425

Fresh air fan Fresh air fan

V2 control unit
J126

Air vent cover for sealing the rear A/C air vents, Air conditioner condensate outlet Cover of dust and pollen filter
compared with the Audi A3 (Type 8V) or combined filter (service cover)

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A/C operating and display unit

In the case of the Audi TT, operation of the air conditioning system
is decoupled from the Climatronic control unit J255. The controls
are integrated into the air vents. The controls for seat heating, air
circulation, temperature, air flow distribution and intensity are
located in the centre of the air vents.
The automatic air conditioning has small displays which show the
selected setting.
The centres of the air vents are always aligned straight, regardless
of the position of the rotating outer rings for opening and closing
the individual air vents.
The 5 A/C operating and display units communicate with the
Climatronic control unit J255 by LIN bus. In left-hand drive
models, the control unit itself is located on the module cross-
member for mounting the air conditioner, on the left next to the
glove compartment.

Air conditioner operating Climatronic control unit Air conditioner operating

and display unit 1 J255 and display unit 5
E774 E778

Controls (using automatic air conditioning

system as an example)

Air conditioner operating

and display unit 4
E777

Heated rear window button

E230

Air conditioner operating

and display unit 3
E776

Defrost button
E782

Air conditioner operating

and display unit 2
E775
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Installation locations and tasks

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Designation Installation location Air conditioning function

(on left-hand drive models)
Air conditioner operating Left dash panel air vent • Left seat heater button
and display unit 1 E774

Air conditioner operating Centre left dash panel air vent Manual air conditioning system:
and display unit 2 E775 • Rotary fan control

Automatic climate control:

• Rotary fan control
• Button: A/C on/off

Air conditioner operating Centre dash panel air vent Manual air conditioning system:
and display unit 3 E776 • Rotary temperature control
• Button: A/C on/off

Automatic climate control:

• Rotary temperature control with display
• Button: Automatic function AUTO

Air conditioner operating Centre right dash panel air vent Manual air conditioning system:
and display unit 4 E777 • Rotary air distribution control

Automatic climate control:

• Rotary air distribution control
• Button: Defrost

Air conditioner operating Right dash panel air vent • Right seat heater button
and display unit 5 E778

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Dash panel temperature sensor G56

The dash panel temperature sensor G56 is only fitted in vehicles
which are equipped with an automatically controlled air condition-
ing system. In the case of vehicles with a manually controlled air
conditioning system, the opening in the knee bolster on the driver
side is sealed by a dust cap which does not operate electrically.
The dash panel temperature sensor G56 is not an infrared sensor.
The dash panel temperature sensor G56 in the Audi TT does not
have a separate fan, unlike in earlier models.
It acquires a variety of measured data from which the Climatronic
control unit J255 computes the cabin temperature.
A contaminated sensor head on the dash panel temperature sensor
G56 or a dirty or covered opening in the knee bolster can cause the
automatic air conditioning system to malfunction.

Installation location

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Dash panel temperature sensor

G56

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Maintenance and repair operations, removal of components

In left-hand drive Audi TT models, many air conditioning compo-

nents can be replaced without removing the dash panel.
Left footwell flap control
motor
The following components can be replaced with the dash panel
V158
fitted.

• Heat exchanger
• A/C servomotors
• Fresh air fan motor V2
• Temperature sensor G56
• Auxiliary air heater element Z35

In most cases, the components can be accessed after taking out

the driver side dash panel cover or knee airbag or after removing
the glove compartment.

In the case of right-hand drive models, the dash panel must be

removed in order to access various servomotors, e.g. defroster flap
control motor V107 with potentiometer G135.

Front air distributor flap servomotor

V426
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Dust and pollen filter

Two dust and pollen filter versions are available for the Audi TT:

• Dust and pollen filter

• Dust and pollen filter with activated charcoal (combined
filter)

The procedure for removing and installing the dust and pollen
filter is the same as for the Audi A3 (Type 8V). The filter service
cover is located inside the glove compartment.
If the dust and pollen filter is heavily clogged, falling dirt particles
can damage the fresh air fan V2.

To avoid this, it is recommended that cover plate T10532 be

positioned below the dust and pollen filter before removing the
filter.

The following special tools are required for removing the dust and
pollen filter:

• Hook T40207 (this is only needed if there is no hook on the

service cover)
• Vacuum cleaner Service cover Dust and pollen filter Fresh air fan
• Cover plate T10532 or combined filter V2

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Note
For the exact procedure for replacing the dust and pollen filter, please refer to the currently valid workshop manual.

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Seat systems
A variety of sport seats are available for the Audi TT. In the basic
trim, the sport seat has sporty side bolsters and is manually
adjustable for length.
The optional Multicontour S sport seat has an integrated head
restraint and an electrical lumbar support.
This seat is optionally available with pneumatically adjustable
backrest side bolsters and a pneumatic lumbar support.
The multi-contour seat control unit controls the following func-
tions:
• When entering and leaving the vehicle, the bolster cushions are
filled with air or vented in order to ensure a more comfortable
entry and exit.
• All cushions are vented a short while after turning off the
ignition.
• The selected settings for inflating the backrest side bolsters
and the lumbar support in the driver's seat are saved in a
key-specific way.

For the backrest side bolsters, one valve is used per cushion to
prevent pressure equalisation when cornering.

Design of a Multicontour S sport seat

Seatback side bolster air cushion

left/right

Multi-contour seat control unit,

driver side/front passenger side
J873/J872

Compressor for multi-contour seat in

driver seat/front passenger side
V439/V440

Front seat switch module

driver side/front passenger side
E663/E664

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Infotainment

The Audi TT introduces the next generation of Audi infotainment systems. The MMI
Audi TT is the first vehicle to be equipped with the second-generation Modular
Infotainment System (MIB) in its full specification.
Since the layout of the controls as well as all displays is centred entirely on the
driver, the Audi TT dispenses with a separate MMI display for the first time. All
MMI displays are rendered in the Audi virtual cockpit.

The Audi TT features the new Audi operating concept which allows even more
intuitive operation. Due to the complete restructuring of the menu, each function
can be accessed with no more than three clicks. The high version of the multifunc-
tion steering wheel enables the driver to control virtually all functions without
looking away from the road.

Standard equipment

Audi virtual cockpit (9S8)

Overview of versions
Without Navigation (7QD)
Two versions of the MMI are available in the Audi TT:
Control panel without touch function (UJ0)

• MMI radio Multifunction steering wheel, entry version

(2PU)
and
AM/FM radio with phase diversity and
background tuner
• MMI Navigation plus

CD drive (MP3, WMA, AAC)

From a technical point of view, the MMI radio and MMI Navigation plus correspond
Two SDXC card readers
to the second-generation MIB High.
AUX-in jack and one
The customer can order the optional connectivity package for the MMI radio. The 5V USB charging port (UE3)
package also includes pre-wiring for a navigation unit. Basic sound system2)
(2 x 25 watts) (8RE)

Optional equipment

Audi music interface with two USB ports and

AUX-in jack (UE7)
Audi sound system (9VD)

Bang & Olufsen Sound System (9VS)

Digital radio DAB (QV3)3)

Reference
For more information about the infotainment system on the Audi TT, please refer to Self Study Programme 629
"Audi TT (Type FV) Electrics and Infotainment".

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I radio (i8E) MMI Navigation plus (i8H)

with connectivity package (7UH) without Audi connect (EL0) with Audi connect (EL3)

Audi virtual cockpit (9S8) Audi virtual cockpit (9S8) Audi virtual cockpit (9S8)

Pre-wiring for navigation unit (7UH) 3D SSD navigation system (7UG)1)) 3D SSD navigation system (7UG)1))

MMI touch (UJ1) MMI touch (UJ1) MMI touch (UJ1)

Multifunction steering wheel, high version Multifunction steering wheel, high version
(2PF) (2PF)
AM/FM radio with phase diversity and AM/FM radio with phase diversity and
background tuner background tuner
Jukebox (approx. 11 GB)
Multifunction steering wheel, high version
(2PF)
AM/FM radio with phase diversity and
background tuner
Jukebox (approx. 11 GB)

CD drive (MP3, WMA, AAC) DVD drive (audio/video) DVD drive (audio/video)

Two SDXC card readers Two SDXC card readers Two SDXC card readers

Audi music interface with two USB ports and Audi music interface with two USB ports and Audi music interface with two USB ports and
AUX-in jack (UE7) AUX-in jack (UE7) AUX-in jack (UE7)
Basic sound system2) Basic Plus Sound System Basic Plus Sound System
(2 x 25 watts) (8RE) (4 x 25 watts) (8RM) (4 x 25 watts) (8RM)
Bluetooth interface for Bluetooth interface for Bluetooth interface for
HFP and A2DP (9ZX) HFP and A2DP (9ZX) HFP and A2DP (9ZX)
Audi connect (EL3)

Audi sound system (9VD) Audi sound system (9VD) Audi sound system (9VD)

Bang & Olufsen Sound System (9VS) Bang & Olufsen Sound System (9VS) Bang & Olufsen Sound System (9VS)

Audi phone box (9ZE) Audi phone box (9ZE) Audi phone box (9ZE)

Digital radio DAB (QV3) 3)

Digital radio DAB (QV3) 3)
Digital radio DAB (QV3)3)

TV tuner (QV1)3) TV tuner (QV1)3) TV tuner (QV1)3)

1)
For countries without navigation map data, the PRNR is 7UH.
2)
Also available with Basic Plus sound system (8RM) depending on country.

3)
If digital radio (QV3) and TV tuner (QV1) are ordered together, the PRNR is QU1.

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Service

Inspection and maintenance

The following service intervals are displayed: • Oil change service
• Mileage-based service events
• Time-based service events

Example of a service interval display in the Audi virtual cockpit

Service & Inspection Service intervals

Next oil change in

Flexible service event -- km / -- days
Next inspection in
Mileage-based in 30,000 km / 730 days Time-based service event
service event
Reset oil change interval

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In new vehicles, the next oil change due box (flexible servicing
event) is initially blank.
This interval has to be computed from the driving profile and
engine load, and is not displayed until about 500 km have been
covered.
The value in the mileage-based servicing events field is now
30,000 km for new vehicles and is decremented in increments of
100 km. The value in the field for the time-based servicing events
is now 730 days (2 years) for new vehicles and is updated on a daily
basis (upwards of a total mileage of about 500 km).

2.0l TDI 2.0l TFSI

Oil change According to service interval display, between 15,000 km / 1 year and 30,000 km /
2 years depending on driving style and conditions of use.
Inspection 30,000 km / 2 years 30,000 km / 2 years

Pollen filter change interval 60,000 km / 2 years 60,000 km / 2 years

Air filter change interval 90,000 km 90,000 km

Brake fluid change interval Change after 3, 5, ... years Change after 3, 5, ... years

Spark plug change interval – 60,000 km / 6 years

Fuel filter change interval 90,000 km –

Timing gear 240,000 km2) Chain (lifetime)

Gear oil change interval1) – 60,000 km

1)
S tronic
2)
Timing belt replacement

Note
The specifications in the current service literature generally apply.
When changing the oil, it is important to observe the applicable oil standard.

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Overview of maintenance intervals for vehicles in the USA

The Audi TT is subject to fixed inspection and maintenance inter- The value for the next inspection is 15,000 miles / 730 days for
vals in the USA. new vehicles. The next inspection after this is done together with
the oil change at 20,000 miles / 730 days.
The value indicated for the next oil change is 5,000 miles /
365 days for new vehicles. The next oil change after this is fixed at
10,000 miles / 365 days.

Inspection with oil change

Inspection with oil change

Oil change service

Oil change service

Oil change service

5000 miles / 15,000 miles / 25,000 miles / 35,000 miles / 45,000 miles /
1 year 2 years 3 years 4 years 5 years

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Overview of maintenance intervals for vehicles in China

The Audi TT is subject to fixed inspection and maintenance inter-
vals in the China.
The value indicated for the next oil change is 5,000 kilometres /
365 days for new vehicles. The value for the next inspection is
10,000 kilometres / 365 days for new vehicles.
Inspection with oil change
In China a separate oil change is done during the first service
appointment only. There is no provision for a separate oil change
subsequent to this.
An oil change will then always performed in conjunction with each
inspection. The display now indicates when the next service visit is
due every 10,000 km / 365 days.

Inspection with oil change

Inspection with oil change

Inspection with oil change

Oil change service

5,000 km / 10,000 km / 20,000 km / 30,000 km / 40,000 km /

1 year 365 days later 365 days later 365 days later 365 days later

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Information on QR codes
This SSP has been enhanced by electronic media (animations,
videos and mini-WBTs) for more effective illustration of the
content. The references on the pages to the e-media are hidden in
QR codes, which are two-dimensional pixel patterns. You can scan
those codes using a tablet or smartphone running the appropriate
app, which will decipher the hidden web address. To follow the link
you require an internet connection.
To read the QR codes, you need to obtain a QR scanner from the
Apple® or Google® app store and install it on your mobile device.
For some media, other players may be required in some cases.
On PCs and notebooks, the e-media can be selected in the SSP PDF
and then retrieved online after logging into GTO.
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All e-media are managed on the Group Training Online (GTO)
platform. Before you can retrieve the media, you need a user
account for GTO and have to log in after scanning the QR code. On
an iPhone, iPad and many Android devices, you can store your login
credentials in the mobile browser. This way, you can log in more
easily the next time. Make sure you protect your mobile device
against unauthorised use by setting a PIN.
Please note that using the e-media over the mobile phone network
can be very expensive, especially if using data roaming tariffs
abroad. This is your responsibility alone. The best option is to use a
Wi-Fi connection.
Apple® is a registered trademark of Apple® Inc.
Google® is a registered trademark of Google® Inc.

Self study programmes
For more information about the technology of the Audi TT, please
refer to the following self study programmes.
SSP 381 Audi TT Coupé ’07 - Suspen-
sion
Order number: A06.5S00.26.20
SSP 608 The Audi 1.6l and 2.0l
4-cylinder TDI engines
Order number: A12.5S00.92.20
SSP 612 Audi A3 '13 Suspension
Order number: A12.5S00.96.20
SSP 628 Audi virtual cockpit
Order number: A14.5S01.13.20
< Back Forwards > Ξ Contents
SSP 606 Audi 1.8l and 2.0l TFSI
engines of the EA888 series
3rd generation)
Order number: A12.5S00.90.20
SSP 609 Audi A3’13
Order number: A12.5S00.93.20
SSP 619 Audi Matrix LED Headlights
Order number: A13.5S01.02.20
SSP 629 Audi TT (Type FV) Electrics and
Infotainment
Order number: A14.5S01.14.20
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All rights reserved.

Technical specifications
are subject to change.

Copyright
AUDI AG
I/VK-35
service.training@audi.de

AUDI AG
D-85045 Ingolstadt
Technical status 07/14

Printed in Germany
A14.5S01.15.20