Which box is on Audi Q3 2.0. Audi Q3 I with mileage: Failures of large motors and amazingly humane DSG. Motors and fire

Sports compact arudi crossover RS Q3 in our opinion is one of best offers In its segment. This car has a bright and memorable appearance, which differs from the standard Q3 availability alloy wheels larger diameter bloated wheel arches, body kit, as well as painted body parts, such as radiator grille, lower lip, outer mirrors, etc.

Part technical characteristics The Audi RS Q3 crossover is equipped with a full drive, a gasoline 2.5 liter engine capacity of 340 hp Which works in a pair with seven-step robotic transmission. It is noteworthy that the robot has two wet clutches and the DQ500 index, many are confused by a transmission with DQ200, because She also has seven steps. However, if DQ500 is the most reliable robot, then DQ200 with dry clutch, unfortunately won the reputation of the most unreliable transmission. DQ 500 in combination with a 2.5 liter engine and full drive allow you to disperse a crossover from 0 to 100 km / h in 4.8 seconds, and maximum speed is 250 km / h.

Often people ask a question about DSG or S-Tronic set on Audi? As such, there is no difference, this one and the same transmission, just at the Audi it is called s-tronic, and Vokswagen DSG. About what cars this robot is installed on which cars, you can read by clicking on.

In the bulk of the Audi Q3 all-wheel drive. The front-wheel drives appeared after restyling 2014 and were not popular yet.

The full drive circuit for crossovers is very typical. On cars to restyling it costs haldex coupling fourth generationAfter restyling - Haldex fifth generation and a simple angular gearbox on the checkpoint. The scheme works quite reliably and even provides good permeability. Inter-axis differential Torsen, which is so accustomed to Quattro versions of Audi, there is no: in the arsenal of the PQ35 platform, such aggregates simply are simply provided.

The mechanical part of the transmission is very reliable, and "break" the silver is difficult. For this will have, for example, twist "Pyataki" reverseWhat is not necessary in normal operation. Fans of "call" with a stopwatch from 0 to 200 km / h, and even with a good "pumped" engine, a transmission, of course, does not serve for a long time.

Audi Q3 2.0 TDI (8U) "2015-N.V.

For front-wheel drive cars, the scruses resource is usually not less than 180-200 thousand mileage kilometers, even more even. There are no special weak places in the transmission, and if you change the oil in gearboxes and after 150-200 thousand mileage, follow the supports and connections cardanian Vala, there will be no unpleasant surprises.

The fourth Haldex on cars to restyling is a reliable and fast thing. Last generation The couplings with a hydroaccumulator differ in high speed and "quality quality" - the moment it holds steadfastly, allowing you to move very confidently on off-road. But it is necessary to change the oil quite often, but it is more complicated than that of the fifth generation, because you have to remove the cardan shaft. If you do not change the oil every 40-50 thousand, then the pump is already to 60-80 thousand mileage may fall the death of brave, and the machine will turn into front-wheel drive.

The fifth Haldex on cars after restyling is quite ambiguous. It is easier according to the design, and the oil in it changes easier, but the absence of a hydroaccumulator and a normal filter leads to the fact that the speed of the coupling is gradually decreasing. Literally after 20-30 thousand kilometers of the mileage, the coupling begins to work coarsely and later desired, the wheels breaks into the slip too sharply, the permeability and controllability deteriorate. Yes, and the pump itself will not live for a long time: after the same 60-80 thousand mileage, it will cease to create sufficient pressure, after which the frictions will be convicted.

To prolong the clutch life, changing the oil with washing the mesh-filter on the pump every 20-30 thousand mileage kilometers. Yes, and follow the cleanliness of the coupling case, it is necessary very carefully.

Very rare version with MCP are distinguished by a relatively weak differential and a small resource of a two-mask flywheel. For these boxes, tuning is possible in the form of installation of flywheels under grinding from VR6 and reinforced differentials with blocking that can correct the above disadvantages. And when buying it is worth a box to carefully listen and find out if it is original.

Audi Q3 2.0 TDI Quattro (8U) "2011-15

With a serious tuning of the motor, the flywheel almost always change. The original clutch does not keep the moment above 400 nm, and much cheaper to change the flywheel on custom, than to buy very expensive tuning discs and baskets.

In our areas, American versions Q3 with normal box AISIN TF60SC is very rare. The chase for such a rare animation is deprived of a special meaning, because preselative "robots" DSG on Audi Q3 is very reliable. Motors with a volume of 1.4 liters installed a six-speed DQ250 box, and all more powerful versions were relying seven-step DQ500. These boxes with "wet" clutch, and on Q3 they are represented only by late versions, with high-quality maintenance and normal operation with practically no resource problems.

All transmissions are perfectly diagnosed with a scanner, so before buying will be worthwhile to go to good service. You can see load logs, temperatures, switching speeds and other parameters. With competent interpretation it will be clear how the car was exploited, and what problems should be expected in the near future.

About AISIN AISIN Once again we will not tell. They are reliable enough, but a gentle hydraulic lobrel does not like dirty oil and overheating. The regulation does not provide for oil replacement, and not a very effective heat exchanger is rapidly contaminated, causing overheating ACP. Repair of the hydroblock with urban exploitation is usually required after 120-150 thousand runs, but it can be avoided, often changing the oil and improving the cooling of the box.

Of the advantages of the hydromechanical machine can only be called complete "foolustaviness", convenience in dense cork traffic and traction capabilities on off-road and during operation with a trailer. Cons - quite expensive repairs in running cases and complete rejection of the race "Racers".

Here is pro dSG boxes It is impossible to say that. They seem to be specifically created for those who want to get a maximum from the car. Maximum efficiency, dynamics and resource. Of course, if lucky.

The DQ250 box is old enough and time-tested. In the late version, she has an additional replaceable oil filter, and its only weakness - This is a heat exchanger, which over time ceases to perform its function. A diagram with an additional thermostat in the cooling line of the ACP helps to exceed the temperature of the oil for 120 degrees, which is also not very good.

There is no hydrotransformer here, but instead there are two multi-disc friction and two-mask flywheel. And instead of the planetary transmission - two rows of the transmission of a roller box with automated switching. The scheme is quite reliable: "Wet" frictions with frequent closure and opening are not overheated, and the mechanical oil pump is characterized by a simple pressure control circuit.

The global minus of such a design is to get the products of the wear of frictional hydraulic boxes. True, developed magnetic filters and an external box filter slightly reduce the sharpness of the problem. But there were no early versions of this box of an external filter, which significantly reduced the oil resource. If you please yourself with overclocks "in the floor" from the spot every day, then the oil will need to be changed every 40-50 thousand kilometers.

The resource of frictional and two-hour flywheels is about 120-200 thousand kilometers, but when gentle operation, it can be noticeably more.

The risk of "getting" on the repair of differential, bearings and couplings of the box is, but with a 1.4 liter engine, it is minimal. It can be said that this is quite a successful ACP, and, subject to the rules of operation, it will please both a resource and low cost of maintenance and repair.

"Robot" DQ500 is another "improved and supplemented" version of DQ250. Developed it for powerful diesel engines On VW Transporter. The seventh transmission of this box allows you to reduce the load on an odd clutch, and a more solid design easily transfers the moment even well tuned motors. Even 550 nm for her - light warm-up, and the most powerful version Motor Q3 with a volume of 2.5 liters develops "total" 450 nm.

This box is even faster, resource and more economical six-speed. The main thing is on time (every 50 thousand kilometers) to change the oil and do not overheat it, and with tight operation to change the oil more often.

Like any other mechanical box, DQ500 can drill a bearing or "grab" differential. You just need to not bring the situation for critical and repair on time.

The age of most Q3 is still too small to show a resource problem with friction and flywheel.

Motors

On the main mass of cars double-liter motors Family EA888. Before restyling - Gen2 families, after - Gen3. There are quite a lot of cars with 1.4-liter motors of the EA211 series, and quite a bit - with diesel EA288.

The most reliable motors are 1,4-liter EA211. Diesel engines thrown out surprises from the fuel equipment, although their mechanics are almost exemplary. But the motors EA888 and retain a fairly large number of hereditary problems.

Although the third generation of engines is very reliable, the piston group is almost no cooked, and there are no problems with crankcase ventilation, trouble with the balanced shafts, the wear of the GDM and support mechanism, as well as with oil pressure leaks are still there. And Zadiya crankshaft These motors occur much more often than in the motors of the previous family: the introduction of an adjustable productivity is not beneficial. The second generation of EA888 motors potentially delivers more hassle, but part of the engines problems are solved by replacing the piston group under warranty or within the framework of post-warranty repairs. But be that as it may, the Motors of the EA888 appreciate not for a huge resource, but for a combination of thrust, a huge reserve for forcing, good economy and maintainability.

EA211 engines definitely managed: 150-strong CHPB motors, CZDA and CZEA turned out to be very reliable. Until 2014, the CHPB series engines were put on Q3, and since 2014 - CZDA motors without a system of disabling two cylinders, with a simpler and reliable timing. On more new CZEA motors there is an ACT system that turns off two cylinders on a low load, which slightly improves efficiency, especially when working during stopping with air conditioning on.

Pump with thermostat 2.0

price for the original

12 420 rubles

On the peculiarities of this motor, we have already been told repeatedly: an aluminum block, cast-iron sleeves, an exhaust manifold in the CBC, a double thermostat in a block with a pump and belt drive timing. The main complaints of the past generation of Motors 1.4 TSI EA111 series eliminated, and the Motors of the EA211 series quickly warm up, there is no unreliable timing chain in them, and the timing of the timing belt with a resource is 120 thousand kilometers and cheap replacement turned out to be successful. SBEE B. fuel apparatus Until 200-250 thousand kilometers almost does not happen. Unless, of course, a mixture of gas condensate is not pouring into the tank directly from the well and straight-rich gasoline.

Since the engine design is quite complicated (especially in version with AST), then the failures are still likely. Usually, the electrician becomes the cause of their cause, but sometimes brings the pump-thermostat, which has a plastic case, after which it flows. But the price for such a large detail is rather gentle even in the original, and its average resource is 80-120 thousand kilometers.

To run 150 thousand most often have to change only the pump, which was often done under warranty. Sometimes with minor mileage, faced with a low oil consumption, which goes to running in 50 thousand. Moreover, if you change the oil every 10 thousand kilometers, it is completely immeasured. Otherwise, this is a really beautiful motor with quite sufficient and impressive economy.

We, and separately talked about problems with the piston group, and separately - about the rest of the "little things", which annoy the owners from the very exit of these cars with these engines. Ten years of work "Beta Testers" for the fans of the brand were not in vain: the motors were more reliable, and the owners of the machines are savings in matters of warranty and repairs.

The second generation of motors, which was installed on Q3 to restyling, can still suffer with an increased oil appetite, but quite strong and providing the owner freedom in choosing tuning and possible improvements. In the "right" hands, the motor is likely to be brought to a reasonable "ideal". Such an engine oil will not be, but the risk to evaporate to the "killed" the balancing shafts and the GDM are preserved in full. Especially when runs for one hundred thousand kilometers, which for the release machines until 2014 is quite normal.

Even serious tuning resource This motor does not significantly reduce: a piston group while maintaining mobility piston rings And the absence of oil appetite can pass more than 300-350 thousand without much wear. Earlier repairs are usually caused by damage due to detonation, progarov pistons and similar trouble. By the way, the repair of motors is well mastered, for which you need to say thanks to all the problems with Piston and Tim.

The third generation has a significantly processed GBC design, made according to the sample of Motors of the EA211. Motors are distinguished by the presence of an AST system, a thinner and lightweight block of cylinders, lighter crankshaft adjustable by the oil pump and a number of changes in the timing. The piston group is successful here, and here's the fact that the motor has become more economical, can be considered almost miracle, because the past generation has shown excellent results.

But from the point of view of the resource there are certain difficulties. Facilitating the piston group and crankshaft did not benefit reliability. Adjustable Maslonasos contributes its contribution. By the way, when tuning it is trying to disable it. In the standard ECU firmware, it can only be turned off on the running period of 1,000 km, but the tuning firmware allows you to turn it off at all. You can simply remove the "chip" from the pressure sensor on the pump, and the system will work in "emergency" mode high pressureWhat, in fact, thus achieve. This "hack" is all the more recommended that the motors after one hundred thousand mileage often have inserts worn to copper, and the crankshafts are too often found.

Timing chain 2.0 TSI

price for the original

5 730 rubles

Changes in the GDM mechanism made its resource more stable. There are cars with mileage for 200 thousand, passed without replacing the chain.

There are practically no complaints about the failure of the motor to one hundred thousand run, but the statistics are not enough, and it is not worth relaxing. When buying a car, everything is also worth checking for the breaking of the inlet, and the timing is for the presence of extraneous noise during cold start. In the signs of using tuning firmware or "iron", it is also worth checking the oil pressure, the backlash of the turbine and thoroughly dig in the logs of the motor and the box.

conclusions

For the modern premium car Audi Q3, at the cost of operation, it looks very good. The crossover is almost at the level of colleagues on the PQ35 platform, but at the same time it is noticeably better equipped and pleases with high quality performance. If a normal Golf. It seems to you too weak and simple, then Q3 is a good choice. Practical.

And at the same time, do not expect a magical combination of sportiness, comfort and special attention to detail. All this is in premium cars class above, but the Q3 in addition to practicality there is only a brand. True, prestigious.

Would you get q3 with mileage?

Good afternoon, dear Carseers!

I noticed that there was nothing really written on this resource. car Audi. Q3 from Anytime. Prepared low review After the trip on this crossover. Let's briefly might at the main moments. I apologize in advance from readers that the car is dirty. So let's go!

Controlness and suspension

The car is very confident and steadily on the road. Clear steering Does not require girlfriends on the track speeds even in the presence of a gauge. Short steering Reika Promotes convenient manageability and at low speeds, you do not need to be "sweeping" on the steering wheel, as they say.

The suspension is quite comfortable and elastic, but the passage of "lying policemen" and the transverse pits is quite felt. It does not have to choose from: either good handling, or a soft and comfortable suspension. But, in my opinion, VAG engineers found optimal balance Controlness and comfort.

1.4 TFSI + DSG6

Oh ... this couple on autofors was paid so much attention. I will bring my words about this and me. In my opinion, this bunch is optimal for this car. The only thing that may not be missed is the Quattro branded full drive. Yes, Audi Q3 from Anytime front-wheel drive.

Preselective robotizer box dSG transmissions (DQ250) works very clearly, without jerks. In sport mode, it works for all 120%. After read the forums were afraid that they would be drong, jerks when switching. But I sincerely liked DSG. Six steps enough absolutely at all speeds, good of this version of the DSG - where the clutch is located in the oil bath, which adds reliability, the same can be bought in the snow.

For comparison: robotic box With two clutches, which is placed on Smart Fortwo or Smart Forfour, the eminent company GETRAG behaves much worse, sharp and less comfortable.

The engine also left positive impressions. In this Q3 installed the TFSI motor with a 1,4 liter working capacity by 150 horse power and torque 250 N * m.

With a calm ride in the sports mode of transmissions, the dissertation and rustle of the turbine are heard, a very fascinating sound. As if the little Boeing flies under the hood. The engine is absolutely enough in urban mode of operation and at the Moscow Ring Road. But at speeds above 120, you already need to calculate overtaking, the engine is "blown away." In my opinion, the engine has enough engine, it would be more powerful engine - there would be more fines!

Equipment and interior

Grade, as I understand it, initial. Fabric interior with comfortable chairs, leather steering and Handle RCPP. Unfortunately, only air conditioning, and not climate control. Heated front seats. Music, by the way, so-so.

Liked the bixenon headlights of the head light and the rear LED. Shoot perfectly, and not in vain from architecture of Audi headlights Many fans: look gorgeous. There is also plagule washers - a very useful thing, especially in such dirty weather. But the washing fluid is likely to leave quickly.

In the cabin sit comfortably, spacious. This is especially noticeable to me, since the growth is 195-196 centimeters. The back from long driving does not get tired and does not count, the seats are good.

On the central torpedo, the MMI screen is installed, which can be manually closed and open. For such money could make an electric drive.

There are no complaints about ergonomics, everything is as usual in Germans. I really did not like that for tilt the back, you need to turn the handle on the side of the seating, as on the old Volkswagen or on the same Skoda Octavia.

Question 004:
Q:What oil is filled into DSG?
A:For convenience, we formulated a response in the form of a table:

Question 006:
Q:What is the difference between mechatronics?
A:Each DSG type has its own type of mechatronics. Mechatronics from different types of DSG are not interchangeable. Moreover, for some types of DSG there are several generations of mechatronics, which also differ from each other. And for each type and generation of mechatronics, there are many versions of software designed for various engines and different gear ratios in KP. In some cases, the mechatronics of the same type can be reprogrammed (reflash) to install on different cars. Read more about the firmware you can read.

Question 007:
Q:What DSG is better / safer?
A:There is no unambiguous answer to this question. Each DSG has its advantages and disadvantages. And the duration of "life" of any DSG largely depends on the conditions of its operation, like:
- ambient temperature. All DSG does not like overheating, it usually concerns DSG with "dry" clutches in which the mechatronics has a separate oil circuit and no cooling;
- Movement mode. For those who spend several hours every day in traffic jams, the chances of coming to replace the mechatronics more than those who are mainly driving on the highway on long distances;
- Driving style. Fans of "give an angle" and "light on the traffic light", the probability of getting the replacement of clutch and differential, much higher than those who prefer a quiet ride.

Question 008:
Q: I have a DSG7 0am.Do I need to switch the selector to neutral when you stand on the traffic light or in a traffic jam?
A: No need.Unlike conventional mechanical KP, in DSG7 0am, the clutch is normally open. And it closes only when the mechatronics begins to push the squeezing rods. When you (or autochold) by pressing the brake hold the car in place, the clutch rods of mechatronics are removed and the clutch is open. Accordingly, no load on the CP or the clutch is not transmitted. In what position does the selector handle - it does not matter.

Question 009:
Q: Over time, jerks appeared when switching transmissions. Previously, the car drove normally, the switch was smooth, but recently There were jerks and shocks when switching transmissions. Is it possible to fix the reprogramming of the ECU of the box (software update)?
A: No, it is impossible. Software cannot with the time "spoil" and serve as the cause of the wrong operation of the CP. If the car previously traveled correctly, and then stopped, then the problem lies in the hardware, and not in the software.
Mechatronics reprogramming can only help if the mechatronics changed and installed a block with incorrect software. You can read more about reprogramming.

Question 010:
Q:How to find out the software version in mechatronics?
Question 011:
Q: DSG7 shift knob is blocked in position P, how to unlock it in order to switchbox in neutral?
A: Brief instructions for unlocking the DSG7 0am selector.


Question 012:
Q: Does the oil change help in Mechatronics DSG7 0am (0CW) to remove "Pinkies" on gear shifts?
A: No, it will not help. Such malfunctions are eliminated by the repair of the hydraulic part of the mechatronics. In the initial stages, adaptation (basic installation) can help, but rather as an exception than the rule.




Question 014:
Q: After replacing the mechatronics DSG7 0am, in the event recorder hangs errors "06247 P1867 - data bus drive no messages from the electronics of the steering column - J527" and "06227 P1853 The data bus is an unreliable message from the ABS control unit". How to remove them?
A:You need to reset information about the installed components (steering wheel switches, electric parking brake, etc.). To do this, you need to make a basic installation on the channel 69. After executing the basic error setting, go from the "constant" state to the "sporadically" state and can be removed.

When using VCDS (VAG-COM, Vasya-Diagnostic, etc.):
"02-KP electronics" -\u003e "Bases. Parameters - 04" -\u003e In the "Group" field, enter the value 69 -\u003e Press "Read".

When using POVAS-PC:
"Self-Diagnosis" -\u003e"02-electronics KP" -\u003e "006-basic installation"-\u003e In the "Group" field, enter a value of 69 -\u003e Press "Q".

When using POOdis:
"Self-Diagnosis" -\u003e"02-electronics KP" -\u003e"Basic Installation" -\u003eEnter the value of 69 -\u003e Press "Channel Select".

After the basic installation, you should clear the event registrar.


Question 015:
Q:Hoody DSG7 0am M DSG7 0CW - Almost the same transmissions (DQ200 family), is there any difference between mechatronics installed on them?
A:The main differences are physical and software changes in the electronic control board. In particular, 0CW fees are biting to the car immobilizer system. In more detail about the differences in Mechatronics 0am and 0CW, you can read.

Year of issue: 2015

Engine:2.0 (180 l. P.) PPC: R7

The flour of choice, as such, was not. Just wanted a reliable, famous German crossover. And needed a compact car. At first, I was leaning towards the BMW X1, but Q3 hooked me more sharply, but inside it somehow more interesting than the "Bavarian".

Especially stylish, of course, the front of the crossover looks. Stylish headlights, LED "liner" DRL. In general, Audi looks porous.

It is worth being inside the car, then you immediately understand that it is even the initial, but still a premium class. This confirms the edging from the present metal. Having pleased the quality of the skin and Alcantara.

I am glad and crashing "from the bowel" torpedo full-fledged monitor, and all manipulations are made using a metal joystick. At first, he seemed not very convenient for me, but gradually got used to it. The main thing is that the menu is understandable and simple.

In my opinion, the steering wheel is too burdened by a huge number of buttons with which you can control and on-board computer, and music, and cruise. It seems simple, but still confused.

Now that concerns technical Stage. A preselative robotic gearbox is installed on Audi Q3, the one that with two clutches. And it is called s-tronic. Oh, and much I didn't care about this transmission. After all, in fact, S-Tronic is the same scary-terrible "Foltsevskaya" DSG. This "robot", firstly, 7-speed, and secondly, it is equipped with a "wet" clutch (disks "bathe in an oil bath). So, I think, he will not be delivered to me any problems, it is necessary only in a timely manner, according to the regulations to change the oil. And all the horror stories told another, "dry" box DQ200. Here with her really had big problems. But this transmission went to the budget "vagos" cars.

If you compare the "robot" with a conventional "automatic", then it will accelerate the car much shunter, and the transmission clicks at all noticeably. This happens very quickly and gently.

Now O. full drive. From the very beginning, a loud nameplate Quattro was misleading. It is clear that Q3 is just an urban crossover. Therefore, the system of full drive is appropriate. It is implemented through a multi-disc clutch called Haldex. The rear axle is constantly leaving 10% of the moment, and if necessary, the percentage increases to 50. But it happens very softly, so it is difficult to notice the rear axle connection. The crossover just goes and drives where it is necessary. Still, not just so Haldex is considered to be almost the most optimal solution in full drive. Generally, quattro system Works, the main thing is not to get involved. In addition, ground clearance At 17 centimeters, it is not very helpful to the conquest of off-road.

A serious plus car is his handling. The steering wheel is very sensitive, instantly responds to manipulation. The suspension is comfortable, especially if the road cover is proper quality. For the summer put discs of the 18th radius, the car immediately became much tougher. The smallest asphalt flaws are felt.