Audi 01E Quattro Transmission

transmission de Quattro de vitesse de 01E 5 et 6

Transmission D'Audi 01E Quattro

Cliquetez dessus l'image pour l'endroit des lettres et du numéro de série de code de transmission Votez pour ce membre du fonctionnaire TopAudiSites.com!

L'information a compilé par le dessus de Charlie Smith 8/08/2002 Ver 1,14 du ___________________________________________________________________________ de pages d'Audi

Voici la diminution des effectifs des rapports de la boîte de vitesse 01E de la microfiche de pièces. La microfiche que j'ai passe seulement par 1998, et a les part# européens. Ceci inclut maintenant l'information sur les boîtes de vitesse des USA A6tt et de S4tt 01E.

Quelques voitures se sont transportées aux USA et le Canada ont certainement différentes transmissions de code que les installations européennes montrées ici. Un bon exemple est les USA 1995 UrS6 - les voitures des USA ont la boîte de vitesse de CBD avec les 0,73 vitesses supérieures, et les voitures européennes ont le CET montré ici avec les 0,76 vitesses supérieures.

La transmission 01E est celle trouvée aux CPRAS, et dans les V8's et les A8's européens. Le '91 V8 5 SPD était une transmission du type 016, le '91 6 SPD était un type 01E que nous n'avons jamais vu ici aux USA. Les USA 2000 et plus tard 6 boîtes de vitesse de vitesse sont également le type 01E. En regardant une voiture, il est facile de dire un 01E - la vitesse d'inversion est vers le bas et vers l'avant vers la gauche.

Vous verrez des commentaires ici au sujet "au loin d'une 1ère vitesse". Il y a une discussion au fond, avec quelques questions et réponses, au sujet des diverses 1ères vitesses qui ont été adaptées dans la transmission du quattro 01E. Voici les images montrant comment identifier les transmissions qui ont une 1ère vitesse large.
Fondamentalement, il y avait le type original 1er (pièce d'arbre principal # 01E 311 105 G), le 1er plus large, non durci (... 105J) le 1er (... 10Ë) et au loin durci 1er durci (... 105H).

Comme note, le côté d'arbre principal des 1ers et 2èmes rapports de vitesse sont coupés sur l'arbre principal, et le côté d'arbre d'entraînement des 3èmes et 4èmes rapports sont coupés sur cet axe. Cet arbre d'entraînement est cavité et l'axe de pignon fonctionne à l'intérieur de lui. Ceci signifie que vous devez changer les 3èmes et 4èmes rapports de vitesse comme ensemble puisque l'arbre d'entraînement inclut tous les deux. Vous pouvez courir n'importe quel 5ème et n'importe quel 6ème rapport.

BOÎTE DE VITESSE

5 SPD.
5 SPD.
6 SPD. 2.2L S6 et 4.2L S6+
6 SPD. RS2

6 SPD S6 4.2L et RS4
6 SPD A6tt - S4tt
6 SPD 2.5L TDI
6 SPD AllRoad V6tt
6 SPD AllRoad 2.5L TDI

RAPPORTS

3,50 1,89 1,23 0,93 0,73 CBD
3,50 1,89 1,23 0,93 0,76 CET - Européen
3,50 1,89 1,32 1,03 0,86 0,73 ** CBM
3,50 1,89 1,32 1,03 0,86 0,71

3,50 1,89 1,32 1,03 0,81 0,68 ** CBN
3,50 1,89 1,32 1,03 0,81 0,68 EDU
3,50 1,89 1,32 0,87 0,67 0,56
3,75 2,05 1,41 1,07 0,86 0,73 voient la note R&P
3,75 2,05 1,23 0.93 0,73 0,60 voient la note R&P
** les deux ensembles de rapports sont énumérés pour des vitesses de S6 V8 6.
**# énumérée pour A8 1994 - > inclut la pompe d'huile et au loin la 1ère vitesse
Note R&P: AllRoad a 8:35 (4,375) - que l'autre 01E a 9:37 (4,11)

Dans la mesure où je peux voir, les A8 Quattro 6 vitesses ont des rapports internes assortir ceux en haut. La boîte de vitesse d'A8 NON-Quattro 01E a quelques différents rapports mais je ne peux pas dire si les pièces sont interchangable. Je devinerais pas.

Les nombres montrés en tant que >> 88888 moyens "jusqu'# à 88888", et le 88889> > signifie "après # 88889." C'est le point où la 1ère vitesse large a commencé l'utilisation par cette transmission particulière. Les indices dans la pièce # la fiche sont arbre d'entraînement, ou axe principal, partie # 01E 311 105 H, la 1ère vitesse # 01E 311 257 F , et pièce moyenne de logement # 01E 301 211 B il y a également un roulement qui est changé.

Voici une panne des numéros d'article de transmission, des codes, et d'utilisation.

Pièce de transport #
____________________

01E 300 042 B/BX/BV
01E 300 043 TX/TV
01E 300 044 R
01E 300 043 E/EX/EV
01E 300 044 J/JX/JV

01E 300 042 NX/NV
01E 300 044 E/EX/EV
01E 300 043 Q/QX/QV
01E 300 044 H
01E 300 045 G

01E 300 043 F/FX/FV
01E 300 044 K
01E 300 043 S/SX/SV
01E 300 044 P
01E 300 042 C
01E 300 042 D
01E 300 044 L
01E 300 044 N
01E 300 044 A
01E 300 044 A

desc
______

5 SPD
5 SPD
5 SPD
5 SPD
5 SPD

6 SPD
6 SPD
6 SPD
6 SPD
6 SPD

6 SPD
6 SPD
6 SPD
6 SPD
6 SPD
6 SPD
6 SPD
6 SPD
6 SPD
6 SPD

codes - et utilisation
__________________________

CBD - pour S4 (1992-1995)
CBD - pour S6 (95,5 Etats-Unis, 95/96 Canada)
DPM - pour S6 (Canada 1997)
CET - pour S6 (l'Europe 1995)
CET - pour S6 (l'Europe 1995)

CBL - pour S4/S6 ('92-'95)
CBL - pour S6 (1995)
CMG - pour S6 4.2L
CMG - pour S6 4.2L
EDU - pour S4tt et A6tt

CGR - pour S2 (1995)
CGR - pour S2 (1995)
CRB - pour RS2 (1994 - 1996)
DGU - pour S6+ (1997)
CBM - pour V8 (1991 - 1994)
CBN - pour V8 (1991 - 1994)
CYB - pour A8 (1998)
DGV - pour A8 (1994-1998)
DPJ - pour le diesel de 2.5L turbo
DQT - pour le diesel de 2.5L turbo

notes
______________

>> 80074 105 G
80045> > 105 J
tous ont 105J 1er.
>> 79843
79844> >

>> 79443
79445> >
>> 79644
79645> >
Tous ont 105J 1er.

>> 77643
77644> >
tous ont 105H 1er.

NON QUATTRO
tous ont 105H 1er.
tous ont 105H 1er.

Voici une panne des comptes de dent de vitesse, et les numéros d'article.

Tous les numéros d'article commencent par 01E 311 xxx - seulement le suffixe est montré.

arbre principal -

Dents

8+18
8+18
8+18
8+18
8+18
8+18
8+18

a les 1ers + 2èmes rapports coupés sur l'axe.

Code De Transmission

CET/CBL/CBD
CET/CBL
CMG
CMH
CGR
CGR/tout le CRB, DPJ
DPM, EDU

Partie # suffixe

105 G
105 J
105 E
105 H
105 E
105 H
105 J

Note

>> 79444
79445> >
>> 79444 et CBM/CBN
79445> >
>> 77643
77644> >
Tous

1ère pièce de vitesse #

01E 311 105 G
01E 311 105 J
01E 311 105 E
01E 311 105 H

Caractéristique

étroit
au loin
étroit, durci
au loin, durci

arbre d'entraînement -

Dents

32+28
32+29
33+30
32+26 *

a la 4ème + 3ème coupe de rapports

Code De Transmission

CET/CBD
CMG - EDU
CBL - DGU
DQT

sur l'axe creux.

Partie # suffixe

925 A
925 C
925 D
925 G

Notes

CGR/CRB
fiche de *** incorrecte sur le rapport

Gearset

1er:

2ème:

3ème:

4ème:

5ème:

6ème:

rapport

3,50

1,89

1,23
1,32
1,32
1,32

0,933
1,034
1,034
1,034
0,871

0,730
0,757
0,806
0,857
0,667

0,684
0,730
0,710
0,560

dents

28/8

34/18

32/26
33/25
33/25
33/25

28/30
30/29
30/29
30/29
27/31 *

27/37
28/37
29/36
30/35
26/39

26/38
27/37
27/38
23/41

code

tous

tous

CET/DQT
CMG/EDU
CBL/DGU
CGR/CRB

CET
CMG/EDU
CBL/DGU
CGR/CRB
DQT

CBD/DPM
CET
CMG/CBN/EDU
CBL/DGU
DQT

CMG/CBN/EDU
CBL/DGU/DGV
CRB/CGR
DQT

PN 01E 311 xxx

257 D

257 F

257 F

271 B

285 D
285 E
285 F
285 F

351 F
351 H
351 J
351 J
351 G

361 159 A
361 L 159 M
361 B 159 C
361 E 159 E
361 G 159 Q

362 Des 160 A
362 B 160 B
362 K 160 B?
362 D 165

Notes

CGR >> 77643 et
CET/CBL/CMG >> 79444
CGR 77644> > et
CET/CBL/CMG 79445> >
CRB

fiche de *** incorrecte sur le rapport

CGR/CRB

Fiche De *** Incorrecte

=================================================================

 Le Porsche 968 a une version de la transmission de 2WD 01E.  Il ressemble à là pourrait être certaines des pièces qui échangeraient, si vous étiez si incliné.  

Les 968 a cette transmission dans l'arrière de la conduite de voiture les roues arrière, avec une longue affaire de tube de couple la reliant à la manière de moteur vers le haut dans l'avant.  Les différentiels intéressants énumérés sont:  

950,332,053,00 Différentiel De Torsen Du Différentiel De Glissade Limitée De 40% ZF 950,332,063,00

Ainsi si quiconque avait recherché un différentiel avant, dans un excès d'quelque chose-ou-autre, voici votre chance!  Avant que vous dépensiez l'argent en ceci, vérifiez l'ID/OD des roulements différentiels de côté de porteur pour s'assurer ceci échangera.  

Je pense les seules vitesses qui échangeraient sont des 5èmes et des 6èmes.  Les transmissions de la version 01E de 2WD et de Quattro devraient pouvoir échanger les 5èmes et 6èmes vitesses, qui offre une certaine possibilité pour différents rapports.  

Les 968 2WD ont ces rapports:  

5ème:  0,912 31/34 rapport standard 1,04 24/25 rapport d'ordre spécial

6ème:  0,778 28/36 rapport standard 0,89 28/25 rapport d'ordre spécial

Ceux-ci n'aideront pas beaucoup avec les rapports standard d'Audi 01E Quattro pour la 3ème et 4ème vitesse.

Porsche 01E a détaillé des images et des descriptions des différences principales.

=================================================================
Le logement moyen (plaque d'extrémité) - le montrant à commutateur au loin à la 1ère vitesse avec le logement 211B est important pour comprendre que le nombre de bâti, fonte dans une pièce n'est pas nécessairement identique que le numéro de la pièce. Ce logement moyen est un bon exemple. Le logement moyen a un nombre 01E 301 211 moulés dans le métal; mais il ne montre pas le suffixe d'"B" pour cette partie. Voir le cet ensemble d'images pour dire si une transmission a le logement moyen d'"B"

Partie #
01E 301 211
01E 301 211 B
01E 301 211 B

Application
5/6 SPD
5/6 SPD
6 SPD

Notes
CGR >> 77643 CET/CBL/CMG >> 79444
CGR 77644> > CET/CBL/CMG 79445 > > tout le CRB
EDU

Endhousing (couverture) (5ème et 6ème secteur) - montrant différence S2 et RS2

01E 301 231 J
01E 301 231 L
01E 301 231 N

5/6 SPD
6 SPD
6 SPD

Tous
CGR/CRB
EDU

S4/S6/V8/A8
S2/RS2
S4tt/A6tt

Couverture pour la tige de changement de vitesse (commutateur léger de secours de bâtis) - montrer la différence pour S2 et RS2

01E 301 453 C
01E 301 453 D
01E 301 453 F

5/6 SPD
6 SPD
6 SPD

Tous
CGR/CRB
EDU

S4/S67/V8/A8
S2/RS2

Logement de Bell (cas) - montrer des différences pour des moteurs de V8/V6tt

01E 301 103
01E 301 103 A
01E 301 103 J
01E 301 103 K

5/6 SPD
6 SPD
6 SPD
6 SPD

CET/CBL
CMG/CBM/CBN
DGV
EDU

CYL 5.
V8
A8 V8
2.7L V6 TTT

Les brides d'axe et d'arbre d'entraînement sont tous les mêmes partie # s.

======================================================= *** TRANSLATION ENDS HERE ***==========
DISCUSSION ON 1ST GEAR VARIATIONS, AND 6 SPEEDS IN GENERAL:
=================================================================

Q. What are the variations on 1st gear in the 01E transmission?
A. Basically, there was the original type 1st (mainshaft part # 01E 311 105 G), the hardened 1st ( ... 105 E) and the wide 1st ( ... 105 H). The 105G was the 1st gear originally used in the lower HP cars, which included all of the '92 - '95 US and Canada cars with a 5 speed, and European 6 speed cars with AAN engines during the same period. During this early period, the V8 cars and the S2's had a hardened mainshaft for 1st gear, this is the 105E. The higher horepower cars like the RS2 had yet a different mainshaft, with a wider gear for 1st. This wider 1st mainshaft (105H) gradually migrated into all of the other 6 speed cars, somewhere around late 1995 or early 1996.

Q. Why should I buy a used six speed when I can buy a new one from Blau?
A. Jim Blau tells me on 8/09/02 that he hopes to have more transmissions in stock 6 to 8 weeks from now. These transmissions should be new units, and should be code CDR. (I've got to figure out what that is, check back in a day or two). His new 6 speeds will be somewhere in the middle $3500 range, depending on total costs to ship them here.

Q. What's this talk about the wider first gear?
A. There is a problem with the early 01E series of transmissions. First gear is not wide enough for the loads that a turbo can produce under some situations. This has happened in both chipped and non-chipped cars. Audi made the RS2 transmission with a wider first gear to handle the increased torque. This change then made it into the S2 in late 1994 and finally into the S6 in June of 1995. If your S6 was a June '95 build date or later, you should check your transmission serial number to see if it is "CBD 79445" or above. If so, you have the wider first gear. One lister has destroyed first gear in three transmissions. He says he has a list of other s-listers who have the same problem. The author of this web page, Charlie Smith, personally experienced the problem. There is a description of the symptoms of the problem just below in this web page.

Q. How come the earlier Turbo Quattros with the 016 quattro transmission, in the 86 - 91 period, didn't have this problem. Isn't the 01E transmission supposed to be stronger?
A. There is a thought that this problem is related to the center Torsen differential, combined with inadequate 1st gear tooth surface strength. The thinking goes something like this ... as you break a front wheel loose under hard acceleration the Torsen differential locks and unlocks, causing a heavy shock load on the transmission. In 1st gear this shock loading puts very heavy pressure on the gear tooth surfaces, causing failure of the teeth.
What really happens is the surface of (probably) one tooth on 1st gear on the mainshaft becomes galled. If you have ever seen the inner race of a ball bearing that's failed - with very heavy pitting, that's what the failed first gear tooth looks like.
Note from Charlie Smith: A photo of the failed 1st gear teeth is at the bottom of this web page.

Another note: The above is only a theory - I'm told the UrQ got the Torsen worldwide in about '88 in the 016 transmission. So obviously the torsen center differential isn't the whole story.

Q. Do the S2 transmissions have the wider first gear?
A. Only the late model S2 transmissions, after serial number CGR 77644

Q. What the difference between the RS2 and the S2 transmissions?
A. Provided we're talking about the late model S2 versus the RS2, nothing except the code stamped on the outside. The RS2 transmission is code CRB and the S2 is code CGR. So if you use an S2, you lose bragging rights, but you're probably going to get a better price...

Q. Why don't I just get the parts directly from Europe or from Hoppen and rebuild my five speed into a six speed?
A. The center housing of the transmission is a different part for the wider first gear. Provided you were willing to give up the wider first gear, the best parts price anybody has gotten is $1900 (Steve Mills) and $3500 (Hoppen distributor). Most rebuilds reported on the s-list have cost at least $800 in labor (German Transaxle). Your car will have downtime, and you can't sell your old five speed on e-bay :-)
These prices are just for the 6 speed conversion parts. The parts to do a conversion to a wider 1st gear are probably another $1500 - $2000, and that's if you locally machine your center housing for clearance. I'm not sure it's feasible to machine this part, I'll update this information after some investigations.

Q. How do I know an RS2 or S2 transmission will fit and work correctly?
A. Several people have done the conversion and installed an RS2 or S2 transmission into a UrS4/S6.

Q. What about the new S4tt 6-speed transmissions?
A. This may be a good way to get a 6 speed, if you can find one at a decent price. These have shown up on eBay under $2000. This gearbox is going to have slightly longer ratio 5th and 6th gears.

Q. What's the final drive ratio of the S4tt? Is it the same as the rear differential on the UrS4/S6?
A. Yes. The final drive ratio is 9:37 which is 4.11

Q. Why can't I just buy a new S4tt 6-speed transmission from Audi? With estimates of $4500 to repair a transmission with a failed 1st gear, wouldn't it be cheaper to just buy a new one?
A. Per Carlsen Audi, the *dealer* cost on a complete new 6 speed S4tt transmission is $8300. Otherwise, it was an interesting idea.

Q. What about a 6 speed 01E from an AllRoad? Will it fit and can I interchange some of the lower gear ratios?
A. The final drive ratio is different, it's 8:35 which is 4.375 - this will not work with your current rear differential ratio. I think you could interchange the lower gears in pairs ... because of gears made as part of common shafts, you would have to change 1 & 2 together, or would have to change 3 & 4 together.

=================================================================
HOW CAN I TELL IF A TRANSMISSION HAS A WIDE 1ST GEAR?
=================================================================

Here's pictures showing how to identify center section of transmissions that have a wide 1st gear. There's also pictures here of a tail housing with the ProConTen guide and a picture of a transmision with an oil pump.

=================================================================
HOW CAN I TELL WHAT CODE TRANSMISSION I HAVE?
=================================================================
How can I tell if I have a wide 1st gear?

Crawl under the car and look at the transmission serial number.

The number will be located on the bottom of the transmission right under the inner CV joint of the driveshaft for the left front wheel.

On the left side of the transmission, there is a side cover plate that's about 9" in diameter and it's bolted to the transmission with about 10 nuts. The flange that the CV joint fastens onto comes out through the middle of this side cover plate. The serial number is on the bottom of the transmission body, right under the bottom two nuts holding the side cover plate. It's on the bottom of the body, not the side plate.

The serial number will have the 3 letter code like "CBD"or "CBL" followed by 5 digits.

Check the 5 digit serial number with the numbers given above.

This is a picture of code and serial number. Click on picture for enlarged photo.
You will see pictures of transmission code and serial numbers, and also picture of a narrow 1st gear

=================================================================
SYMPTOMS OF FIRST GEAR FAILURE
=================================================================
How can I tell if I have the problem?

A description of the symptoms in a '95 S6, with 56,000 miles on the odometer.

The noise began as a very faint tic, tic, tic noise - but just when beginning to move in 1st gear when the car was cold and when it was 20F or 25F degrees outside. Sort of like the noise you made as a kid by putting a playing card into the spokes of a bicycle, but not that loud. Since it was cold, of course the windows were rolled up.

I dismissed the noise, as perhaps being due to something that oil had not yet reached, because once I would shift into 2nd for a few feet, and then back into 1st - the noise would be gone. I would only hear it on the first motion ... when I would be traveling at 2 or 3 MPH in a parking lot with very light throttle.

Anyway, by the time I had driven another 2000 miles, the noise was quite apparent, particularily if I would drive away with the windows rolled down. On disassembly, the damage to 1st gear was quite apparent. The rubbing surface of one tooth on the mainshaft was very badly galled away.

1st gear failure, showing tooth galling Click on picture for enlarged photo.
During the period when the noise of the failure was developing, there no super fast starts, and certainly no wheel spinning starts. There was plenty of full throttle acceleration in first gear, but only after the clutch was fully out.

===========================================================================
WHAT CAN I DO ABOUT IT IF MY TRANSMISSION SOUNDS LIKE THIS?
===========================================================================

Here's a discussion of repair / replacement options for an 01E gearbox with a failing 1st gear.

a) the lowest cost repair:
Find an earlier 01E 5 speed that's got a bad pinion bearing, the
mainshaft is probably still good. Probable cost $350 or so.
Have a shop pull the parts you need out of the other transmission
and use them to fix your transmission. Probable labor cost $600
to $1000 depending on who does it.

b) Have someone buy the minimum parts you need in Germany, or through
Linda at Carlsen Audi. Probable parts cost $1500 to $2000.
Have a shop use them to fix your transmission.

c) Find a good used 01E 5 speed and install it. I found two or three
in the $1500 to $2500 range. That's with your bad transmission
in exchange. Consider, you don't really know what you are getting
until after it's installed.

d) Find a used 6 speed and install it. Be careful, since not all of
them have a hardened 1st gear or the wide 1st gear. See 6 speed
discussion below. Also, see above in this web page, this
lists serial numbers that will have the wide 1st gear.

===========================================================================
A POSSIBLE SOURCE FOR TRANSMISSIONS IN EUROPE
===========================================================================

This German web site provides quotes from over 100 used auto parts
dealers in Germany. It looks like it's very well organized as far
as knowing about all the various car models. You can start off and
select "English", then "Spare Parts Inquiry", and go from there.

renet Recycling Network GmbH

I was told by someone in Denmark, that they located a 01E 6 speed
through this source at a very reasonable price. It was a low mileage
transmission and he's very satisfied with it. :-)

===========================================================================

6 speed discussion: Also, if you are buying it from Europe and importing it be aware the V8's have a slightly different bell housing / differential housing part. The RS2/S2 gearboxes have a different rear housing. The labor to install your rear housing on a RS2/S2 isn't too bad. Using a transmission from a V8 will probably have one or two bolt holes wrong for the bolts that hold the engine and transmission together - it will probably work fine even if you can't use one of these bolts. If the V8 transmission is later than 1995, then it didn't use the ProConTen system. Then all you have to do is install the cast ProConTen guide part from your UrS4/S6 transmission. On the UrS4/S6 this guide bolts on top of the center section of the transmission.

Probable cost on a 6 speed is $3200 - $3800 *without* conversion of the rear housing. One converted RS2 with shipping and with my old transmission in exchange would have been $4500. I went for one that had not been converted and paid $3800 which included shipping. I then had the dealer that diagnosed / disassembled my 5 speed pull the rear housing off the RS2 gearbox and put on the parts from my 5 speed. The total labor from the dealer was $900, which included removal, disassembly of the 5 speed, storage at no charge inside their garage for almost 3 months, conversion of the RS2 gearbox, and reinstallation and testing.

A note on doing the dissassembly / repair yourself, or through a friendly garage who has never done an 01E transmission. I've worked on Porsches for 30+ years, and have done many, over maybe 50, Porsche gearboxes. At one point I was doing them often enough that I built my own special tools to set up the adjustment dimensions, and I bought a complete set of all the various shims so I would have exactly the shim I needed to get the right adjustment on something. The Porsche transaxle is quite complicated to correctly assemble. For a while back in the early '70s I was racing a Porsche 911 in SCCA races. I was taking the transmission apart to change gear ratios every month or so.

The Audi Quattro transmission, any of them, has all the adjustment complications of the Porsche gearbox plus quite a bit more rather specific adjustments. The point being that the Audi quattro gearbox will need a set of special tools similar to that of the Porsche, plus several others.

I have considered making the special tools needed for the 01E gearbox, to that end I've kept the bad gearbox that came out of my car, so I can use it to measure and build the tools needed to adjust it for reassembly. Until I've made at least a few of the tools, I wouldn't consider trying to do it myself even on my own gearbox. Remember, if it isn't quite right, you've got to pull it back out and do it over again. If it isn't adjusted exactly right, it may have whines that will lead to early failure, or it may not shift right, or any of several other difficulties. Pulling the Quattro gearbox is not the easiest one around. It's quite heavy, you have front axles plus the driveshaft, and the exhaust has to come off so you've got room to remove it.

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