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# Insurance 09e Gearbox

## Discover the impact of car insurance groups on premiums

By Peter Carr on Wednesday 22 November 2017

## If you’re looking to save money on your premium, an understanding of car insurance groups and how they affect the price of your policy can be useful.

Every car belongs to a car insurance group, which effectively bands cars from the cheapest to most expensive to insure. Insurers will use the Group Rating System, or their own groupings, in their calculation of premiums.

Buying cars that belong to a low insurance group is one way you can drive down the cost of your premium. Another way to reduce premiums is to compare cheap car insurance quotes and find the most appropriate cover for the best price.

Not sure what insurance group your car is in? Use our car insurance group checker to find out.

## What is the Group Rating system?

Insurance grouping is decided by the Group Rating Panel (members of the Association of British Insurers and the Lloyds Market Association), which is supported by Thatcham Research.

This panel decides which insurance group new car models fall into – group one being the cheapest, and group 50 the most expensive to insure.

MoneySuperMarket data, taken between June and December 2016, shows that some of the cheapest cars to insure fall into groups one to three, including the Fiat Panda, Fiat 500 and the Ford Ka.

## Low insurance car groups

Normally, the cheapest cars to insure are the same vehicles that are relatively inexpensive to purchase – low-specification models with smaller engines. Therefore you can expect to find cars such as the Citroen C1, Vauxhall Corsa and Volkswagen Up! In the lower groups and among the cheapest to insure.

We’ve analysed the data and below is a breakdown of some of the cheapest car groups to insure, depending on which age group you fall in to.

Car manufacturer and model

Volkswagen Beetle, Volkswagen Fox, Fiat Panda, Peugeot 107, Citroen C1

Ford Ka, Volkswagen Up!, Fiat 500, Mazda 2, Seat Mii

Mazda MX 5, Volkswagen Beetle, Fiat 500, Vauxhall Adam, Volkswagen Up!

Skoda Citigo, Volkswagen Up!, Volkswagen Beetle, Fiat 500, Peugeot 108

Volkswagen Up!, Skoda Citigo, Fiat 500, Fiat Panda, Volkswagen Beetle

Mazda MX5, Skoda Citigo, Kia Picanto, Hyundai i10, Fiat Panda

Mazda MX5, Skoda Citigo, Hyundai i10, Fiat 500, Ford Ka

Skoda Citigo, Volkswagen Up!, Ford Ka, Fiat Panda, Mazda MX5

Volkswagen Up!, Smart Fortwo, Skoda Citigo, Ford Ka, Suzuki Alto

Mazda MX5, Smart Fortwo, Mini One, Ford Ka, Fiat 500

MoneySuperMarket data. Correct as of December 2016.

## How are car insurance groups decided?

Cars are assigned to their insurance group based on a number of factors. These include:

New car values: The new car price and specifications provide a guide to replacement and repair costs.

Damage and parts costs: The likely extent of damage to each model and the price of the parts involved also indicate repair costs, and lower costs usually mean a lower group rating.

Parts prices: A list of 23 common parts is used to compare one manufacturers’ parts costs to another.

Repair times: Long repair times mean higher costs and a higher group rating. According to Thatcham Research, over half of all money paid out in motor insurance claims goes on repairing cars – so the cost of spare parts and repair times are major factors in pricing motor insurance.

Performance: High performance cars are at higher risk of frequent insurance claims, so the acceleration and top speed of vehicles are taken into account.

Safety: Vehicles fitted with AEB (Autonomous Emergency Braking) systems are more likely to avoid ‘low speed front to rear’ accidents and so could benefit from a lower insurance group rating.

Bumper compatibility: The alignment and structure of bumpers can help a car to receive a lower insurance rating.

Car security: Cars with security features, such as alarm or immobilisation systems and high security door locks, could see a lower insurance group. But be aware, if you lose a key or fob it will be more expensive to replace.

Using this MoneySuperMarket tool, you can find out how the leading car insurance providers approach the subject.

## Find out which insurance group your car is in

Every car in the UK is allocated an insurance group to help insurers work out the cost of cover, running from 1 (cheapest premiums) to 50 (highest).

Oops! That doesn’t look quite right – can you check and enter again?

### Save money on your car insurance

Car insurance is a hefty expense, but there’s a good chance you can save money by shopping around rather than staying with the same firm at renewal. Loyalty doesn’t pay!

## Cutting the cost of car insurance

Buying a vehicle in one of the lower insurance groups is one of the best ways to cut the cost of your policy.

However, if you already have a car not among the lower groups and want to reduce the price of your policy, there are still a number ways to get a cheaper insurance quote.

• Add some security-enhancing systems, such as recognised and approved immobilisers and alarms. These devices make your car more secure and therefore reduce the chances of you claiming due to theft.
• If you choose to pay a higher voluntary excess – the amount you contribute in the event of a claim – then you may get a lower premium quoted.
• Perhaps pay the annual policy upfront in one lump sum. This will typically work out cheaper than monthly direct debits as insurers often charge interest on monthly payments.
• Choosing to include just the essentials and not adding optional extras – such as having the use of a courtesy car if yours is unavailable – will also keep costs down.
• All of the above will help, but one of the best ways to find the best value insurance policy for you is to shop around.

Or try telematics

• New and young drivers might consider a telematics insurance policy. This uses a satellite tracker to monitor how well the car is being driven. By measuring speed, acceleration and braking, this technology gives insurers a detailed picture of the risks drivers pose.
• In short, safer and considerate drivers can be rewarded with lower insurance premiums – MoneySuperMarket data suggests that young drivers could save up to £200 a year on their premium if they have a telematics policy.

## Correcting an Audi no-go problem

###### April 10, 2012 | by Information provided by Identifix Inc.

Owners of Audi models (1020 A4, 2008-2010 A5/S5, 2008-2010 A6, 2008-2010 A8 and 2010 Q5) may complain about intermittent no-drive when selecting driving mode D or R. The vehicle can be driven only in 3rd gear (limp home mode).

The following DTC(s) may be stored:

P0730 (transmission monitoring incorrect gear ratio)

P2700 (clutch A implausible)

P2701 (clutch B implausible)

P2702 (clutch C implausible)

P2703 (clutch D implausible)

In rare circumstances, if the vehicle was in motion and the ATF strainer becomes loose, the transmission may go into limp mode and can only be driven in 3rd gear. In cold conditions, the gearbox shifts with a delay. In hot conditions, suction noises may be heard.

Because of a design change, the ATF strainer can come loose from the guide of the ATF pump intake duct. As a result, air can be drawn in. Air causes the oil to foam, which prevents the clutches from closing completely.

1. Check the gearbox control unit for DTCs and create a diagnosis protocol.

– If there are no faults stored but the concern can be duplicated, proceed to Step 2.

– If one or more of the DTCs are stored, proceed to Step 3.

2. Check the ATF fluid level per ELSA instructions.

– If the fluid level seems to high and foamy due to air mixed with the ATF, proceed to Step 3.

– If the fluid is at the correct level and the fluid is not foamy, open a TACS contact and call the Audi Technical Assistance Center.

3. Drain the ATF into a clean container and remove the ATF pan.

4. If the filter was found in the bottom of the pan, proceed to Step 6.

5. If the filter is still seated in the valve body, try to remove it with light force.

– When removed, if the filter seal remained behind in the valve body or is not fully installed on the neck of the filter, proceed to Step 6.

– If the seal is fully installed on the filter as shown in Figure 1, open a TACS contact and call the Audi Technical Assistance Center.

Figure 1. This shows a correctly installed filter seal.

6. Obtain a new ATF filter. Check whether the new filter is the improved version with the numbers 22222 and 33333 printed on the top of the filter (Figure 2). If numbers are not printed on the filter, do not install it. Return the part and obtain another filter.

Figure 2. The replacement filter should display two rows of numbers as shown.

7. Replace the ATF filter according to the repair manual. Make sure that the magnets in the oil sump are not stuck on the underside (metal side) of the loose ATF filter and are not removed with the old strainer. The magnets must be reinstalled in the pan to protect the transmission from metallic particle abrasion.

8. If there are complaints of gear shift quality after replacing the ATF filter, clear the adaptations in the test plan and then perform the GFF or Guided Functions Adaptations Drive.

REQUIRED PARTS AND TOOLS

– Oil strainer 0B6 325 429

– 1 set hexagon socket flat head bolts 0B6 398 747

## Car insurance groups

Use our interactive tool to find out your vehicle’s insurance group

• The Association of British Insurers (ABI) can determine a car’s insurance group
• Ratings are based on the risk of the vehicle and affect the cost of insuring it
• Check a car’s insurance group rating using the form below

## Check your car insurance group

### Key points

• The Group Rating Panel puts vehicles in groups between one (lowest) and 50 (highest) every month after assessing data gathered from Thatcham
• Not all insurers use this rating, but they will use something similar when they assess a vehicle
• The lower the insurance group, the lower your premium is likely to be, but.
• . your vehicle is only one factor when it comes to calculating insurance prices – there are many other factors in play that may prove more significant

### What is an insurance group?

The Group Rating Panel is made up of representatives of the insurance industry and meets every month to determine car insurance groups.

It assigns a group number between one and 50 to every model of vehicle. A group one vehicle would be in the lowest insurance group, group 50 the highest.

The main factor used by the panel to determine groupings is research conducted by the Motor Insurance Repair Research Centre (Thatcham).

### Cars with low insurance groups

If you’re shopping around for a new car, knowing its insurance group and how much it’ll cost to insure, may help to sway your decision. Use the calculator above to find the insurance group of a specific car you’ve got your eye on, or use the table below for an overview of the group.

### Damage and parts costs

If it doesn’t cost the earth to repair your car, and the parts are ten a penny, you’ll find that your car insurance group is nice and low too.

### Repair times

If it’ll take days and weeks to repair your car, that’s a larger number of mechanic hours on the clock – you may find the insurance group is higher than a car that’s in and out of the garage in 15 minutes flat.

This may be the case if you’ve got an imported car or classic car, because chances are the parts are rarer, need to be shipped in, and may take specialist know-how and time to fit.

The value of your car as new informs the insurance group because it reveals how much it would really cost to repair or replace.

### Availability of body shells

The panel takes into consideration the cost to replace the basic skeletal frame of the car too, aside from the value of the spare parts.

Again, if the frame is affordable and widely available it may reduce the insurance group.

### Performance

If you want cheaper car insurance, the odds will be in your favour if you don’t buy a high performance car that accelerates to top speeds in the blink of an eye.

Finally, to find a car with a low insurance group, look at its security features, namely its locks, alarms, and immobilisers.

Not all car insurance companies choose to use the groups set by the panel, with some opting to set their own groupings instead.

But rating factors will be similar and if you use the tool above to find your car’s insurance group you’ll get an idea of where your vehicle stands in the table.

In our quotes process you can then quickly and easily compare multiple insurance brands to find the right policy at the right price.

Whichever set of insurance groups an insurer uses, you’ll typically find that cars in lower groups attract a cheaper premium.

Cars in higher insurance groups attract a higher premium, often because they’re high-performance models or prestige cars that have expensive repair or replacement costs.

Bear in mind that making any non-factory-standard modification to your vehicle is likely to override the standard group rating in the eyes of an insurer and there’s a good chance that this will make the car more expensive to cover.

### It’s not all about the insurance group.

Remember that, whatever rating your vehicle has, there may be more significant factors affecting the price of your insurance, such as the profile of the driver and where he or she lives.

As just one example of things to consider, a poor security rating for your vehicle may be somewhat countered in the eyes of certain insurers if you take measures to improve the security of your vehicle yourself.

To get a better idea of some of the factors in play, try our tips to cut the cost of car insurance and read our extensive collection of car insurance guides.

## Keywords: Audi 09L gearbox repair

No Text Content!

Service Training 6-speed automatic gearbox 09L / 0AT / 0B6 / 0BQ / 09E Self-Study Programme 385

History of the 6-speed automatic gearbox byZF – Getriebe GmbH at AUDIGearbox technology is currently going through a very The multi-step automatic gearbox is, however, still acreative phase. Numerous new gearbox concepts, such highly effective means of torque conversion, particu-as the automated manual gearbox, the variable auto- larly in combination with high-performance engines.matic gearbox and the dual-clutch gearbox, are now With recent developments in particular, e.g. the 0B6entering into competition with the conventional multi- gearbox, it is now possible to literally \”feel\” the perform-step automatic gearbox. ance of a multi-step automatic gearbox. Want to learn more? Then please turn to page 26 for more informa- tion.This Self-Study Programme is dedicated to the 09E, 09L, 0AT, 0B6 and 0BQ 6-speed automatic gearboxes.These gearboxes belong to the category of conventional multi-step automatic gearboxes having a torque converter.They are based on the same design and functional features, and derive from the gearbox line of systems supplier ZF-Getriebe GmbH. The 09E gearbox was initially featured on the Audi A8 ´03 (type 4E).The 09E gearbox has already been described in detail in A section of this booklet is also dedicated to the 09ESSPs 283 and 284. Both these booklets represent the gearbox. It describes modifications and new featuresbasis of this Self-Study Programme. added to the 09E gearbox since launch.Hence, where the technology is identical, reference ismade to SSPs 283 and 284. 2006 0AT gearbox385_001 The 0AT gearbox is used 2007/2008 exclusively on the Audi Q7 (type 4L) (with 3.6 FSI engine) 0B6 gearbox from model year ´07The 0B6 gearbox is used on the Audi A4 ´08 (type 8K),the Audi A5 ´08 (type 8T) (B8 series) and the US-specAudi Q5

Initially, the 09E gearbox was exclusively designed for use on the Audi A8 ´03(type 4E) (D3 series). A revised version of the gearbox was later used on the AudiS6 and Audi RS6 ´08 (C6 series), too. 2004 200209L gearbox 09E gearbox The 09L gearbox was first used on the Audi A6 ´05 (type 4F) (C6 series) The 09L gearbox is currently featured on the following models: Audi A4 (B6, B7) Audi A6 (C6) Audi A8 (D3)The 0BQ gearbox is used exclusively onthe Audi Q7 (type 4L) from model year ´09 2008 0BQ gearbox 385_005

Contents Note This Self-Study Programme describes the 09L, 0AT, 0B6 and 0BQ 6-speed automatic gearboxes. The design of these gearboxes is based on the 09E gearbox. The 09E gearbox was the first 6-speed automatic gearbox of its kind to be used on an AUDI model, and is described in SSPs 283 and 284. Hence, where the technology is identical, reference is made to SSPs 283 and 284. Modifications and new features added to the 09E gearbox since launch are subsequently described.09L, 0AT, 0B6, 0BQ and 09E gearboxes (general topics)Specifications 8Torque converters see relevant gearbox-related sectionLockup clutch SSP 283 page 34Torque converters SSP 283 page 36Oil supply to torque converter SSP 283 page 37Function of the lockup clutch SSP 283 page 38Oil supply / lubrication see relevant gearbox-related sectionATF pump SSP 283 page 41ATF cooling system see relevant gearbox-related sectionGear-shifting components SSP 283 page 48Dynamic pressure equalisation SSP 283 page 50Overlap shift / control SSP 283 page 48Planetary gearbox SSP 283 page 54Description of gears SSP 283 page 56Shift logic 60Torque curve / four-wheel drive SSP 283 page 67Mechatronics SSP 284 page 4 see relevant gearbox-related sectionElectrostatic discharge SSP 284 page 6Hydraulic control unit SSP 284 page 8Description of the valves SSP 284 page 10Electronic module (E-module) SSP 284 page 12Control unit J217 SSP 284 page 13Temperature monitoring SSP 284 page 13Monitoring the oil temperature curves SSP 284 page 14Description of the sensors SSP 284 page 15Gearbox input speed sender G182 SSP 284 page 164

385_001Gearbox output speed sender G195 SSP 284 page 17Gear sensor F125 SSP 284 page 20Gearbox oil (ATF) temperature sender G93 SSP 284 page 21tiptronic switch F189 refer to section on gearbox peripheryKey information SSP 284 page 22Brake applied information SSP 284 page 22Kick-down information SSP 284 page 23Accelerator position information SSP 284 page 23Engine torque information SSP 284 page 24Engine speed information SSP 284 page 24Interfaces / auxiliary signals SSP 284 page 25Functionremoval / system overview 18CAN information exchange SSP 284 page 28Functions SSP 284 page 30Engine torque control SSP 284 page 31Reversing light SSP 284 page 32Limp-home programs SSP 284 page 34Dynamic Shift Program DSP SSP 284 page 36Towing SSP 284 page 49The Self-Study Programme teaches the design and function of new vehicle models, new automotive compo- Reference Notenents or new technologies.The Self-Study Programme is not a Repair Manual.All values given herein are intended as a guideline only and refer to the software version valid at the time ofpreparation of the SSP.For information on maintenance and repair work, always refer to the current technical literature. 5

Contents09L gearboxThe 09L gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Electro-hydraulic control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Sectional view of the 09L gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Self-locking centre differential with 40/60 torque split . . . . . . . . . . . . . . . . . . . . 13Oil supply and lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Torque converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15ATF cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Coolant thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Function diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Dynamic Shift Program – DSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Mechatronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200AT gearboxThe 0AT gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Sectional view of the 0AT gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23ATF cooling system (in the Audi Q7). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Oil temperature thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240B6 gearboxThe 0B6 gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Sectional view of the 0B6 gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28Torque converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Dual-damper converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Service port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31ALUMINIUM screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31Oil supply / sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32ATF cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32ATF ventilation (gearbox ventilation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33ATF pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33Mechatronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34Standstill decoupling feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360BQ gearboxThe 0BQ gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38Sectional view of the 0BQ gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40ATF cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42ATF thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436

09E gearboxModifications / new features of 09E gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44Gearbox cooling – common / separate gearbox oil supply . . . . . . . . . . . . . . . . . 45Special features of the Audi RS6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50ImmobiliserImmobiliser in gearbox control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52Gearbox adaptionIntroduction/basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54Reading, evaluating and deleting adaption values . . . . . . . . . . . . . . . . . . . . . . . 58Adaption procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66Adaption cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71Adaption run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72Gearbox peripheryIntroduction (gearshift mechanism / ignition key removal lock) . . . . . . . . . . . . 74Gearshift mechanism of Audi A4 – Audi Cabrio (type B6_B7 old / new) . . . . . . 75 Ignition key removal lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75Gearshift mechanism of Audi A4 / A5 (B8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Audi drive select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 Ignition key removal lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 Gear selector position P switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 Shift lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79 Emergency release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 Selector lever sensors control unit J587 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 P/R/N/D/S signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 tiptronic switch F189. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 tiptronic signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 Selector lever position indicator unit Y26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86Gearshift mechanism of Audi A6 (4F) and Audi Q7 (4L). . . . . . . . . . . . . . . . . . . . 88 Shift locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90 Emergency release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 Ignition key removal lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 Gear selector position P switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 Selector lever sensors control unit J587 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94 tiptronic switch F189. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 Selector lever position indicator unit Y26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 7

Specifications Developed / manufactured by Service designationOverview ZF designation AUDI designation6-speed automatic gearboxes 09E, 09L, 0AT, 0B6 and 0BQ have the Gearbox typefollowing features in common:– Torque converter with lockup clutch Control unit– M. Lepelletier planetary gearset concept (for 6 forward gears and 1 reverse gear using only 5 shift devices)– Electro-hydraulic control by means of mechatronics integrated in the gearbox– Ratio spread and gear ratio steps– Used in combination with four-wheel drive only– Dynamic Shift Program – DSP– tiptronic function and sport program Engine type09E gearbox 385_073 Front-to- rear axle torque split09L gearbox Weight incl. oil Ratios Ratio spread Max. torque 0AT gearbox 385_074 385_0768

09E 09L 0AT 0B6 0BQ ZF-Getriebe GmbH Saarbrücken 09E 09L 06B 0BQ6HP-26 A61 6HP-19A 0AT 6HP-28AF 6HP-32X AL600-6Q AL420-6Q 6HP-19X AL651-6Q AL950-6A AL420-6A- Electro-hydraulically controlled 6-speed planetary gearbox based on M. Lepelletier planetary gearset concept – Hydrodynamic torque converter with slip-controlled converter lockup clutch Mechatronics (integration of hydraulic control unit and electric control unit as a unit) Dynamic Shift Program with separate sport program \”S\” and \”tiptronic\” shift program for manual gear-shifting Longitudinally mounted Longitudinally Longitudinally mounted Longitudinally mounted Longitudinally gearbox and four-wheel mounted gearbox and gearbox and transfer gearbox and four-wheel mounted gearbox and case combination transfer case combina- drive, four-wheel drive, drive, integrated centre integrated centre integrated centre tiondifferential and front axle differential and front differential and front drive on axle drive axle drive onthe upstream side of the the upstream side of the torque converter torque converter Self-locking centre differential ——— Self-locking ——— with dynamic torque split centre differential with(in a basic ratio of 50/50 or 40/60 depend- 40/60 front-to-rear ent on version, see page 13) asymmetric-dynamic torque split136 kg – 143 kg approx. 109 kg – 114 kg approx. 76 kg approx. 136 kg approx. 103 kg1st gear 4.171, 2nd gear 2.340, 3rd gear 1.521, 4th gear 1.143, 5th gear 0.867, 6th gear 0.691, reverse (R) gear 3.403 6.04to 700 Nm to 500 Nm to 360 Nm to 700 Nm to 1000 Nm 385_0020B6 gearbox 0BQ gearbox 385_075 385_077 9