1

Introduction

Transmissions are required to matchthe torque characteristics of the engine tothe vehicle.

Usually, multi-step reduction gears areused, such as manual transmissions,automated manual transmissionsand multi-step automatic reduction gears.A multi-step reduction gear alwaysrepresents a compromise betweenhandling dynamics, fuel economy anddriving comfort.

In an engine, torque flow is notintermittent but continuous. A variabletransmission ratio is, therefore, ideal forengine power utilization.

The CVT designs which have been availableon the market until now are based uponthe “chain drive principle.” Because oftheir limited abilities to transfer power,

however, they have only been suitable forsubcompact cars and vehicles in the lowermid-range segment with low engineperformance.

Audi chose the belt/chain drive principlefor the development of its CVT design,because it is the most advanced form oftransmission available today.

Audi’s objective was to develop a CVTdesign for high-performance premiumsegment vehicles that sets new standardsin terms of driving performance and fueleconomy, as well as in handling dynamicsand comfort.

Audi is the first to present a CVTthat can be used in combinationwith 3.0-liter V6 engine with220 bhp (162 kW) and 221 lbs-ft(300 Nm) of torque.

Manual Transmission multitronic® CVTStepped Mode O1V / O1N

P

R

N

D

P

R

N

4

3

2

D

R 1 3 5

2 4

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2

Introduction

The Transmission Concept

Engine torque is transmitted to thetransmission through either a flywheel anddamper assembly or a dual-mass flywheeldepending on engine version.

There is one “wet“ plate clutch for forwardtravel and one for reverse travel; both actas starting clutches.

The rotational direction for reverse ischanged by means of a planetary gear train.

TransmissionControlModule J217

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The engine torque is transmitted to theVariator via an auxiliary reduction gear stepand transferred from there to the final drive.

The electro-hydraulic control, together withthe Transmission Control Module J217,forms a unit which is located in thetransmission housing.

The Tiptronic function provides six“speeds“ for manual gear selection.

Flywheel andDamper Assembly

ReverseGear Clutch

Auxiliary ReductionGear Step

Variatorwith Chain

PlanetaryGear Train

ForwardClutch

HydraulicControlModule

3

Introduction

The key component part of themultitronic® is the Variator. It allowsreduction ratios to be adjusted continuouslybetween the starting torque multiplicationratio and the final torque multiplication ratio.

As a result, a suitable ratio is alwaysavailable. The engine can always operatewithin the optimum speed range regardlessof whether it is optimized for performanceor fuel economy.

The Variator has two tapereddisc pairs — a set of primary pulleys(pulley set 1) and a set of secondary pulleys(pulley set 2) — as well as a special chainwhich runs in the V-shaped gap betweenthe two tapered pulley pairs. The chain actsas a power transmission element.

Pulley set 1 is driven by the enginethrough an auxiliary reduction gear step.Engine torque is transmitted via thechain to pulley set 2 and from here to thefinal drive.

One of the tapered pulleys in each of thesets of pulleys can be shifted on the shaftfor variable adjustment of the chain trackdiameter and transmission ratio.

The two sets of pulleys must be adjustedsimultaneously so that the chain is alwaystaut and the disc contact pressure issufficient for power transmission purposes.

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Set of Primary Pulleys(Pulley Set 1)

Set of Secondary Pulleys(Pulley Set 2)

Downforce

Drive

Wide

Narrow

Variator in Starting Torque Ratio

Variator in Final Torque Ratio

4

Introduction

multitronic® for

Maximum Comfort

In automatic mode, any ratio is possiblewithin the bounds of the TCM.The factors that determine rpm are driverinput (accelerator pedal position andactuation rate) and rolling resistance.Transmission ratios are adjusted completelyfree of jolts without interruption in tractivepower flow.

In the Tiptronic function, there are sixdefined shifting characteristics for manual

gear selection. The driver can thereforechoose handling dynamics to suit his orher personal preferences. This feature isparticularly useful on downhill gradesfor example, as the driver can determinethe engine braking effect by selectivedown-shifting.

Top speed is achieved in 5th gear.The 6th gear is configured as an economygear or overdrive.

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5

Introduction

The Tiptronic can also be operatedfrom the steering wheel as an optionon some vehicles.

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6

Introduction

All the specifications in thisSelf-Study Program referonly to the multitronic® withthe code DZN.

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Specifications

Designation: multitronic®01J

Factory Designation: VL 30

Code: DZN

Maximum Transferable Torque: Maximum 229 lbs-ft (310 Nm)

Range of Ratios of the Variator: 2.40 : 1 to 0.40 : 1

Spread: 6

Ratio of Auxiliary Reduction Gear Step: 51/46 = 1.109 : 1

Final Drive Ratio: 43/9 = 4.778 : 1

Operating Pressure of Oil Pump: Maximum Approximately 870 psi (6 000 kPa)

ATF for multitronic®: G 052 180 A2

Axle Oil for multitronic®: G 052 190 A2

Gear Oil Quantities:ATF New Filling (Including ATF Cooler and ATF Filter) Approximately 7.9 qt (7.5 liters)ATF Change Approximately 4.8 qt (4.5 liters)Axle Oil Approximately 1.4 qt (1.3 liters)

Gross Weight (Without Flywheel): Approximately 194 lbs (88 kg)

Overall Length: Approximately 24 in (610 mm)