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Very true Steve, the old ZF / Borg Warner Transmissions were pretty much faultless in days gone by, as I say, never had a problem with the units fitted to any of the BMW's I owned and they all did a fair amount of mileage, but once computers and twin clutches got involved it was all down hill from there, as for the FORD Power Shift units they are truly awful ! ... I'm sure you remember the early 70's and 80's Ford C3 and C4 gearbox which again was pretty much bulletproof, then again this was in the days of 3 and 4 speed transmissions, even my 1980's and 90's Audi 100 and A6 Auto boxes gave me no troubles at all, what went wrong ? now Audi have some of the worst reviews and comments online for their Multi-Tronic and S-Tronic gearboxes, and exactly why me and many others are on these forums sharing and trying to get diagnosis information ! But .... I love the A7 as a car, superb quality and pretty luxurious if we're talking interior fit and trim, and great looking cars, the 3.0TDi is a superb engine too if looked after and I'm sure there are owners out there who have not yet had a problem with their S-Tronic gearboxes and would probably wonder what on earth I'm going on about if they read this ( which they won't ) Just as an aside, I've heard it for many years, read untold reviews, and spoken to those I know in the trade who have travelled big distances to have their gearboxes repaired or replaced by them, I'm not in their employ or garnering any favours here when I say they are the absolute tops when it comes to really knowing Audi gearboxes in all guises, not the cheapest but certainly "The Best" if you want it done properly and professionally, the reviews online speak for themselves, MILTA Transmissions of Bristol, formerly Bristol Gearbox Centre I believe ? and there are bound to be members on here that know of them such is their reputation and knowledge with all things when it comes to Audi Gearbox problems, it's where I will be going if my fault turns out to necessitate ANY internal gearbox work, these units need technicians that "Really" know them, not just guessing or "maybe it will fix it" scenarios. Do it right, do it once ......... Updates to follow as I know more over the coming days and weeks. PS: Not buying VCDS, I have a friendly technician who lives near me who has multiple free Vin Codes package and is going to do a full read on Friday, but thanks for the heads up on the OBD 11 Pro Steve.

Some advice please, guys n gals, I have owned a 2015 C7 AUDI A6 3.0TDI 215bhp Allroad since 2018, and have taken it from 40 K to 130K initially with main dealer servicing, and latterly the village garage (-who had previously looked after a couple of my BMW 525iX's very well). Things started going downhill, since when it has felt that the car has owned me, just over a year ago when the Audi 'threw' a diesel injector. Both that injector, and another found leaking on inspection, were cleaned and reseated, and their stripped retaining bolts' sockets heli-coiled back into the cylinder head (-and new bolts used at my insistence, given the torque-tech issue). The same problem had occurred with another injector two years before -an unsettling, but in the event, a durable repair. However, on the latter occasion, a smell of diesel persisted, about which the garage said they weren't surprised and reassured me, citing heavy prior cylinder head diesel contamination. MPG was satisfactory on a 140-mile test drive, to Bristol and back, and I set out on a trip from Worcestershire to Scotland to see a newborn granddaughter. Just short of Tebay, the steering suddenly became oddly uncertain, traffic density was thankfully low and, in drizzle at dusk, I slowed to 40mph without braking on a serendipitous stretch of uphill gradient, and gently eased the vehicle into the nearside lane, whereupon it suddenly spun anticlockwise thro 180º and then, pointing south, slammed its offside into a nearside crash-barrier along the hard shoulder, incurring modest damage to front and rear offside wings. No other vehicle was involved. Highways Agency recovered me to some nearby off M-way services, the police remarking on a strong smell of diesel, as well as noticing diesel on the road under the car. The Highways Agency recovery man complained that the diesel transferred to the soles of his boots lubricated them on the rubber pedals of his truck. I called the AA, to diagnose the source of my diesel leak, my hoping that were this identified and fixed, then I might be able to drive the vehicle home. The insurers' flatbed truck was otherwise going to take 48-72hours. The AA identified a loose (ie completely detached) low-pressure diesel return pipe as the source, then left the scene saying they shouldn't have attended a vehicle involved in an RTA. Left to my own devices, I reattached the diesel return, using a cable tie to secure it. After testing the steering on a few circuits of the now deserted services' parking lot, I gingerly headed back down an empty M6 at a sedate 50mph, my arriving uneventfully home at daybreak. A new OEM diesel return system was duly fitted and the bodywork repaired by the insurers. And then another injector reseated. The body-shop remarked upon an engine oil leak, for which a cracked offside rocker-cover was blamed and replaced. However, the oil leak persisted, and the garage fingered a leaking front crankshaft seal. They stripped off the front of the car for access, removed the pulley, replaced the seal and then put everything back together again. About 50 miles later, the Audi invited me to top-up the engine with a litre of oil... Pulling off the M5, I could see the front crankshaft seal dripping again. Reading about the subject, I noted that a £75 Audi special tool was recommended for the seal replacement job, as well as the use of some high-temperature superglue at £40/tube. I sourced a Victor Reinz OEM seal, which was handily supplied with a bespoke plastic disposable fixing tool in the box, and ordered the expensive special glue. The Seal was replaced a second time by the village garage and, at my instigation, the rocker cover CCV apparatus on the nearside bank checked for blockages. Before I could replace the car, an AdBlue System Fault advisory appeared on the instrument console with '650miles to no restart'. Diagnostics indicated an intermittent NOx sensor fault. Replacement corrected the NOx sensor diagnosis, but the AdBlue System Fault notice persisted, along with an illuminated orange engine light, further diagnostics indicating an ostensibly new 'low reductant pump pressure' fault. The AdBlue injector nozzle appeared 'as clean as a whistle'. Time for a visit to the main dealer. They confirmed the 'low reductant pressure' error, and whilst discovering that the Adblue pump is physically working, with measurable output, they suspect a defective pressure sensor, an integral part of the pump and have recommended pump replacement (£800 + Labour @ £169/hr + VAT). Inspection also leads them to suspect an ongoing oil leak, as well as a mysterious coolant leak (-pink liquid was identified in the engine 'V' as well as dripping beneath the car, where admixed with oil, it besmirched their workshop floor). Coolant level in the expansion/top-up tank was satisfactory. Another injector was leaking, btw. Divers other sundry issues were identified. They appeared quite shocked; I was sad. When I have had the AdBlue pump replaced, the ECU reset, the question of the oil and coolant leaks sorted, and the injector reseated, it will be time to dispose of the vehicle and buy a younger model. For various reasons, I genuinely need an A6 Allroad, so the choice lies between another slightly later (eg 2018) low mileage (eg 30K) C7, or a somewhat higher mileage C8, my planning to spend £25-30K. Fortunately, I do not need to sell the good sense of this to a significant other. So here's the question: how much of this tale of woe is down to recognised age-related C7-specific problems which I might avoid with a C8? Or might a leap into an even more technologically complex' C8, whilst avoiding groundhog-day, be a frying pan-fire job? Either way, I'm thinking entry level, not biturbo. Obviously enough, I'm posting this in both the C7 and C8 forums. I look forward to folks' opinions and considered advice. Thank you, Chris Poole

Hi everyone . My first post on here . I own a 2014 A6 3.0tdi and have had nothing but problems since I bought it a year ago.So far I have replaced the injectors and egr valve and oil cooler. Now the turbo electronic actuator has packed in.I had already replaced the turbo with a reconditioned one and this has also failed with the same problem less then 2000 miles of use. I have spoke to my mechanic who is an Indy specialist and he has advised me to get my old turbo reconditioned and a tutor replaced and set up but unfortunately the turbo special to I was recommended has said that he can’t do these turbos as he can’t get the pats for them . Now with the prospect of having to fork out a over £5000 for a fitted turbo I am wandering if I can just remove the actuator and replace it with a plug and play one ? Has anyone had experience with doing this themselves ? TIA Graeme

Some advice please, guys n gals, I have owned a 2015 C7 AUDI A6 3.0TDI 215bhp Allroad since 2018, and have taken it from 40 K to 130K initially with main dealer servicing, and latterly the village garage (-who had previously looked after a couple of my BMW 525iX's very well). Things started going downhill, since when it has felt that the car has owned me, just over a year ago when the Audi 'threw' a diesel injector. Both that injector, and another found leaking on inspection, were cleaned and reseated, and their stripped retaining bolts' sockets heli-coiled back into the cylinder head (-and new bolts used at my insistence, given the torque-tech issue). The same problem had occurred with another injector two years before -an unsettling, but in the event, a durable repair. However, on the latter occasion, a smell of diesel persisted, about which the garage said they weren't surprised and reassured me, citing heavy prior cylinder head diesel contamination. MPG was satisfactory on a 140-mile test drive, to Bristol and back, and I set out on a trip from Worcestershire to Scotland to see a newborn granddaughter. Just short of Tebay, the steering suddenly became oddly uncertain, traffic density was thankfully low and, in drizzle at dusk, I slowed to 40mph without braking on a serendipitous stretch of uphill gradient, and gently eased the vehicle into the nearside lane, whereupon it suddenly spun anticlockwise thro 180º and then, pointing south, slammed its offside into a nearside crash-barrier along the hard shoulder, incurring modest damage to front and rear offside wings. No other vehicle was involved. Highways Agency recovered me to some nearby off M-way services, the police remarking on a strong smell of diesel, as well as noticing diesel on the road under the car. The Highways Agency recovery man complained that the diesel transferred to the soles of his boots lubricated them on the rubber pedals of his truck. I called the AA, to diagnose the source of my diesel leak, my hoping that were this identified and fixed, then I might be able to drive the vehicle home, safely. The insurers' flatbed truck was otherwise going to take 48-72hours. The AA identified a loose (ie completely detached) low-pressure diesel return pipe as the source, then left the scene saying they shouldn't have attended a vehicle involved in an RTA. Left to my own devices, I reattached the diesel return, using a cable tie to secure it. After testing the steering on a few circuits of the now deserted services' parking lot, tyres dry and diesel dissipated, I gingerly headed back down an empty M6 at a sedate 50mph, my arriving uneventfully home at daybreak. A new OEM diesel return system was duly fitted and the bodywork repaired by the insurers. And then another injector reseated. The body-shop remarked upon an engine oil leak, for which a cracked offside rocker-cover was blamed and replaced. However, the oil leak persisted, and the garage fingered a leaking front crankshaft seal. They stripped off the front of the car for access, removed the pulley, replaced the seal and then put everything back together again. About 50 miles later, the Audi invited me to top-up the engine with a litre of oil... Pulling off the M5, I could see the front crankshaft seal dripping again. Reading about the subject, I noted that a £75 Audi special tool was recommended for the seal replacement job, as well as the use of some high-temperature superglue at £40/tube. I sourced a Victor Reinz OEM seal, which was handily supplied with a bespoke plastic disposable fixing tool in the box, and ordered the expensive special glue. The Seal was replaced a second time by the village garage and, at my instigation, the rocker cover CCV apparatus on the nearside bank checked for blockages. Before I could replace the car, an AdBlue System Fault advisory appeared on the instrument console with '650miles to no restart'. Diagnostics indicated an intermittent NOx sensor fault. Replacement corrected the NOx sensor diagnosis, but the AdBlue System Fault notice persisted, along with an illuminated orange engine light, further diagnostics indicating an ostensibly new 'low reductant pump pressure' fault. The AdBlue injector nozzle appeared 'as clean as a whistle'. Time for a visit to the main dealer. They confirmed the 'low reductant pressure' error, and whilst discovering that the Adblue pump is physically working, with measurable output, they suspect a defective pressure sensor, an integral part of the pump and have recommended pump replacement (£800 + Labour @ £169/hr + VAT). Inspection also leads them to suspect an ongoing oil leak, as well as a mysterious coolant leak (-pink liquid was identified in the engine 'V' as well as dripping beneath the car, where admixed with oil, it besmirched their workshop floor). Coolant level in the expansion/top-up tank was satisfactory. Another injector was leaking, btw. Divers other sundry issues were identified. They appeared quite shocked; I was sad. When I have had the AdBlue pump replaced, the ECU reset, the question of the oil and coolant leaks sorted, and the injector reseated, it will be time to dispose of the vehicle and buy a younger model. For various reasons, I genuinely need an A6 Allroad, so the choice lies between another slightly later (eg 2018) low mileage (eg 30K) C7, or a somewhat higher mileage C8, my planning to spend £25-30K. Fortunately, I do not need to sell the good sense of this to a significant other. So here's the question: how much of this tale of woe is down to recognised age-related C7-specific problems which I might avoid with a C8? Or might a leap into an even more technologically complex' C8, whilst avoiding groundhog-day, be a frying pan-fire job? Either way, I'm thinking entry-level, not biturbo. Obviously enough, I'm posting this in both the C7 and C8 forums. I look forward to folks' opinions and considered advice. Thank you, Chris Poole

Hi I've just changed to a Q5 3.0tdi from my A6 I changed because of access problems on the A6 .old age.coukd anyone give me advice on servicing requirements it's a 2015 with 35000 miles on the clock

Hi need location of exhaust pressure sensor on my 2008 b7 3.0tdi asb quattro avant acquired car through family needs some love am gradually going through it’s problems this is just one of many appreciate any help with this. Thanks Sg.

First long journey for a while in my 2012 A6 S-Line 3.0TDI Avant, which I've owned for 9 years. Strange happenings on my satnav. Have established a route from Norfolk back to Kent, it worked fine for the first hour or so then started wanting to divert me all over the place because of 'road closures' that simply did not exist. My wife had Waze going on her phone beside me to reassure us there were actually no problems at all en route. The map showed where we were, no problem with that, it just wanted us to go anywhere but the direct plotted route. In the end when I had finished the first section of the journey and knew the way home from there, I cancelled the set route. It was as though the satnav suddeny started reading loads of historic data about closures. I presume the Highways traffic system wasn't transmitting all this nonsense! Anyone seen anything like this? Is there perhaps a 'reset' option that will clean up the Nav system back to factory defaults? While I'm on, does anyone happen to know of an Ebay seller who can supply a map update for this car? I tried a few a while ago but none of them could do it.

Hello everyone, I'm starting a fresh thread here because I have dabbled in a few existing threads which are not 100% relevant to my issue(s). I have a 2012 A7 3.0TDI 242bhp So where do I start, well here; 1 ACC and start/stop error message flagged up some mornings, I could stop and restart the car no problem and message would go away. Assumed battery on the way out, so got a new battery. 2. more serious error messages started flagging up and battery voltage would drop over night, so fitted new battery. This didn't work and even new battery was still draining. When the engine was running (before total failure) voltage was a decent 14.5v or so with engine running so thinking was alternator ok. 3.Assumed power losses were due to not coding new battery and the energy management system was draining it, so bought VCDS to code battery in. Did this but this still didn't solve problems. 4. Even attaching jump leads car wont start at all now, gearbox malfunction message prevalent, took new battery out again to recharge, thinking low voltage could still be an issue, reinstalled with healthy voltage but all error messages still showing, now even more error message showing up tmps, garbox malfunction, stability program, etc etc. 5. VCDS will not communicate with car now, VIN not recognised by software. 6. Charged up old battery as a matter of interest and found out it has been holding 12.73v for 5 days now so it was never at fault.. So what is the problem?? 7. Assuming now not a battery fault, (now that I cant get car started battery doesn't seem to go flat) I looked again at various forums and issues. Looked at central gateway module under back seat sprayed contact cleaner on circuit board in the hope that that might be the issue, have no way of checking if a fault here as VCDS doesn't work, but still same errors everywhere and car doesnt start, so not the issue (does anyone know if the gateway module which appears to have two plugs on it unplugs? one plug is easy the other I couldn't unplug and I really didn't want to break anything (more)). Now thinking it could be the gearbox sensor that I've heard about. so this is where I'm at.. Has anyone else had this sequence of issues? if so how was it fixed? Thanks everyone.. Paul.

Hi everyone this group looks really helpful I’ve got 2015 a6 avant 3.0tdi I’ve had engine light on and glow plug light flashing faults showing are dpf related they will clear but come back on again I’ve not had a dpf light come up on dash to tell me the filter is blocked Not noticed a regen recently so tried to force one but it say can’t do it for safety reasons anyone got any ideas or bad similar problems

Hi Anyone else had any problems with a 2018/19 audi q7 3.0tdi with the 48v hybrid system with gearbox/hesitation issues which results in loss of power ??

Hi everyone. My name is Panos, originally from Greece but living in Essex for the last 10 years. Bought for myself a 2007 A6 C6 Avant 3.0tdi LeMans edition about a week ago. So far I'm loving the car. I've pretty much Owen Japanese sports cars until now but having a young daughter and a dog I had to sell my 350z because it was very unpractical for obvious reasons. Although not very new to VW group as my missus own a 2010 VW Tiguan Rline for the past 4 years. First I want to say I'm impressed with the quality of the car and how it drives. Hopefully I will be impressed with the reliability as well. Only a couple little problems to sort out but otherwise the car is perfect. I'm sure I will find any help I need here. Nice to meet you all and looking forward to talk to you guys.

I know, it looks bad, although the forums get plenty of views its just the participation that is lacking at the moment. Did a quick search (within the forum search bar) for 3.0TDI problems and mapping....hopefully some useful info in amongst them https://www.audiownersclub.com/search/?&q=3.0tdi problems&search_and_or=or&sortby=relevancy https://www.audiownersclub.com/search/?&q=3.0 tdi mapping&search_and_or=or&sortby=relevancy

Hello, Thanks in advance for any help. I have an Audi A5 3.0TDI Auto FSH including gearbox oil at 50k (now on 100k) have had the car 3.5 years and never had any problems recently when the engine is stone cold and the weather is cold outside seems anything less than about 5 degrees, when you start the car and leave it running in N it’s fine ticks over as normal no problems, if you start and try and drive off immediately it pulls away fine but when you come to a stop after anything less than a few mins (before it’s warm) it feels like the car judders as the revs drop and when you come to a stop it cuts out but restarts straight away as normal, and is fine but will do it again if you try and stop again before it’s warmed up, usually after 2/3 mins the engine is fine and the issue goes, no other issues are present, still full power, no lights, it’s literally when car and outside is cold and for the first couple of minutes. has anyone got or had any issues similar if so what was the problem? thank you Sam

Hi All, I am a new poster to this group and was just after some feedback / advice from owners. I recently picked up a 2011 Audi A4 Avant S Line 3.0TDI Quattro. Lovely car but I am already finding that the MPG figures were well under what I had expected. Don't get me wrong I wasn't expecting to be pulling in 55MPG or anything, but I am lucky to be getting 35MPG at the moment and that is driving it very cautiously. Its a 61 litre tank, after doing 84 miles I thought I would top it up to see what I had used, 13 litres! That's around 30MPG by my reckoning and I haven't drove it quickly either (I wanted to see what returns I could get and I'm past the days of racing)! I do a lot of motorway miles so was hoping for a lot better than that. Does anyone have any advice on how I can try and improve these figures? Or should I be expecting this? I bought it as a bigger family car but was expecting to be returning around 40-45MPG day to day and I am worried if this carries on it will cripple me! I look forward to any feedback or advice you could give me. Cheers, Shaun

So I’ve had a few problems with my Audi A4 B8 2008 3.0TDI Quattro which I decided to tackle this weekend but have been left very frustrated. The first problem I need help with is my headlights they no longer move up or down and are stuck in the low position and can’t see much as they pointing at the floor, so I checked the sensor on the front passenger side suspension and the arm has snapped, I took it off yesterday to get the part number which I have now ordered but I’m also getting a message on the computer cluster saying Headlight range control defective so I connected my computer up and it says the module has gone part number 8K0907357B plus when I move the arm up or down on the suspension the lights do not move with the arm, checked the internet for the location of the module and can’t find nothing but the B6 and B7 models which is behind the glove box so I took a punt that mine was there and to my surprise it wasn’t so does anyone know where this is located so I can change that? My second problem is my MMI system the whole system will switch off after about a minute for about 5 seconds then come back on, the screen stays on but everything else freezes ie parking sensors, sat nav, Bluetooth, phone, radio, CD player everything basically then comes back on. I hooked my computer up to the car and it says it’s the interface box part number 8T0035729N. When I put the part number into eBay it says it’s the MMI multimedia interface control module again can’t find any info on the internet where this is located, I’ve done a forced reset but the problem still persists. I’ve checked the boot where the sat nav and amp is located and it’s not there I’ve checked behind the glove box and only the Bluetooth and iPod modules are kept there so haven’t a clue where that is located. I was thinking about purchasing a MOST fiber optical loop bypass and then was going to bypass the interface control module to make sure it was the module as I’ve seen they are expensive and not sure how accurate my computer is. I’ve spent most of my day trying to find both modules and have been left frustrated so any help on either would be appreciated so I can check them out tomorrow, I’ve never signed up to forums before as I’ve always found what I’m looking for on the internet but spent hours on these and have given up now. Thanks buys, byron

Ive owned my a6 for 3 years and i thought i will document here all mods/fixes/problems/etc on one thread. I have lots to put on here so it will take some time but please comment/ask and advise if you know anything that i dont :) The car is great!!! Audi only made 1000 of 3.0tdi lemans and as far as i know there are around 200 left ... they produced 15 in late 2006 so there is a chance mine is one of the first ever made :) https://www.google.co.uk/amp/s/www.autoblog.com/amp/2006/07/19/audi-commemorates-r10-tdi-win-with-a6-le-mans-edition/ It has 122k on the clock now and runs like new. It has full sline spec + le mans , ambient light, bose, storage pack, 19" lemans wheels, sport suspention, and its finished in daytona grey pearl

Hello I finally own a q5 3.0tdi and its a lovely car. Old model 2009 but its still a audi haha. Recently bought it from a dealer near me and luckily for me I have a decent mechanic who looks after all my vehicles. Due to recent problems with the dealer I decided to have the vehicle fully inspected. A few problems have come up and the dealer is quite happy to fix those problems aslong as I can identify everything he requires. Dont ask why but I dont trust his mechanic so I want to make sure I can get all this sorted. Few Error codes from diagnostic : 00955 - Key 1 Lower limit not reached 00256 - AC Pressure temp sensor 02242 - Re lid Lock Button 00457 - AC electronics Control /J519 02615 - Fuel Cap thingy Please correct me if I am wrong the AC errors can be fixed with re-gassing system ?, Rear Lid Lock Button ghost fault ?, Fuel cap ghost fault as works fine?, Key 1 and Key 2 new batterys ? Im not so worried about these but any advice would be appreciated. Now the faults im more concerned about are the physical parts from viewing underneath the vehicle which I do need help identifying. Unfortunately my mechanic is away and cant get hold of him lol. I have attached photos to this and would greatly appreciate some help with it. The main things that I have already told the dealership is a Service, DRL N/S headlight and MOT( Ball joints need doing). A couple of them I already know but in the photos the first 4 im not sure what that is and the 3 last photos im not sure either. thankyou

Hi my a5 was code red the other day and has some faults stored on the ecu. The heater plugs are not working. Suspect the relay. Also the egr was on there to possibly failed or blocked. What i want to know is would the regen cycle stop because of these faults stored, causing the dpf to block up. Im going to have alook further into the egr and then take it off an clean it if the flow is insuffient. Just not sure about the glow plugs if this would stop the car regening

My a5 has developed a crunch in 3rd gear. Its a manual. Is the syncro in the gearbox a common fault on them? Also does anyone know the gearbox code

Hi! Joined the forum as I've recently replaced the old Audi with a new Audi! I've gone from a '02 Audi A3 1.9 TDi 130 to a '07 A6 Allroad quattro. It's a Hell of a upgrade! ... and it's broken. So I'm here to hopefully look for some answers as googling has brought me plently of information but more questions than answers. But shortly before the problems began I installed a bluetooth converter to the MMI 2G High system so I'm happy to answer questions about that if anyone hasn't given it a go yet. Glad to be here and hello! Ben

Howdy all! I owned an A6 C6 avant for a couple years a while back and loved it but the transmission failed :( Such a beautiful smooth ride even for a 2007 car. I moved from that to a BMW E90 325i which gave me nothing but horrible issues, so thats finally gone. I scrapped it for £250 just to get rid of it, I have a nissan quashqui im trading in for this car. I hate the quashqui (2007 model) So now buying this car this weekend, its had a cambelt changed, low mileage, very good spec as its a LeMans edition. Ive been doing research and cant see any major issues with this engine or model, it mainly seems to be the 3.0tdi or v6/v8 cars that have problems. What do you think and what should I look for when viewing the car? Also It has a little bit of wear internally but i not worried about that as I can fix it. One other question though... Can this be fitted with an AMI bluetooth streaming device? I think from research its the 3G Low MMI system. Car is under £6k so seems a great deal, slightly lower price due to a small dent on passenger door, which im not to concerned about, ill try to fix this myself. Its not really noticeable. https://imgur.com/zP8NliC https://imgur.com/U7kSMuM https://imgur.com/1qwrog3 https://imgur.com/8ed89my https://imgur.com/V0LywpO

Looking into replacing the C5 2.7t with a C6 3.0tdi, both Allroads, but not looking forward to timing chain or transmission problems, so I'm a bit worried and hoping for some of you taking away doubts I have (or confirm, but I hope not). I know the CDYA engine has improved timing chains and tensioners, and regular oil changes help too, but I've read they can still fail; wondering if anyone here has ever had their facelift engine 'go bad'? And, for some reason Audi decided to mate a 6HP19 with this engine, I've read the box can handle up to 400Nm, but the engine makes 500Nm... near 600Nm once remapped. Also read that the 6HP can lock up in any gear, improving mileage but causing faster wear of the clutch packs; also read it's the small 19 casing, but 'with heavier internals', to me that's all a bit conflicting and vague. Anyone here had problems with their transmission after a remap?

Hi all. I've just introduced myself in the new members area but thought i'd post my question to try and get to the bottom of my problem. I have a 54 reg A6 3.0TDI which i have owned for nearly 2 years and to be honest it's been in the garage for at least a third of that time. My problems started with the MIL light coming on occasionally but the car still drove fine. It then suddenly lost all boost and went into limp home mode. I took it to my local garage who plugged it in and cleared the codes for me. It did it again the following day so i bought a cheap fault reader. It was rather sporadic and could go weeks without it happening at all or do it 3 times in an hours journey. Long story short when it got to the point where it wasn't clearing i bit the bullet and had a new turbo fitted. The code i'm getting is P0046 - turbocharger/supercharger boost control solenoid A circuit. I've done loads of research on this on the net with no definitive answer. I've replaced the turbo and actuator, boost sensor (twice), pressure switch and recently the MAF sensor and i'm still getting no boost. I believe it has been remapped at some point. I've stopped using it as of last august as it's just painful trying to get up the hills on my way too work and looking to sell the car but would obviously rather sell it working than not. Has anyone had any similar problems or have any ideas on where my next step might be. I've gone from loving this car to hating it. Thanks in advance Darren

Not sure what do you mean by B8 ? On a6 c6 Yes . The 2004-2006 BMK 3.0tdi has these problems In 2006 they relised a revised unit ABS 3.0tdi they they improved injestors and injectors. And the 2009 facelifted engine was even better Chain wasnt the issue , top tensioners it what the problem is . But the "chain" is a problem in all audis... 3.2 and 4.2 petrol had issues . Ive been reading on forums that 2011-2013 audis had issues with the chain as well...

Ok so in c6 you have 3 types of 3.0tdi 2004- 2006 - BMK engine mostly relible but is known from injector problems and timing chain rattle as the top tensioners are weak Late 2006 - 2008 - ASB engine improved injectors and timing chanin issues resolved ( better but not perfect ) And then 2009 facelifted 3.0tdi that is an improved unit .