The 2019 Audi A8 Running Gear and Suspension

Systems
eSelf-Study Program 960293
 Audi of America, LLC
Service Training
Created in the U.S.A.
Created 5/2018

Course Number 960293

©2018 Audi of America, LLC

All rights reserved. Information contained in this manual is based on

the latest information available at the time of printing and is subject to
the copyright and other intellectual property rights of Audi of America,
LLC., its affiliated companies and its licensors. All rights are reserved to
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All requests for permission to copy and redistribute information should
be referred to Audi of America, LLC.

Always check Technical Bulletins and the latest electronic service repair
literature for information that may supersede any information included
in this booklet.

Revision: May 29, 2018

ii
Introduction  1

Axles 2
Front axle  2
Rear axle  3
Wheel alignment and adjustment  4

Steering system  5
Overview 5
System components 5

Dynamic all-wheel steering 6

Overview 6
Basic function 9
Programs for particular driving situations 11
Operation and warning/indicator lamps 12
System response to faults 12
Service 13

Brake system 14
Brake system, front axle 14
Brake system, rear axle 14
Brake servo 15
Electromechanical parking brake (EPB) 15
ESC 16

Adaptive air suspension 18

Overview 18
Air supply 19
Air spring strut, front axle 20
Air spring strut, rear axle 20
Accumulator 20
Vehicle level sensors 20
System response to faults 22
Service 22

Knowledge assessment 23

The eSelf-Study Program (eSSP) teaches a basic understanding of the design and mode of operation of new models, new
automotive components or new technologies. Note

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.

For further information about maintenance and repair work, always refer to the current technical literature. Reference
iii
iv
 Introduction
The suspension of the 2019 A8 has been designed with new The brake system offers substantial performance reserves for
technologies and control systems to achieve even greater any driving situation.
levels of comfort, driving dynamics and safety. Air suspension
with dynamic control is standard. The front and rear axles of A ceramic brake system is available as optional equipment.
each consist of a responsive high precision five-link construc- The 9th generation ESC system provides high-performance
tion made in large part out of aluminum. stability control for the vehicle.

Progressive steering (included as standard equipment) A wide range of steering wheels, wheels and tires is available
reduces the amount of steering effort required. Optional for further customization. With the Audi A8, ACC is included
dynamic steering is combined with rear wheel steering for the for the first time in the new driver assist system “adaptive
first time for Audi in the 2019 A8. This system enhances cruise assist”.
certain essential subjective and objective dynamic characteris-
tics of the driving experience.

663_001

All Audi A8 vehicles are equipped exclusively with running gear versions with quattro four-wheel drive.
The following suspension version is available:

›› Air suspension and damping control (adaptive air suspension, 1BK)

This version is standard equipment.

1
 Axles

Front axle
The front axle is constructed according to the well-estab-
lished five-link axle design, with particular emphasis on
light-weight construction. All fundamental components are
constructed from aluminum.

Upper wishbone Subframe

›› Forged aluminum components ›› Three-part aluminum construction comprising a
›› Adopted from the 2018 Q5 cross member (extrusion) and two node castings

Wheel bearing housing

›› Forged aluminum components
›› New design

Air spring/damper
›› Forged aluminum component
›› New part

Anti-roll bar link rod

›› Aluminum component
›› Adopted from
2017 Audi Q7

Swivel joint
›› Adopted from
2017 Audi Q7
›› Aluminum housing

Wheel bearing/wheel hub

›› Second generation wheel
bearing
›› Adopted from
663_002 2017 Audi A4/2018 Q5

Shock absorber fork Anti-roll bar Track control links and guide links
›› Aluminum component ›› Thin-walled tubular anti-roll bar ›› Forged aluminum components
(cast-forged) ›› New part ›› Adopted from
›› Adopted from ›› Aluminum anti-roll bar 2017 Audi Q7
2017 Audi Q7 clamps, adopted from
2017 Audi Q7

2
 Rear axle

The rear suspension of the 2019 A8 is a newly developed The use of subframe bushings with hydraulic damping
five-link axle. ensures that the axle is well-isolated from the vehicle body.
The wheel bearings have been optimized to reduce friction,
The geometric layout of the suspension links provides a clear which helps to decrease rolling resistance.
separation in the absorption of longitudinal and lateral
forces. Elastomer bushings with a mixture of high-damping Rear wheel steering is available as part of the optional
materials and integrated spacer sleeves allow for a high all-wheel steering.
degree of radial stiffness with a low roll rate.

Track rod Lower wishbone (rear)

›› Forged aluminum component ›› Aluminum
›› New part ›› New part

Upper wishbone (rear)

›› Steel/forged aluminum component
›› New part/adopted from 2017 Q7
Air spring/damper
›› Forged aluminum component
›› New part

Hub carrier
›› Forged aluminum
component
›› New part

Coupling rod
›› Forged aluminum component
›› New part

Wheel bearing/
wheel hub
›› 3rd generation
›› New part

Lower wishbone (front)

›› Sheet-steel part
›› New part
663_003

Upper wishbone (front) Subframe Anti-roll bar

›› Forged aluminum ›› Aluminum ›› Forged aluminum component
component ›› New part ›› New part
›› New part

3
 Wheel alignment and adjustment

Toe setting at attachment point

of track control link to subframe
(not shown in illustration)

Camber setting at attachment point

of spring link to subframe
(covered by aerodynamic faring)

Cam
ber b
alan
cing

663_004
Toe setting

4
Steering system

Overview
The steering system of the 2019 A8 is the same electrome-
chanical power steering used in the 2017 Q7. Electrical
steering column adjustment is standard equipment.

The optional dynamic all-wheel steering system includes

rear wheel steering.

System components

Electromechanical power steering

The electrical power steering (EPS) system of the A8 has 663_005

the same layout and functionality as the system used in the
2017 Q7. The service procedures are the also the same.
Power Steering Control Module J500 communicates via
FlexRay channel A.

Progressive steering is included as standard equipment.

Steering column
663_006
All A8 models are equipped with an electrically adjustable
steering column. It can be adjusted approximately 2.3 in
(60 mm) horizontally and 1.9 in (50 mm) vertically. Power
Steering Control Module J500 and both adjustment motors
are attached directly to the steering column.

In the event of a crash, the column moves relative to the

column tube. This is possible because of the nested tube
construction. The maximum distance of travel is approxi-
mately 3.1 in (80 mm).

On vehicles with dynamic all-wheel steering, the steering

column is shorter because the actuator for the dynamic
steering is attached at the bottom end of the steering
column.

663_007

Steering wheels

The available steering wheels have a four-spoke design and

a total diameter of 14.7 in (375 mm). The standard equip-
ment version has a plastic airbag cover. Multifunction
switches are installed on all steering wheel versions. All of
the steering wheels offered as optional equipment feature
aluminum tiptronic levers. Steering wheel heating and
different steering wheel colors are available as optional
extras.

663_008

5
 Dynamic all-wheel steering

Overview
The dynamic all-wheel steering system of the A8 is a further
development of the system introduced on the 2017 Q7.

All-wheel steering makes it possible for the wheels of the

front and rear axles to achieve defined steering angles
independently. This improves fundamental subjective and
objective aspects of the vehicle’s dynamic characteristics
such as:

›› A smaller turning radius. 663_009

›› Less effort required for steering.

›› Significantly improved agility, particularly at slow and

moderate speeds.

›› Improved driving stability, particularly when changing

lanes or swerving to avoid obstacles.

›› Improved responsiveness and decreased vehicle reaction

times.

The components and construction of the dynamic steering

are the same as those of the second generation dynamic
steering used in the 2017 Audi A4. Active Steering Control
Module J792 communicates via FlexRay channel A.

The components and construction of the rear wheel steering

are the same as those of the 2017 Q7. However, the actua-
tor is smaller and the its installation position has been
rotated. Rear Axle Steering Control Module J1019 also
communicates via FlexRay channel A.
Dynamic steering actuator 663_010
Vehicles with conventional steering systems require a
degree of compromise with regard to steering ratio and
driving stability.

As a general rule, a low steering ratio, combined with a

decreased amount of effort required for steering, makes the
steering feel very direct. The driver feels distinctly how move-
ments in the steering wheel correspond directly to changes in
driving direction. Vehicle handling is dynamic and agile.

With regard to driving stability, very direct vehicles that are

not equipped with dynamic all-wheel steering are given to
“nervous” handling in certain driving situations. When
driving straight ahead at high speeds, even small move-
ments in the steering wheel, for example, may translate
into significant reactions which can de-stabilize the vehicle. Rear axle steering unit 663_011

The wheelbase also has a significant influence on driving

stability. Vehicles with a longer wheelbase display a high
degree of stability, while those with a shorter wheelbase
range from agile to unstable.

Note
For further information on the dynamic steering and rear wheel steering systems, please refer to eSelf-Study Program
960163, The 2017 Audi Q7 Running Gear and Suspension System and eSelf-Study Program 990263, The 2017 A4 Introduction.

6
 The steering ratio/directness and wheelbase are therefore
two criteria in the design of the steering system which
must be considered because they interact with one another.
Combining a direct steering ratio with a short wheelbase

Wheelbase 1

Wheelbase 2
results in a highly agile but potentially unstable vehicle.
Agility is an advantage when maneuvering into or out of a
parking space, and at low speeds on roads with lots of
bends. At high speeds however, the vehicle quickly becomes
unstable, so that the average driver may find it difficult to
maintain control.

Dynamic all-wheel steering makes it possible to reconcile

the conflict between a direct steering ratio and driving
stability when necessary. ΔR Radius R

663_012
The diagram shows an example of this relationship. The
black outlines of the wheels illustrate conventional steer-
ing. The dynamic steering allows the front axle to achieve a
steering angle that is greater than the driver’s steering
input. At the same time, the wheels on the rear axle are
turned in the same direction.

The turning radius remains the same in this example,

meaning that the directness of the vehicle is unchanged.
However, the virtual increase in the length of the wheel-
base significantly increases the driving stability.

Wheelbase
Indirect Direct

Effective range of dynamic all-wheel steering

Unstable (agile)

Steering wheel angle

Virtual increase
in wheelbase
length
Stable

Reduction of
turning radius
Turning radius
663_013

7
 With dynamic all-wheel steering, the required steering These control modules transmit data via FlexRay channel A.
angle at the front and rear axles is specified by Drivetrain Dynamic steering and rear wheel steering are not offered
Control Module J775. The specified steering angle is con- separately for the Audi A8, but only as part of the dynamic
verted into the actual electrical current requirements for all-wheel steering package.
the actuators at the front and rear axles by Power Steering
Control Module J500, Rear Axle Steering Control Module
J1019, and Active Steering Control Module J792.

Electromechanical power steering with Active Steering Control Module

Power Steering Control Module J792
J500

663_014

Dynamic steering actuator Drivetrain Control Module Rear Axle Steering Control Module
J775 J1019

8
Basic function

The operating software is housed in Drivetrain Control

Module J775. The required steering angle is calculated
primarily on the basis of the given driving situation
(vehicle dynamics), the input from the driver as well as the
current Audi drive select mode. The system also takes into
account whether any relevant driver assist systems are
currently activated.

The vehicle dynamics are determined by evaluating the

following main parameters:

Drivetrain Control Module J775 663_015

›› Vehicle speed
J775 receives the current speed of the vehicle from the
ABS wheel speed sensors.

›› Steering wheel angle/calculated steering angle

Is determined based on the measurements from the
Steering Angle Sensor G85 or calculation from the elec-
tromechanical power steering.

›› Lateral acceleration and yaw rate

Are registered by sensors in the Airbag Control Module
J234 and transmitted via FlexRay to J775.

›› Engine torque
The ECM communicates the current torque of the com-
bustion engine via FlexRay.

›› Vertical dynamics
Are calculated based on the values measured by the
vehicle level senders.

The other important input variables for regulation of the When regulation starts, J775 determines whether the
suspension are the degree to which the driver moves the steering is off-center, that is, the degree of offset shown by
steering wheel and presses the accelerator. the steering angle sensor when the vehicle is travelling
straight ahead. This offset value is calculated into all subse-
The selected driving program (dynamic, balanced, comfort- quent steering angle measurements, but is not used to
able) can also modify the way in which the dynamic all- correct the position of the steering wheel.
wheel steering regulates the suspension.
One of the main tasks of the regulating function is to syn-
chronize the steering angles at the front and rear axles. This
ensures a synchronized steering response from both axles.
The rear axle can achieve a maximum steering angle of 5°.

9
 The diagram shows the primary input and output informa- J775 includes the regulating software for various systems
tion, along with the control modules active in the steering which also exchange information amongst themselves. This
regulation process. means that the regulating software for the dynamic all-
wheel steering also receives information about the vehicle
level from the adaptive air suspension.

Steering Angle Sensor Steering wheel

G85 angle

Actual steering angle

ABS Control Module Power Steering Control Module
J104 Wheel rotations J500

Drive Select setting Status

Data Bus on Board Diagnostic Drivetrain Control Module Active Steering Control
Interface J775 Module
J533 J792 (dynamic steering)

Required
steering angle
Airbag Control Module Lateral accele- Rear Axle Steering Control
J234 ration/yaw rate Module (all-wheel steering)
J1019

663_016

Driver Assistance Systems Status of driver

Control Module assist systems
J1121

Actual engine
Engine Control Module torque accelerator
J623 position

10
 When the ignition is switched on (Terminal 15 on), plausi- For example, steering angles at the rear axle can be
bility check routines are performed. reduced if necessary to prevent the rear wheels from
exceeding the maximum friction coefficient in conjunction
If the driver turns the steering wheel after the engine is with the rear wheel steering angle. The dynamic steering
started but while the vehicle is still stationary, the rear and rear wheel steering systems continuously transmit
wheels can turn up to 0.5° in the opposite direction. information to J775 regarding their current capacity. This
makes it possible for the regulating software to only send
When the vehicle drives off, the required steering angle of the front and rear axles steering angle actuation requests
the rear wheels is calculated, factoring in a virtual curb. that they can actually implement. The required steering
The rear wheels then turn only so far as to allow the vehicle angle is monitored by Drivetrain Control Module J775,
to drive off without contacting the curb. Active Steering Control Module J793 and Rear Axle Steering
Control Module J1019.
During driving, the required angle of the rear wheels, as
well as the steering ratio for the front wheels, are deter- When the vehicle is stationary and the ignition is switched
mined according to various factors including the vehicle off (Terminal 15 off), the rear wheels are moved into the
speed. This is calculated J775 on the basis of a complex center position and held there.
numerical model, factoring in the friction coefficient of the
road surface, the tire characteristics and the actuation
potential of the dynamic steering and rear wheel steering.
Total steering ratio

12.4 24.8 37.2 47.9 62.1 74.5 89.9 99.4 111.8 124.2 136.7 149.1
(20) (40) (60) (80) (100) (120) (140) (160) (180) (200) (220) (240)

Vehicle speed mph (km/h) 663_017

Comfortable
Balanced
Dynamic
Conventional steering

Programs for particular driving situations

Certain programs have been developed to react to specific The system uses steering input to stabilize the vehicle, for
driving situations, such as when the vehicle understeers or example, when the brakes are applied when the left and
oversteers. Depending on driving speed, if the driver tries right sides of the vehicle are on surfaces with different
to correct the steering when the vehicle oversteers, the rear friction coefficients (one wheel on dry road and the other
wheels are turned to the center position and held there on wet road). The stabilizing steering input greatly reduces
until the vehicle is driving normally again. If the vehicle the probability of the vehicle steering off course or pulling
understeers, the angle of the rear wheels is likewise to one side.
adjusted to help the vehicle maintain the correct trajectory.
The actuators for dynamic steering and rear wheel steering
The steering angle of the rear wheels is restricted as the relay the steering angles set at the axles to the ESC via the
vehicle approaches its dynamic driving limits. FlexRay data bus. The ESC applies this information when
implementing regulating input.

11
 Operation and warning/indicator lamps

The driver can change the setup of the steering system

using Audi drive select. There are three different character-
istic maps available for the steering system: comfortable,
balanced and dynamic.

When an individual mode is activated, the driver can select

from the three setups as desired. The warning/indicator
lamps regarding the steering system are only displayed in
event of a fault.

663_018

System response to faults

The systems and components associated with the dynamic Depending on the severity of a given malfunction, a backup
all-wheel steering are capable of self-diagnosis. Drivetrain program will be activated accordingly. At the same time,
Control Module J775 receives continuous feedback regard- the system will maintain full functionality for as long as
ing the availability and status of the EPS, dynamic steering possible.
and rear wheel steering.
The following table lists the main faults and the warning/
indicator lamps and messages that the driver sees:

System: Warning/indi-
System response Text on center display
Malfunction/fault cator lamp

EPS:
1. Steering wheel angles not 1. Power steering level ≤ 61%
adapted or certain input until source of fault is eliminated Yellow
-
signals implausible

2. Certain faults occurring 2. Power steering level ≤ 61% Steering: fault.

Yellow
during a terminal 15 cycle until Terminal 15 is switched off You can continue driving

3. Power steering level = 20%, main-

tained for approximately 1 minute to
3. Faults that can eventually
give the driver the chance to bring Steering: fault.
lead to critical situations Red
the vehicle to a halt, the rear wheel Please stop vehicle.
steering is brought into the center
position and deactivated.
Dynamic steering: Variable steering ratio no longer
all types available (backup program: fixed
ratio) Steering: fault.
Yellow Adapt driving style.
Rear wheels are brought into the Turning circle larger
center position and the rear wheel
steering is deactivated.
Rear wheel steering:
1. Some functions still avail- 1. Rear wheels are brought into the
Steering: fault.
able, wheels can still be center position and the rear wheel
Yellow Adapt driving style.
turned steering is deactivated.
Turning circle larger

Rear wheels remain as positioned:

2. Complete system failure, ››If the wheels were not positioned
Steering: fault.
wheels can no longer be straight ahead, this will result in
Red Please stop vehicle.
turned “crabbing” on one side of the vehicle
Note distance to side
and a reduced turning radius on the
other side.

≤ equal to or greater than

12
Service

Control modules associated with the system:

›› Drivetrain Control Module J775 Address Word 0074

›› Active Steering Control Module J792 Address Word 001B
›› Power Steering Control Module J500 Address Word 0044
›› Rear Axle Steering Control Module J1019 Address Word 00CB

The service operations are the same as for the electrome-

chanical power steering and rear wheel steering on the
2017 Q7 and the dynamic steering of the 2017 A4.

The basic setting/calibration procedure for Drivetrain

Control Module J775 is the same as on the 2017 Q7.
Keep in mind that the basic setting procedure may need to
be performed for additional vehicle systems depending on
the vehicle equipment.

For further information, please refer to the Workshop

Manual.

13
 Brake system
The Audi A8 is equipped with a brake system with substantial performance reserves. As with the current Q7, Q5 and A4
models, the brakes on the front and rear axles of the Audi A8 have separate brake circuits.

Brake system, front axle

Optional
Engine 3.0 ltr. TFSI
ceramic brakes

Minimum wheel size 18" 20"

AKE fixed caliper brakes AKE fixed caliper brakes

Type of brakes
(30-36-38) (4x27-6x28.5mm)

Number of pistons 6 10

Brake disc diameter 14.7 in (375 mm) 16.5 in (420 mm)

Brake disc thickness 1.4 in (36 mm) 1.5 in (40 mm)

Front brakes, conventional 663_019 Front brakes, ceramic 663_020

Brake system, rear axle

Optional
Engine 3.0 ltr. TFSI
ceramic brakes

Minimum wheel size 18" 19"

Type of brakes TRW EPBi 44 TRW EPBi 44 CSiC

Number of pistons 1 1

Brake disc diameter 9.8 in (350 mm) 14.5 in (370 mm)

Brake disc thickness 1.1 in (28 mm) 1.1 in (30 mm)

Rear brakes, conventional 663_021 Rear brakes, ceramic 663_022

The brake calipers are also available in black.

14
Brake servo

The 2019 uses a conventional pneumatic brake servo. It is a

9/9” tandem servo manufactured by TRW.

Brake pedal travel is registered by a Hall sender in the brake

master cylinder, and processed by the ABS Control Module
J104.

On vehicles with conventional tail lights, the brake lights

are activated by Comfort System Central Control Module
J393 based on the pedal travel signal.

On vehicles with adaptive brake lights, the value measured

by the pressure sensor in the ESC hydraulic unit is used to
vary the intensity of the brake lights accordingly. Specifica-
tions for the ratio of pedal travel to brake pressure are
stored in the ABS control module. If a fault is detected, 663_023
J393 activates the brake lights based on information
received from the ABS control module.

In the event of sensor failure or an implausible signal, the

value measured by the brake pressure sensor in the ESC
hydraulic unit is used as a substitute.

Electromechanical parking brake

(EPB)
The electromechanical parking brake has the same layout
and works in the same way as the 2018 Q5 and 2017 Q7
models. It is also serviced in the same manner.

The actuator sends input to the brake pads via a spindle

drive. The planetary gearing in the actuator is driven elec-
tromechanically. The software for actuating the motor is 663_024

housed in ABS Control Module J104.

The software parameters for the emergency braking func-

tion has been modified for the new MLBevo vehicles (A4,
Q5, Q7 Q8).

If Electromechanical Parking Brake Button E538 is pulled

while the vehicle is moving, the brakes are applied to the
rear wheels by the ESC. When the vehicle comes to a stand-
still, the braking function is handed over to the EPB, and
the brakes for the rear wheels are applied. The EPB is acti-
vated to bring the vehicle to a halt only if there is a fault in
the hydraulic system or the ESC.

At speeds above 9.3 mph (15 km/h), the emergency

braking function is canceled as soon as the button is
released. If the button is pulled briefly at speeds below
9.3 mph (15 km/h), the ESC will brake the vehicle until it 663_025

is stationary.

The driver remains in control during this process and can

cancel the braking maneuver at any time by pressing the
accelerator.

15
 ESC

Design and function

The 2019 A8 uses ESP 9. The brake pressure for the system The ESC now functions “only” as an actuator, building up
is generated by an electrically driven hydraulic pump. If the brake pressure to generate the required braking torque
vehicle is equipped with ACC, the hydraulic pump will have accordingly. The ESC carries out an important function
six pistons while vehicles without ACC will have a pump during recuperation in the 48 V power supply: ABS Control
with only two pistons. Pumps with six pistons also have two Module J104 calculates the torque specification for the
additional pressure sensors to record the pressures from alternator and sends this information to the ECM.
the two brake circuits. An ESC unit with two pressure
sensors will be used for assist functions and be available at If the vehicle is equipped with dynamic all-wheel steering,
a later date. the ESC calculates the corrective steering angle required if
the brakes are applied when there are different friction
Data is transmitted via FlexRay. If the vehicle is equipped coefficients on the right and left sides of the vehicle (split
only with channel A, ABS Control Module J104 will commu- friction). Active Steering Control Module J792 is “tasked”
nicate on that channel. On vehicles with ACC, lane change with correcting the steering, and Rear Axle Steering Control
assist or intersection assist, channel B is used. If channels A Module J1019 is prevented from activating the rear wheel
and B are available, J104 communicates via both channels. steering.

ABS Control Module J104 receives values for yaw rate,

longitudinal and lateral acceleration from Airbag Control
Module J234.

The general functional principle of the ESC system is the

same as that of the system in the Audi Q7 (MLBevo plat-
form). For further information, please refer to eSelf-Study
Program 960163, The 2017 Audi Q7 Running Gear and
Suspension System.
663_026

Prior to the introduction of the new platform, deceleration

specifications (decelerating torques) were implemented by
other control modules. With the introduction of MLBevo,
there are now different interfaces (software modules) for
this purpose. The ECM now uses the drive train coordination
program to coordinate the driver assistance and comfort
requirements from the various control modules, and then
sends a decelerating torque to the ESC.

663_027

Operation and driver information Service

The driver can modify the regulating function of the system The service operations are the same as for the ESC system
by pressing the ESC button. Pressing the button for less in the 2017 Audi Q7.
than three seconds activates sport mode: The traction
control system is switched off and verified parameters for Two versions are available as replacement parts:
the ESC regulation allow for dynamic driving. If the driver ›› With connector to FlexRay channel A with 3 pressure
keeps the button pressed for longer than three seconds, sensors.
the ESC is deactivated completely until the ignition is ›› With connector to FlexRay channels A and B with 3
switched off, or until the ESC button is pressed again. The pressure sensors.
display in the instrument cluster will indicate to the driver
that sport mode has been activated or that the system has It is possible to order either just the control module or a
been switched off. In certain situations (faults in other complete (pre-filled) ESC hydraulic unit including the
vehicle systems), the system may override the deactivation control module.
of the ESC and switch the function back on.

A warning message is also displayed if the brakes should

overheat when driving down an incline. The ESC also pro-
vides an assist function by generating active brake pressure
if the vacuum supply to the brake servo is insufficient.

16
Loose wheel warning

The loose wheel warning function is standard equipment in

the Audi A8.

A loose wheel generates vibrations that are transferred to

the rest of the vehicle. These vibrations can be identified
with the help of the wheel speed sensors. A special analysis
of the wheel speed signals can determine if one of the
wheels is loose.

If the system detects one or more loose wheels, the driver

is alerted by a warning light and a message on the instru-
ment cluster display. If only one wheel is affected, the
display will indicate its position.
663_028

Each time a warning is given, the system initiates a wheel

check; a message with a yellow symbol in the instrument
cluster informs the driver of this procedure.

If the loose wheel warning function is unavailable for an

extended period of time, it will be indicated by a message
and a yellow symbol in the instrument cluster.
663_029 663_030
The function is initialized automatically each time the
vehicle is started.

Depending on the driving style and the length of the

journey, driving with a loose wheel may cause anywhere
from slight to severe damage to the following components:
›› Wheel rim.
›› Wheel bolts.
›› Wheel bearing.
›› Brake disc and brake pads.

It is very important to check these components for visible

damage. It is recommended to always replace the wheel
bolts.

! Note
The loose wheel warning function operates within the limits of the system. It is not a substitute for regular checks and
monitoring by the driver or service personnel at the dealership. The function does not provide a warning until the wheel is
already loose.

17
 Adaptive air suspension
Overview

Air suspension with electronic damping control is standard This eliminates the need for the body acceleration sensors
on the 2019 A8. In addition to the regulating software for installed in previous systems. The measured values for the
the air suspension and damping, Drivetrain Control Module yaw rate (rotation about the vehicle’s vertical axis) and the
J775 also contains the sensor for measuring vertical accel- lateral acceleration are transmitted via FlexRay from Airbag
eration (upwards acceleration of the vehicle) as well as Control Module J234 to Drivetrain Control Module J775.
pitching and rolling moments (rotation about the vehicle’s
longitudinal and lateral axes).

Right Front Level Control Right Rear Damping Level Control System Compressor
Right Front Damping Motor V66
System Sensor Adjustment Valve
Adjustment Valve
G289 N339
N337

663_031

Accumulator

Left Rear Damping Adjustment Valve

N338

Left Front Damping Adjustment

Valve
N336
Drivetrain Control Module Left Rear Level Control
J775 System Sensor
G76

Right Rear Level

Control System
Left Front Level
Sensor
Control System
G77
Sensor
G78

18
Air supply

The air supply system consists of an electric motor, com- The electric motor is controlled by a pulse width modulated
pressor with solenoid block and an accumulator. The com- (PWM) signal which provides smoother starting and stop-
pressor unit is installed on the underbody at the rear of the ping phases.
vehicle.
The solenoid block has the same design and functional
The compressor is a twin piston type with two compression principles as the 2018 Q5.
stages. The maximum pressure developed is approximately
261 psi (18 bar). Air is drawn in through a new muffler (adapted from the Q5
and Q7) from the luggage compartment.

Solenoid valve block Air dryer

Compressor actuating unit

Compressor Electric motor

663_032

19
 Air spring strut, front axle

The bellows in the air spring is made of natural rubber

strengthened with polyamide. It is secured with clips to the
damper bearing and piston for the bellows; the resulting
pocket forms an air chamber. The bellows in the air spring Piston for bellows
"rolls" over the piston when the spring compresses and
rebounds. The geometric shape of the piston determines Air connection with
the characteristics of the spring. A special valve (residual residual pressure reten-
tion valve
pressure retention valve) at the air connection restricts the
minimum air pressure in the chamber to 43.5 psi (3 bar).
This protects the bellows in the air spring from mechanical
damage which can occur if the air chamber is empty, partic-
ularly in the area of the crease around the bellows. The
damping adjustment valve is located inside the shock
absorber tube; it receives electrical activation from above Air spring seal
via the hollow piston rod. The activating current determines 663_033
the damping force, with higher amperage resulting in
greater damping force.

Air spring strut, rear axle

Additional air
An air spring strut is also installed at the rear axle. An reservoir
additional external air reservoir significantly increases the
total air volume, allowing the springs to provide a high
degree of comfort in combination with a sensitive level of
response.

The bellows for the air spring is also made of natural

rubber strengthened with polyamide, and has the same
layout as the struts and dampers on the front axle. Resid-
ual pressure retention valves are fitted on the dampers for
the rear axle as well to ensure a minimum pressure of
approximately 43.5 psi (3 bar) in the air springs. 663_034

Accumulator

The aluminum accumulator has a volume of 4.7 qt (4.5 l)

and is installed in the luggage compartment on the left
side of the vehicle.

663_035

Vehicle level sensors

The vehicle level sensors measure the ride height at each of
the four wheels. The layout and function are the same as
for the senders in the other current Audi models, however,
the brackets and the shape of the levers differs.

663_036

20
 Regulating characteristics of adaptive air suspension (1BK)

Mode Level ∆ [mm] Bars

shown

HL1 +25 5 bars

Lift

comfort NL 0 3 bars
automatic
LL1 -10 2 bars
dynamic

Motorway low. LL2 -20 1 bar

Speed
km/h
Hysteresis 5 km/h HL = High level
Selection lock 5 km/h NL = Normal level 663_038

21
 System response to faults

In the event of a control module failure, or one of the

dampers can no longer be activated, or if the measure-
ments from two vehicle level sensors are no longer avail-
able, the regulating system will be deactivated.

The damper valves are constructed in such a way that they

can provide moderate damping force (basic damping) in a
neutral (non-activated) state. This allows the vehicle to
maintain driving stability despite the resulting loss of ride
comfort.

A yellow damper symbol and a corresponding message alert

the driver to the fact that the system has been deactivated.

If the signal from only one of the vehicle level sensors is no

longer available, a substitute signal is generated using the
measurements from the other senders, and the regulating 663_039
function remains active.

Service

Drivetrain Control Module J775 is the control master for With the suspension set to the correct height, the axle load
the air suspension and damping. It can be accessed using is then calibrated; during this process, air is bled from the
Address Word 0074 with the VAS Scan Tool. air springs one axle at a time. J775 calculates the actual
axle load based on the length of time that the solenoid
A basic setting must be performed after encoding a new valves are activated and the amount that this lowers the
control module online. The procedure is the same as for the suspension level at each axle (as measured by the vehicle
2018 Audi Q5 and 2017 Q7 models with adaptive air sus- level sensors). Knowing the axle loads is important in order
pension: to ensure comfortable damping regulation.

First, the vehicle is raised far enough on on a hoist so the The final step is the calibration of the inertia sensors in
wheels are no longer touching the ground (dampers are J775. To prepare for this procedure, the control module
fully extended). The measurements from the vehicle level adjusts the suspension very precisely to the normal level. It
sensors are assigned to the positions of the damper pistons then takes the measurements from the internal accelera-
and stored by J775. tion sensors for vertical movement and yaw rate about the
x and y axes, and correlates them to the stationary vehicle
The vehicle is then lowered to the unladen position. J775 at the normal level on an even surface.
will adjust the suspension to a defined level (reference
level). The vehicle’s exact ride height is determined by The basic setting described above should also be performed
measuring the distance from the center of the wheel to the after replacing one of the air spring struts or removing/
center of the wheel arch at all four wheels. The measure- re-installing or replacing one of the vehicle level sensors.
ments are entered in the VAS Scan Tool and sent to Drive-
train Control Module J775. This tells the control module A general functional check can be performed using the
the actual ride height of the vehicle, so that it can calculate output check diagnosis function. This checks the function of
the correction values necessary to adjust the suspension to the compressor, the activation of the damper valves, the fill
the specified level. level of the accumulator and the function of the relevant
solenoid valves.

22
Knowledge assessment
An On-Line Knowledge Assessment (exam) is Available for this eSelf-Study Program.

The Knowledge Assessment is required for Certification credit.

You can find this Knowledge Assessment at: www.accessaudi.com

From the accessaudi.com Homepage:

›› Click on the “App Links”

›› Click on the “Academy site CRC”

Click on the Course Catalog Search and select “960293 - The 2019 Audi A8 Audi Running Gear and Suspension Systems”

Please submit any questions or inquiries via the Academy CRC Online Support Form
which is located under the “Support” tab or the “Contact Us” tab of the Academy CRC.

Thank you for reading this eSelf-Study Program and taking the assessment.

23
 960293

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Technical specifications subject to
change without notice.

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