Get the best deal!
 

Brand New Audi Q5

Name required
Last Name should be a hidden field. Please delete if you are a real person.
Valid Phone required
Valid Email required
Valid Postcode required
Thank you for your enquiry.
One of our accredited supply network will be in touch in the next 24 hours.
 
Or Call 1300 438 639
To get a great deal from our national accredited supply network.
 
Tony O'Kane | Feb 16, 2009

Audi has announced that its newly-developed seven-speed S tronic gearbox will make its debut in the 2009 Audi Q5 SUV, which will be the first Audi with a longitudinally-mounted engine to receive a twin-clutch transmission.

The seven-speed dual-clutch gearbox will be the standard transmission for the Q5 range in Australia, meaning those looking for either a genuine three-pedal manual or a traditional automatic will be out of luck.

However, with the ability to combine the seamless shifts of an auto with the low weight and high mechanical efficiency of a manual, the S tronic 'box should be a more than adequate compromise.

If full manual control over shifts is preferred, a tiptronic mode enables drivers to row through the ratios via a plus-minus plane on the gearlever. V6-equipped models come with steering wheel-mounted paddle shifters as standard too, meaning the driver's hands need never leave the tiller.

aud_dsg_7spd_long

The new gearbox also incorporates the centre differential and front differential for the quattro all-wheel-drive system, with 60 percent of engine torque being directed to the rear axle and 40 percent to the front during normal driving conditions. When the going gets tough and the quattro system demands it, up to 85 percent of torque can be shuffled rearward and 65 percent taken to the front axle.

The new S tronic isn't the first Audi twin-clutch unit (the TT and A3 use a Volkswagen-sourced DSG gearbox), however it has a couple of important implications for the company's vehicle lineup. Being the first dual-clutch gearbox that can be fitted to a longitudinally-mounted engine, it enables the German automaker to extend the clever cog-swapping tech to virtually every model within its lineup.

Plus, with the gearbox itself capable of handling an input shaft speed of up to 9000rpm and peak torque of 550Nm, it won't be long before we start seeing dual-clutch trannys in Audi's sedan-based performance offerings, like the S4, RS4, S5, S6 and S8. We can't wait.

For more information on how Audi's new dual-clutch gearbox works, hit up the press release link below.

Audi Q5 Demonstrates Step Forward in Progressive Performance

* New high-tech transmission with dual-clutch technology standard for Audi Q5

* Shifts at lightning speed with high efficiency

* Suitable for longitudinal installation and the quattro driveline

The Audi Q5 SUV will be launched in Australia next month and will showcase yet another of the brand’s extremely progressive technologies – the seven-gear S tronic transmission.

This latest evolution in transmission technology offers an extremely dynamic, highly-efficient action. Designed for use, for the first time, with a longitudinally-installed engine and quattro all-wheel drive, this dual-clutch transmission will be suited to a wide range of sporty models – the latest being the new Audi Q5. The 7-speed S tronic was previously only available for transverse-mounted engines found in the Audi TT and A3 models.

It is a high-tech component which Audi has designed to be both dynamic and highly efficient, another clear measure in Audi’s progressive performance strategy.

Audi Q5 drivers are able to use the new seven-speed S tronic in various modes. The fully automatic mode, in which the control unit determines the gearshifts, offers the D (Drive) and S (Sport) programs. Gears can also be changed manually with the selector lever or with the shift paddles on the steering wheel (standard for V6 models) – an amazingly fast affair. The result is a gearshift that is dynamic, comfortable and very precise – typically Audi.

The seven-speed S tronic is composed of two transmission structures. It integrates two multi-plate clutches that control different gears. The large K1 clutch located on the outside directs the torque via a solid shaft to the gear wheels for the odd-numbered gears 1, 3, 5 and 7. A hollow shaft rotates around the solid shaft and is connected to the smaller K2 clutch, which is integrated into the inside of its larger sibling, and which controls the gear wheels for the even-numbered gears 2, 4 and 6, as well as reverse gear. All gear wheels are arranged one behind the other on both output shafts, in the order 4, 6, 2, R, 1, 3, 7 and 5.

Both transmission structures are continuously active, but only one is connected to the engine at any one time. For example, when the driver accelerates in third gear, the fourth gear is already engaged in the second transmission structure. The shifting process takes place as the clutch changes – K1 opens and K2 closes.

This highly-sporty set-up means that gear change takes only a few hundredths of a second and occurs with no interruption to traction. It is so fluid and smooth that the driver hardly notices it.

In the Audi Q5, power flows from the drive shaft to the self-locking centre differential of the quattro drivetrain, which distributes it into two directions. In the regular distribution pattern, 60 percent of the torque flows via the propeller shaft to the rear-axle differential and 40 percent via a side shaft to the bevel pinion of the front-axle differential. To reduce weight, this shaft is also hollow. When needed, the centre differential can deliver up to 85 percent of the power to the rear axle or up to 65 percent to the front axle.

Transmission management is by means of a mechatronic module. This compact unit containing the control units and hydraulic actuators is a completely new development. Its control concept allows the speed of the gearshift to be varied, with extremely precise control of the power necessary for the process.

The control pressure is generated by an efficiently operating oil pump that is located next to the mechatronic module and is driven by a gear stage. It is supported by a vacuum booster for cooling the dual clutch during starting.

This virtually doubles the amount of oil delivered on demand, without any need to increase the power consumption.

Audi has designed the new seven-speed S tronic for exhilarating driving and consistent economy. The new high-tech unit is notable for its very high efficiency. Its highly intelligent controls also permit economical driving in the automatic mode. The maximum possible transmission-ratio spread of 8.0:1 provides a sporty, low transmission ratio for the first gear as well as a high ratio for top gear as a means of keeping engine speed low. The new transmission therefore suits modern TDI, FSI and TFSI engines with their high torque even at low engine speeds.

The seven-speed S tronic is designed for engine speeds of up to 9,000 rpm and can transmit a torque of up to 550 Nm.

In other words, this utterly new transmission is ideal for mid-range engines, delivering lightning-fast gear changes, uninterrupted power flow and yet is highly efficient and sporty at the same time.

“Vorsprung durch Technik”: background to S tronic

Audi has led the field in transmissions for many years. The introduction of quattro all-wheel drive in 1980 was a milestone in the history of automotive technology, and S tronic is a prime example of the company’s basic claim to leadership in this area.

The first Audi with a dual-clutch transmission underwent initial tests as long ago as November 1985, in the Sport quattro S1 that Walter Röhrl drove in World Rally Championship events with Christian Geistdörfer as his navigator. Röhrl, the finest rally driver of his time, described his 350 kW (476 hp) sports car as “a formidable thing” and a “natural phenomenon,” and the high-tech transmission provided him with even more powerful performance.

The dual-clutch transmission, which was controlled electrically by a short touchaction control lever in the S1, could shift through its five gears at lightning speed. Since traction was not interrupted, there was no loss of boost pressure from the five-cylinder engine’s turbocharger. A dual-clutch transmission was also installed in the S1 in 1987 during training for Röhrl’s victorious storming of Pikes Peak, the hillclimb held in Colorado.

Get the best deal on this car!
Get a great deal from our national accredited supply network. Fill in the form or call 1300 438 639
 
Name required
Last Name should be a hidden field. Please delete if you are a real person.
Valid Phone required
Valid Postcode required
Valid Email required
Thank you for your enquiry.
One of our accredited supply network will be in touch in the next 24 hours.
 
Follow Tony O'Kane on Google+