Recalls: Audi 8F7 A5 Cabriolet
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls: Audi 8F7 A5 Cabriolet
Audi 8F7 A5 Cabriolet 3.0 TDI: brake servo failure
In August 2014, a recall was issued for Audi 8F7 A5 Cabriolet vehicles with 3.0-litre turbo-diesel engines. In these vehicles, engine oil may enter the brake servo via the vacuum lines. If this occurred, the diaphragm in the brake servo could rupture and cause the brake servo to fail. As a result, stopping distances may be increased, posing an accident hazard to occupants and other road users (PRA 2014/14280).
2011-12 Audi 8F7 A5 Cabriolet 3.0 TFSI: fuel leak and fire hazard
In January 2015, a recall was issued for Audi 8F7 A5 Cabriolet models with the 3.0 TFSI engine that were manufactured from April 2011 up to and including April 2012. In these vehicles, a fuel leak may occur at the connection between the fuel rail and the injector. If this occurred, the owner may detect a fuel smell from the engine compartment and leaking fuel could pose a fire hazard in the presence of an ignition source. As part of the recall, the fuel rail was to be replaced and a reinforced retaining bracket fitted (PRA 2015/14530).
2012-15 Audi 8F7 A5 Cabriolet 2.0 TDI: NOx emissions and “defeat device”
In October 2015, Audi Australia issued a recall for Audi 8F7 A5 Cabriolet vehicles with 2.0-litre EA189 diesel engines that were available for sale from 2012 to 2015. According to the recall notice, the exhaust emissions for these vehicles ‘may not meet regulatory requirements when the affected vehicle is driven under normal conditions’ (see ‘Diesel engines: NOx emissions “defeat device”‘, below). For the 2.0-litre EA189 engine, a software update will be introduced which takes advantage of improved simulation of air currents inside the air intake system. Volkswagen aims to implement the software update from January 2016; the labour time for installing the updated software is around half an hour. Owners could determine whether their vehicle was included in the recall by using a VIN checking tool at audi.com.au (PRA 2015/14956).
2011-16 Audi 8F7 A5 Cabriolet 2.0 TFSI: coolant pump may catch fire
In May 2017, a recall was issued for Audi 8F7 A5 Cabriolet vehicles that had 2.0-litre turbocharged petrol engines (Audi’s ‘2.0 TFSI’) and were manufactured from 2011 to 2016. In these vehicles, foreign particles in the coolant could cause a blockage in the additional coolant pump and cause the pump to overheat. In isolated cases, the overheated coolant pump could catch fire if it were not repaired. For the VINs of the recalled vehicles, please see PRA 2017/16068.
2011-16 Audi 8F7 A5 Cabriolet 2.0 TFSI: overheating of additional coolant pump
In June 2018, a recall (campaign number 19N3) was issued for 2011-16 Audi 8F7 A5 Cabriolet 2.0 TFSI vehicles. In these vehicles, moisture could enter electronic components, causing overheating and failure of the additional coolant pump. The overheating could cause localised smoulder damage to the components which, in some cases, could cause the vehicle to catch fire. For the VINs of the recalled vehicles, please see PRA 2018/16842.
Audi 8F7 A5 Cabriolet: Takata airbag recall
In August 2018, a recall was issued for Audi 8F7 A5 Cabriolet vehicles. The Takata driver’s airbag in these vehicles contained propellant wafers that could absorb moisture over time. In the event of a collision which triggered the driver’s airbag, excessive internal pressure could cause the metal airbag inflator housing to explode. This, in turn, would cause the metal fragments to be projected through the airbag cushion and into the cabin – these fragments posed a serious risk of injury and fatality. For the VINs of the recalled vehicles, please see PRA 2018/16949.
2011-15 Audi 8F7 A5 Cabriolet: heater element in air conditioner could overheat
In August 2018, recall 80C5 was issued for Audi 8F7 A5 Cabriolet vehicles that were manufactured from April 2011 to May 2015. In these vehicles, the auxiliary heater element in the air condition may fail due to overheating in the area of the connectors – this could cause smoulder damage or a fire. For the VINs of the recalled vehicles, please see PRA 2018/16956.
2013-18 Audi 8F7 A5 Cabriolet 3.0 TFSI: potential fuel leak
In March 2019, recall campaign 24DP was issued for Audi 8F7 A5 Cabriolets that had 3.0 TFSI EA837 evo engine and were manufactured between September 2013 and April 2018. In these vehicles, fuel may escape from one or both low-pressure fuel rails. In the presence of an ignition source, the fuel could ignite and pose a fire hazard; petrol fumes may also be noticed in the cabin. For the VINs of the recalled vehicles, please see PRA 2019/17395.
Problems and faults: Audi 8F7 A5 Cabriolet
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
Audi 8F7 A5 Cabrio: 7sp DL501 ‘S Tronic’ transmission – mechatronic and clutch faults
For 2008 to 2010 Audi vehicles with seven-speed ‘S Tronic’ DL501 (part code prefix: 0B5) double-clutch transmissions, there have been reports of:
- Mechatronic units that become faulty and require replacement; and,
- Premature wear of the dual multi-plate clutches that prevents them from engaging properly.
About the ‘S Tronic’ DL501 double clutch transmission
From late 2008, the seven-speed ‘S Tronic’ DL501 (part code prefix: 0B5) double-clutch transmission was introduced in Audi vehicles that had longitudinally-mounted engines – this includes the B8 A4, B8 S4, 8R Q5, 8T3 A5 Coupe, 8F7 A5 Cabriolet, 8F7 S5 Cabriolet, 8TA A5 Sportback and 8TA S5 Sportback.In the DL501 ‘S tronic’ transmission, torque is transmitted through the transmission plate to the dual-mass flywheel, and then to the electro-hydraulically controlled dual clutches which selectively operate the even or odd numbered gears.
S Tronic: faulty Mechatronic unit – ‘gearbox malfunction’ and other symptoms
Acting as the central gearbox control unit, the Mechatronic system combines the electro-hydraulic control unit (actuators), the electronic control unit and some sensors into a single unit. The mechatronic system performs the following functions:
- Regulation of oil pressure in the hydraulic system;
- Engagement of the dual clutches;
- Regulation of clutch temperature;
- Shift point selection;
- Regulation of gearbox control;
- Communication with other control units;
- Limp-home programs; and,
- Self-diagnostics.
Symptoms of a faulty Mechatronic unit include:
- Dashboard warnings such as ‘gearbox malfunction, you can continue driving in restricted mode’, ‘gearbox malfunction (no reverse)’ or similar. This message appears because clutch temperature has been calculated to be in a critical temperature range that can cause damage – around 160 degrees Celsius – and an entry will be made in the fault memory;
- Difficulty engaging drive or reverse gears (including ‘hard’ or abrupt gear shifts);
- The vehicle can only be driven in gears 1, 3, 5 and 7, and reverse cannot be engaged. Since the larger outer clutch is used for the odd-numbered gears and reverse, an inability to engage the even gears is due to an inability of the Mechatronic unit to engage the smaller inner clutch;
- The vehicle can only be driven in gears 2, 4, 6 and reverse. This indicates an inability of the Mechatronic unit to engage the larger outer clutch; and,
- ‘Hard’ or abrupt downshifts, especially when the gearbox is hot.
For these symptoms, it is recommended that the Mechatronic unit be repaired as soon as possible to prevent further damage – a Mechatronic repair kit was developed by Audi for this purpose. If further damage occurs, either:
- The Mechatronic unit requires replacement; or,
- The entire transmission (including the Mechatronic unit) requires replacement.
S Tronic: premature wear of multi-plate clutches
It is understood that the multi-plate clutches for the seven-speed ‘S Tronic’ transmission may wear prematurely and this can prevent them from engaging properly. Symptoms of clutch damage include:
- ‘Jerky’ performance where drive torque is transmitted in a stop/start or irregular fashion;
- Either of the clutches slipping;
- Loss of drive torque (in forward or reverse); and,
- Difficulty engaging drive or reverse gears (including ‘hard’ or abrupt gear shifts).
2009-11 Audi 8F7 A5 Cabriolet 2.0 TFSI: oil consumption
Affected models and engine codes
Audi B8 A4, 8T3 A5 Coupe, 8F7 A5 Cabriolet and 8TA A5 Sportback models with 1.8 TFSI and 2.0 TFSI engine that were produced from 2007 to November 2011 are susceptible to excessive oil consumption. This is understood to include the following engines –
- 1.8 TFSI:
- CABA and CDHA: producing 88 kW (120 PS) and 230 Nm;
- CABB and CDHB: producing 118 kW (160 PS) and 250 Nm;
- CABD: producing 125 kW (170 PS) and 250 Nm;
- 2.0 TFSI:
- CDNB and CAEA: producing 132 kW (180 PS) and 320 Nm; and,
- CAEB and CDNC: producing 155 kW (211 PS) and 350 Nm.
Cause of the problem: piston and piston ring tolerances
According to Audi’s response to an investigation by BBC’s ‘Watchdog’ program, production tolerances for the pistons and piston rings were too great. As a result, engine oil could get past the piston rings and enter the combustion chamber. While this response did not mention 1.8 TFSI engines, Audi issued two technical product information (TPI) bulletins which stated that modified pistons and piston rings were introduced in production from week 44 of 2011 (i.e. the first week of November 2011) –
- For 1.8 TFSI engines: TPI 2026711/7; and,
- For 2.0 TFSI engines: TPI 2024604/23.
Initial rectification measure (which didn’t work)
Initially, and as per the settlement in Asghari v. Volkswagen Group of America, Inc. et al, Audi sought to rectify excessive oil consumption by
- Replacing the crankcase pressure regulating valve, front crankshaft seal and front crankshaft bolt; and,
- Updating of the engine control module software to match the new parts.
These measures, however, failed to address the cause of the problem (i.e. out-of-specification pistons and piston rings).
Actual rectification measures
If the cylinder bores were not scored (i.e. had not experienced scratches or indentations), then the engine was to be removed from the vehicle so that the pistons, piston rings and connecting rods could be replaced. If, however, the cylinder bores were scored, then the entire engine would have to be replaced. To determine if the cylinder bores were scored, an endoscope could be inserted through the spark plug sockets to view the cylinder walls.
Audi’s policy on fixing the problem
In the UK, Audi have assessed claims of excessive oil consumption on a case-by-case basis since early 2015. To be eligible, owners must have had their vehicle ‘serviced in accordance with the owner’s handbook by an Audi Centre or other professional workshop which follows the Audi Service quality standards.’ For owners in the USA, a claim can be submitted through their dealership.
Please note that Audi’s specification for the 2.0 TFSI engines considers 0.5 litres of oil consumption every 1000 kilometres to be acceptable, and they will not consider this level of usage to be a fault.
Audi 8F7 A5 Cabriolet 3.0 TFSI: rattling noise from timing chain on start-up
In 27 April 2016, Audi issued Technical Service Bulletin 15 16 28 2039995/2 for 2011-15 model year Audi 8F7 A5 Cabriolet 3.0 TFSI vehicles. In these vehicles, rattling noises may be heard from the timing chain drive (at the back of the engine) for around 1-3 seconds after the first engine start of the day. According to the bulletin, these noises were caused by one of the upper chain tensioners, but did not lead to damage. To fix, both upper chain tensioners of bank 1 and bank 2 were to be replaced with ‘optimised’ chain tensioners. The part numbers were as follows –
- Chain tensioner for bank 1: part number 06E109218AJ; and,
- Chain tensioner for bank 2: part number 06E109217AH.
Audi A5 Cabrio V6 diesel engine: NOx emissions “defeat device”
Audi A5 Cabriolet vehicles powered by 3.0-litre diesel V6 engines (engine codes: CCWA/CDUC) that were available for sale from 2009 have software in the electronic control module (ECM) that can sense – via sensors measuring the position of the steering wheel, vehicle speed, the duration of the engine’s operation and barometric pressure – when the vehicle is undergoing emissions testing. The ECM then operates in a low NOx “temperature conditioning” mode to satisfy emissions standards.
At exactly one second after the completion of the initial phases of the standard test procedure, the software immediately switches to a “normal mode” and changes a number of operating parameters that increased NOx emissions. In other tests where the vehicle did not experience driving conditions similar to the start of the emissions testing procedure, the emissions were higher from the start, consistent with the operation and existence of a “normal mode”.
The software on these vehicles constitutes a “defeat device” since it is an Auxiliary Emissions Control Device (AECD) designed to circumvent emissions testing. Volkswagen has admitted that all its 3.0-litre turbo-diesel engines from ‘model years’ 2009 through to 2016 have defeat devices.
Audi A5 Cabrio I4 diesel engine: NOx emissions “defeat device”
Australian-delivered Audi 8F7 A5 Cabriolet vehicles powered by 2.0-litre diesel engines that were available for sale from 2012 to 2015 had software in the electronic control module (ECM) that could sense – via sensors measuring the position of the steering wheel, vehicle speed, the duration of the engine’s operation and barometric pressure – when the vehicle was undergoing emissions testing. The ECM would then run a ‘dyno calibration’ to produce lower nitrous oxide emissions during testing. At all other times, the ECM would run a separate ‘road calibration’ which reduced the effectiveness of the emission control system, specifically the selective catalytic reduction (SCR) or the lean NOx trap.
Based on testing conducted by the EPA and the California Air Resources Board (CARB), NOx emissions for the ‘road calibration’ were 10 to 40 times higher than US standards – this led the United States Environmental Protection Agency (EPA) to issue a notice of violation under the Clean Air Act.As a result, these vehicles did not meet the environmental standards claimed by Audi.
Carbon deposits (build-up) on intake valves
Audi’s naturally aspirated, direct injected petrol engines (such as the A5 Cabriolet’s 3.2 FSI) are considered susceptible to accumulating carbon deposits (or build up) on the intake valves. In these direct injection petrol engines, carbon deposits may accumulate on the stem and throat of the intake valve due to:
- the vaporisation of oil which is not trapped by the oil separator; or
- unburned fuel and exhaust gases that escape past the piston rings and enter the crankcase (‘blow-by’).
Since direct injection engines do not spray fuel on the backside of the intake valves, the detergent properties of the fuel cannot remove the carbon build up (as occurs in port injected engines). Symptoms of carbon deposits on the intake valve include difficulty starting the vehicle (hard starting), misfiring and misfire engine codes and reduced engine performance. Potentially, these deposits can result in damage to the catalytic converter and, for turbocharged engines, the turbocharger itself if bits of the deposit break off and enter the exhaust. To remove the carbon deposits, the intake must be removed and the valves cleaned manually. To reduce the incidence of carbon deposits, a common aftermarket measure is the fitment of an oil vapor catch can. The catch can receives dirty air from the crankcase via the Positive Crankcase Ventilation (PCV) valve, filters it and returns it to the intake manifold via the PCV port.
Audi 8F7 A5 Cabriolet: air conditioning doesn’t work
In April 2010, Audi issued technical service bulletin 2020124/2 for Audi 8F7 A5 Cabriolet vehicles because the air conditioning (A/C) may stop working. According to the service bulletin, this may be caused by:
- The A/C pressure/temperature sensor G395 leaking refrigerant – this would cause sensor G395 to show an incorrect or implausible value when reading MVBs (Measuring Value Blocks) such that the air conditioning compressor would deactivate; or,
- The LIN cable connecting the J519 Central Electric Control Unit to Sensor G395 being pinched or cut.
An improved A/C pressure/temperature sensor G395 was introduced in series production (part no. 8K0 959 126B for the Audi A4, A5 and S5).
Problems and faults: Audi 8F7 A5 Cabriolet
- For models with turbocharged petrol engines, the steering may shudder during low speed manoeuvres such as parking; if so, the power steering hose likely requires replacement.
- The brakes may make a moaning or murmuring sound at low speeds or when turning at low speeds – this may be due to a faulty caliper piston seal that does not retract the brakes sufficiently.
- If something other than the ignition key (e.g. the wrong key) is inserted into the ignition lock, the remote keys will not work. For vehicles with the ‘Advanced’ key, the start/stop button will not work and the boot will not release.
- The parking lights may stay on permanently if the system is ‘awakened’ (e.g. a remote keyless entry unlock command) while in the ‘fall-asleep’ mode, requiring the control module to be reprogrammed.
- The 12-volt power outlets may not work due to a problem with the software in the convenience control module – reprogramming may also correct other problems such as remote keyless entry and the boot light not illuminating.
- The door seals may come loose due to poor adhesive and require replacement.
- When attempting to use an an iPod, the error message ‘unit or cable type not supported’ may appear – improved cables were subsequently released which fixed this problem.
