Audi A4 (2005 – 2008) Review
.jpg?width=640&height=426&rmode=crop)
.jpg?width=640&height=426&rmode=crop)
Audi A4 (2005 – 2008) At A Glance
Looks classy from the outside and feels classy on the inside. Huge array of engines on offer. Reasonably balanced handling and good ride.
Drive of oil pump of 2.0 TDI PD prone to shearing, wrecking the engine and possibly also destroying the turbo. Total repair cost could write off the car. Early S line had appalling ride, but this was later improved.
For 2005, the Audi A4 was comprehensively facelifted. And this wasn't simply window-dressing, because under the bonnets were four new engines: an all new quad chain cam 255bhp 3.2 FSI V6 petrol; the new 200bhp 2.0T FSI petrol engine shared with the Golf V; the quad chain cam 204bhp 3.0 TDI V6 shared with the A6; and the 140bhp 2.0 TDI shared with the Golf V, A3, Touran and Altea. This last engine is likely to be by far the most popular throughout Europe and the UK.
Underneath there were plenty of improvements, too. The new transmissions allow the longitudinal engines to be set a bit further back, aiding weight distribution. And the mainly alloy, four-link-per-wheel suspension has been redesigned using lessons learned on the S4 and the new A6 to give both a better ride quality and a sportier feel to the car, especially to front wheel drive models. The more powerful 2.0T FSI, 3.2 V6 and 3.0TDI have new speed-dependent servotronic steering. And the bigger brakes have a self-drying function triggered by the wiper's rain sensor.
Reviews for Audi A4 (2005 – 2008)'s top 3 rivals
.jpg?width=240&height=160&rmode=crop)
.jpg?width=240&height=160&rmode=crop)
Audi A4 (2005 – 2008) handling and engines
- Engines range from 1.8T to 3.2 FSI quattro
- Readers report Real MPG to be between 24–60 mpg
The 140bhp 2.0 TDI suits the car better than some other models in the VAG line-up. It still has a narrow power band, so you need more revs than idle speed to get out of a side turning, then the torque comes in very rapidly, peaking at about 1,750rpm and staying at peak torque to 2,500rpm before tailing off. Meanwhile, power comes in even later with 90% available at 2,500rpm, rising to its maximum at 4,000rpm. After that it's all over and the engine is really at its best between 2,000 and 3,000rpm.
So it needs its six gears. In real road conditions it rows along in the same punchy, powerful and satisfying way as the Mk V Golf and A3 with the same engine. The cable gearchange is a bit notchier, but not enough to be obstructive.
The main improvement is to the car's road manners. Instead of being the A4's Achilles heel, ride quality is now very good. And the car grips and turns in without the pendulum effect sometimes experienced in the previous generation car. It's much more balanced, and that makes it better to drive on all types of road in all conditions. It's the sensible private buy or user chosen company car.
The 3.2V6 FSI Multitronic most definitely isn't. Yet, unlike the previous 3.0V6 Multitronic, this one is coming to Britain and it's probably the best automatic available anywhere to drive. The steering wheel paddleshifts now offer seven selectable ratios, right paddle to upshift; left paddle to change down. And it works like a dream. As soon as you go for it, you get the ratio you want. And combined with the impressive 255bhp of the engine, that means serious performance on a twisty road.
Leave it to its own devices and it's just as good. It doesn't start mucking about changing ratio half way round a corner like most conventional autoboxes still do. And if you want instant, fierce acceleration, you get it instantly. On de-restricted German autobahns it would pull 200kph at the drop of a hat, then keep accelerating to 230kph before traffic ahead dictated caution.
Now and again I get to drive a car I can't afford, but I'm instantly very happy with. The new A4 3.2FSI Multitronic was one of those cars. But, if you really like driving, the 200BHP A4 2.0T FSI quattro 6-speed is even better.
This combines the sweet, totally lag-free turbo power delivery of the new Golf V GTI with Audi's longitudinal engine installation and Haldex-clutched four-wheel-drive system. Everything works as a perfect team, and the result is simply stunning.
It pulls quickly and cleanly to 120mph. The close-ratio box gives you a gear for every situation you're likely to encounter and, on a mountain road, the free-revving engine gives a spread of power and speed in third, which is particularly impressive. Dig too deep and of course you get understeer. But the four-wheel-drive looks after you so well it even makes a bad driver look good. On the basis of the five new A4s I drove (and not having driven the new S4, which doesn't reach the UK until later), this has to be the best-balanced most perfectly sorted A4 ever. Very much the enthusiast's choice.
The 130bhp front-drive petrol Multitronic works well, 7 ratios helping to overcome the relative lack of power and torque. But it's obviously got to be a lot better, and a lot more economical, with the 140bhp/236lb ft TDI engine.
Compared to the A6 V6 TDI quattro Tiptronic, the A4 with the same drivetrain was a bit disappointing. The engine is ‘de-tuned' for the A4 down to 204PS. The test car did not have any paddleshifts, so the only way to ‘hold' gears was with Audi's illogical back-to-front Tiptronic shifter, which I just don't get on with at all. Left to its own devices, even in ‘Sport' mode, it slurs its changes too much so you can easily find yourself in the wrong gear on a corner. It will still be the A4 of choice for many drivers to whom ultimate handling are less important than a relaxed automatic drive, plenty of poke, decent economy, reasonable BIK and the security of quattro four wheel drive. Maybe if it had the optional paddleshifts I'd have felt different.
But car of the range is definitely the 2.0T FSI quattro 6-speed. Runner-up, the 3.2 V6 Multitronic.
| Engine | MPG | 0-62 | CO2 |
|---|---|---|---|
| 1.8T | 34–34 mpg | 8.6–8.8 s | 197–199 g/km |
| 1.8T quattro | 31 mpg | 8.7–8.9 s | 221 g/km |
| 1.9 TDI | 49–50 mpg | 11.2–11.5 s | 152–154 g/km |
| 2.0 | 34–34 mpg | 9.9–10.1 s | 193 g/km |
| 2.0 FSI quattro | 31 mpg | 7.5 s | 209 g/km |
| 2.0 TDI | 49–50 mpg | 8.6–9.9 s | 154–162 g/km |
| 2.0 TDI quattro | 42–52 mpg | 8.5 s | 177–179 g/km |
| 2.0 TFSI | 35–37 mpg | 7.1–7.6 s | 184–192 g/km |
| 2.0 TFSI quattro | 30–32 mpg | 6.9–7.5 s | 209–214 g/km |
| 2.7 TDI | 42–42 mpg | 8.4–8.6 s | 179–182 g/km |
| 3.0 TDI quattro | 38 mpg | 6.8–7.0 s | 198–204 g/km |
| 3.2 FSI quattro | 27–27 mpg | 6.4–6.6 s | 250–252 g/km |
Real MPG average for the Audi A4 (2005 – 2008)
Real MPG was created following thousands of readers telling us that their cars could not match the official figures.
Real MPG gives real world data from drivers like you to show how much fuel a vehicle really uses.
Average performance
94%
Real MPG
24–60 mpg
MPGs submitted
350
Audi A4 (2005 – 2008) interior
- Boot space is 442–1430 litres
| Dimensions | |
|---|---|
| Length | 4586–4703 mm |
| Width | 1772–1826 mm |
| Height | 1427–1436 mm |
| Wheelbase | 2648–2808 mm |
The interior hasn't been neglected either. Though difficult to improve on it has been, with standard aluminium inlays (or optional walnut, or fine grain birch wood in grey or beige), three new cloth trims, leather and Alcantara combinations and two exclusive grades of leather. There are two levels of optional satnav: the basic one giving voice instructions and displaying by pictogram in the centre of the instrument cluster and the other by voice, pictogram and a 6.5 inch colour display is DVD covering the whole of Western Europe, with faster access. The car is pre-prepared for E/E network phones and the Bluetooth interface guarantees future compatibility. All very classy.
This even extends to the pleasantly damped way the substantial grab handles pull down and cannot trap your fingers in their hinges; the fact that the vanity mirrors are lit from overhead so they light you rather than just the mirror glass. Someone has really thought about these things, and been given the money to do the job properly.
And, of course, increased secondary safety has been a primary consideration. In addition to large front airbags, there are thorax/pelvic side bags in the seats and ‘sideguard' a unique system of side airbags covering the entire window area, which remain inflated for several seconds following an impact. The front passenger airbag can be deactivated by a turn of the key.
Audi A4 (2005 – 2008) models and specs
| Dimensions | |
|---|---|
| Length | 4586–4703 mm |
| Width | 1772–1826 mm |
| Height | 1427–1436 mm |
| Wheelbase | 2648–2808 mm |
| Miscellaneous | |
|---|---|
| Kerb Weight | 1340–1660 kg |
| Boot Space | 442–1430 L |
| Warranty | 3 years / 60000 miles |
| Servicing | - |
| Costs | |
|---|---|
| List Price | £19,925–£30,075 |
| Insurance Groups | - |
| Road Tax Bands | G–L |
| Official MPG | 26.4–51.5 mpg |
| Euro NCAP Safety Ratings | |
|---|---|
| Adult | - |
| Child | - |
| Pedestrian | - |
| Overall | - |
On sale until March 2008
| Estate | |||
|---|---|---|---|
| Version | List Price | MPG | 0-62 |
| 1.8 TFSI (120ps) S line | £24,295 | - | - |
| 1.8 TFSI (120ps) SE | £21,795 | - | - |
On sale until May 2007
Model History
September 2005
All new exterior for A4 Saloon and Avant
Big improvements to handling and four new engines. Debut at 2004 Paris Motor Show, UK orders taken from mid October, first RHD UK deliveries January 2005.
Four new engines include 200PS 2.0 T FSI, 255PS 3.2 V6 FSI, 140PS 2.0 TDI and 204PS 3.0 V6 TDI.
Extensively revised chassis incorporates elements from new A6 and S4 quattro. New generation manual transmissions, plus six-speed tiptronic and seven-speed multitronic CVT automatics. Upgraded braking system. Servotronic power steering for 2.0 T FSI, 3.2 FSI and 3.0 TDI models.
2.0 T FSI expected to be most popular petrol model in the UK. 200PS from 5,100rpm through to 6,000rpm and a maximum of 280Nm of torque from 1,800rpm through to 5,000rpm. 2.0 T FSI with six-speed manual does 0 to 60mph in 7 seconds with top speed 149mph, yet also 36.6mpg on the combined cycle. CO2 output of 185g/km puts it in 23 per cent BIK tax bracket.
Best-selling TDI model, and biggest seller, expected to be 2.0 TDI. With 140PS at 4,000rpm and peak torque output of 320Nm from 1,750rpm through to 2,500rpm, the A4 2.0 TDI with six-speed manual gets to 60 in 9.4 seconds, reaches a maximum of 132mph and does up to 49.5mpg on the combined cycle. CO2 output of 153g/km a nd EU4 ensures low tax rating of 16 per cent. (All 2005 A4 engines are EU4 compliant.)
204PS chain-cam 3.0 V6 common rail TDI with 204PS has revolutionary Piezo injection technology.
Strongest of six petrol engines is the 344PS V8 powering the latest S4 quattro, which debuts after four and six-cylinder A4 versions.
Accompanying all these engines will be new generation ‘ML' five or six-speed manual gearboxes, the latest six-speed tiptronic stepped automatic transmission or the recently revised and still unique-in-sector Multitronic Continuously Variable Transmission (CVT), now offering seven speeds in its ‘manual' mode. These will of course channel power either to the front wheels or to all four courtesy of the renowned quattro system, depending on model.
Audi has dramatically improving agility and precision of new A4, and at the same time maximising ride refinement. New transmissions allow engines to be set further back improving weight distribution. Chassis extensively revised to include components from the new A6 and upgrades previously reserved for the flagship S4 quattro.
Servotronic speed dependent power steering now fitted as standard to 2.0 T FSI, 3.2 FSI and 3.0 TDI models, and braking system revised. Also now includes brake disc wiping function, first seen in the new Audi A6, which applies low pad pressure against the discs at regular intervals to keep them drier and therefore maximise performance in wet conditions. Optional xenon headlights with swivelling, adaptive cornering lights also available.
UK prices for new 26 model A4 range start at £18,765 OTR and rise to £28,725 OTR.
2.0T FSI quattro six-speed manual is the best enthusiasts car in the range. 3.2V6 Multitronic is very quick with a superb autobox. 3.0V6 TDI quattro Tiptronic is probably the business car choice.
First UK deliveries January/February 2005
RS4 powered by new 4.2-litre V8 engine with FSI direct petrol injection technology and 8,250rpm rev cut-off point. Sports button mounted on steering wheel adjusts throttle control mapping for sharpest possible engine response when required. 420PS and 430Nm at 5,500rpm, 90 per cent of peak torque available between 2,250 and 7,600rpm. 0-62mph in 4.8 secs, 0-124mph in 16.6 secs, governed 155mph top speed. Evolution of quattro system combined with Dynamic Ride Control used first by RS 6 quattro.
Limited edition A4 DTN Edition available as Saloon only to commemorate the A4 DTM race car's 2004 season success. Only 250 RHD examples at £29,980 OTR for first deliveries September 2005. Based on A4 2.0 T FSI quattro with max power increased to 220PS from 5,900-6,100rpm and max torque to 300Nm from 2,200-4,000rpm. 0-62mph in 7.1 secs, top speed 153mph. Should be a very nicely balanced, fast, safe package with amazing cornering ability.
New RS 4 quattro for 2006 with 420PS V8 FSI power back by popular demand. Available for UK order from September 2005 for £49,980 OTR.
SE specification available at no extra cost for all A4 Saloon and Avant models until June 30, 2006 Satellite navigation and 6 CD autochanger fitted as standard to four-cylinder models at no extra cost until December 31st 2006 2006 MY A4 prices range from £19,200 OTR to £28,865 OTR.
233PS version of 3.0-litre V6 TDI seen first in A6, A8 and new A4 Cabriolet adopted for A4 Saloon and Avant models from February 2006. 0-60mph time of 6.5 seconds, 152mph maximum speed, 36.7mpg combined, CO2 output of 206g/km. SE specification on offer to June 2006 at no extra cost, and S line option at a reduced price of £750. OTR prices range from £27,025 to £28,925. SE specification adds 17-inch 16-spoke alloy wheels, Audi Concert II radio with single CD player, cruise control, electric rear windows, aluminium window trims and Audi Driver's Information System (DIS).
2.7-litre V6 TDI engine with piezo injection from February 2006. Saloon prices from £25,270 OTR and Avant from £26,420 OTR. 180PS at 3,300rpm, 380Nm at 1,400rpm, 0-62mph in 8.4 secs, 143mph, 40.1mpg, 185g/km. Standard Diesel Particulate Filter (DPF).
May 2006
New 2.0-litre four-cylinder TDI engine with piezo injection technology and Diesel Particulate Filter offered in addition to existing 140PS unit in A4 models. Available with quattro and front-drive and with either standard six-speed manual transmission.
A4 priced from £22,965 OTR to £26,265 OTR
170PS @ 4,200rpm, 320Nm from 1,750rpm to 2,500rpm
A4 2.0 TDI: 0-62mph in 8.6 secs (2.0 TDI quattro 8.5 secs), top speed 142mph (2.0 TDI quattro 139mph), combined mpg 48.7 (2.0 TDI quattro 42.2), C02 output 154g/km (2.0 TDI quattro 177g/km)
A4 and A4 Avant 2.0 TDI models OTR prices
(SE specification currently offered at no extra cost, S line with 18-inch wheel upgrade and reduced premium of £750)
A4 2.0 TDI 140PS £22,055
A4 2.0 TDI SE 140PS £22,055
A4 2.0 TDI S line 140PS £22,805
A4 2.0 TDI 170PS £22,965
A4 2.0 TDI quattro 170PS £24,390
A4 2.0 TDI quattro SE 170PS £24,390
A4 2.0 TDI quattro S line 170PS £25,140
A4 Avant 2.0 TDI 140PS £23,205
A4 Avant 2.0 TDI SE 140PS £23,205
A4 Avant 2.0 TDI S line 140PS £23,955
A4 Avant 2.0 TDI 170PS £24,115
A4 Avant 2.0 TDI SE 170PS £24,115
A4 Avant 2.0 TDI S line 170PS £24,865
A4 Avant 2.0 TDI quattro 170PS £25,515
A4 Avant 2.0 TDI quattro SE 170PS £25,515
A4 Avant 2.0 TDI quattro S line 170PS £26,265
July 2006
SE and S line versions of Audi A4 Saloon and Avant, and S4 quattro models, fitted as standard with premium BOSE sound system at no extra cost until December 31, 2006. SE specification free of charge, S line specification £750 until December 31, 2006
New Communications, Luxury, Visibility and Executive combined options packs bring further customer savings
New S line Special Edition model powered by latest 2.0-litre TDI engine with 170PS joins existing 2.0 T FSI S line Special Edition
A4 2.0 TDI S line Special Edition Saloon £26,505 OTR, Avant £27,030 OTR. A4 2.0 TDI quattro S line Special Edition £26,755 OTR, Avant £28,180 OTR
A4 Saloon range prices from £19,875 to £27,820 OTR, A4 Avant prices from £21,025 to £28,970 OTR, S4 quattro from £37,115 to £38,265 OTR
From May 2007 DVD satellite navigation option reduced to £500 for all A4 SE and S line, S4 quattro and RS 4 quattro models registered by September 30th, 2007
Offer of SE specification at no extra cost and S line sports specification at a reduced cost of £750 also continues until September 30th, 2007
No-cost alloy wheel upgrades for SE and S line models also extended
May 2007
A4 prices range from £19,915 OTR for the A4 2.0 SE to £30,065 OTR for the A4 Avant 3.0 TDI quattro S line. S4 quattro from £37,505 OTR, RS 4 quattro from £51,020 OTR
May 2012
Audi revised its recommendation for timing belt replacement on the 200PS 2.0TSI engine to be 75,000 miles or 5 years whichever comes soonest.
What to watch out for
Comfort Locking can lock you out. If you get out of the car with the engine running and close the door it will automatically lock.
Faults in the paint of a batch of 'Quartz Grey' cars left them 'zebra zoned'. Hard to see, but worth checking carefully before taking de;livery.
S4 and RS4 have three radiators, two situated in the front wings where they are vulnerable to stone damage.
"EGR and oil cooler" problem which resulted in July 2008 recall for cars with engines coded BRE can lead to total engine failure.
The ends of the rear anti roll bar are protected by a plastic sleeve that cracks and lets in water leading to rusting on the anti roll bar mounts. Costs £154 to replace + labour. Audi dealers replace it with a modified anti-roll bar that does not suffer the same problem.
Dual Mass Flywheel failure increasingly common, even on Multitronics, usually replaced no question under warranty, but obviously Audi goodwill has to get thinner as the cars get older.
Early 2.0TDIs PD 140s and PD 170s with balancer shafts have a chain drive to the oil pump and the chain drive can eventually snap. Later cars have a hexagonal shaft positive drive to the oil pump that is also a problem. Failed oil pump drives totally wreck the engines and if the car has not been 100% Audi maintained, Audi will not pay. The oil pump is driven from a balancer shaft via a short hexagonal shaft. The peaks of this hexagonal shaft locate in six corresponding but minute grooves machined within the otherwise circular-bored oil pump drive shaft. Thus, the oil pump drive relies entirely on an interference fit of little more than 0.010" along the peaks of the hexagonal shaft. After about 50,000 miles, the shaft can round off, resulting in a totally destroyed engine and turbo, plus a bill of up to £9,000. If the danger is known and the oil pump is removed by the garage in good time, a new replacement pump will cost over £500, plus the labour etc to remove and refit it. However, it is also possible to save the old pump and modify the drive at a fraction of the cost of a new one. Many local machine shops already have numbers of these pumps in for such rectification, the drive shaft of each having been on the point of rounding off. The non balancer shaft BKD, AZV and BMN 2.0 engines (which found their way into the 2.0 PD Octavia, A3, Golf, and various SEATs) used a chain driven oil pump very similar, but not identical, to the old 1.9 130hp PD engine. This never seems to give any problems. It's the balancer shafts that cause the problems on the 'posher' VAG 2.0 PD diesels eg Passat, A4, Superb. This 2.0 PD differs from the 1.9 in having twin Lanchester balancing shafts which contra-rotate at 2x crank speed. The first engines used a chain drive which was a complete disaster and the later engines a gear drive. All new 2.0 PD got the geared drive towards the end of 2005. The problem with the 2.0 PD engine is the drive from the slave balancer shaft to the oil pump, which is a piece of 6 AF hex bar which has inadequate engagement depth with the grooves in the slave shaft. It's the torsional oscillations caused by the balance shafts which destroy the oil pump coupling (the 6mm AF bit of hex) and the chain drive to the balancer shafts before the gear driven systems came out, though these still give problems with the hex key rounding. The problem is with lack of concentricity of the drive socket into which the drive rod/hex fits. Checking shows that all the drive sockets in the failed units were off centre by at least 0.1mm. All the replacement balancer units were dead centre and have not led to a repeat failure. Some replacement balancer units have now done 100k+ miles. You will get this problem at some point if you have a 2.0TDi WITH balancer shafts. If your 2.0TDi does NOT have balancer shafts, you will be ok. If you fit the lastest balancer shaft/ pump assembley from VAG it will more than likely cure the problem for life as they have made the hex longer and centered it all properley. CR engines are safe. Anything before that..Audi/VAG wont say exactly when they started to fit the units that actualy work properly. A typical scenario: "A4 Avant, 08 plate, currently with approx 78k miles on clock. Oil pressure light began flashing, drove on to Audi garage. They have so far spent 4.5hrs labour diagnosing extent of problem, as follows: "found gear drive into balance shaft rounded, requires replacement balance shaft unit, sump, turbo, sealant and gears." Audi has offered 70% factory contribution on parts, as a gesture of goodwill. I have asked for a contribution towards labour costs (another 8+ hrs), but Audi dealership is not budging."
In Avants, wear occurs in the rear suspension bushing leading to uneven tyre wear by around 3 years old.
Increasingly common for the strainer between the sump oil and the oil sump to become blocked with coagulated oil, leading to oil starvation, lack of oil pressure and the need for a new engine.
18-02-2011:Spate of Multitronic ECU failures reported on 2002 - 2007 cars.
14-03-2011:3.0 TDI V6 quattros prone to water pump failure and also prone to losing coolant from the water cooled EGR valve.
26-03-2011:A lot of complaints of heavy oil consumption of the 2.0 TFSI, typically 1,000 miles a litre.
01-05-2012:Problems with 2007, 40k mile A4 2.0 TDI 170 quattro since purchase have been new steering rack under warranty, new turbo under warranty, January 2012 recall to replace injectors and now oil in the coolant.
14-09-2012:Sequence of photos illustrating the oil pump shaft failure on Audi A4 B6 and A6 2.0 TDI engines. This is a known fault and Warranty Direct receive a lot of claims for this failure. The fault occurs around 60 to 90,000m/s and, given the importance of the shaft, it’s almost as if it is designed to wear out. (See full description above.)
30-10-2012:Common for 'F125 Sensor' in Multitronics to need replacing at a cost of around £1,500.
08-11-2012:If the turbo fails on a high mileage diesel, then it's highly likely that the oil feed pipes to it are partially choked with carbon. Essential to replace them too, or the new turbo may only last 1,000 miles.
07-09-2013:Further report of Piezeo injector failure on 80k mile 2006 3.0 V6 TDI. Quoted £3,500, but reduced by a contribution from Audi to £2,350. Apparently, contemporary higher-output 2.0TDIs have the same problem.
15-01-2014:Another case of oil pump drive failure on a 2005 2.0 TDI BLB engine. Reader paid £4,000 for oil pump replacement, but engine failed 10 months later with broken piston.
17-01-2014:Another unrelated case of oil pump drive failure on a 105k mile 2005 2.0 TDI BLB engine. Paid £2,324.25 for the oil pump repair, but the repair failed so was given a replacement engine FOC. However, the turbo also failed, probably due to oil starvation. Turbo failures will often be a consequence of oil pump failure.
22-01-2014:Another oil pump drive failure on an 2005 Audi A4 B7 2.0 TDI BLB Avant. Chain drive broke. Original 'fix' for the 2.0TDI B7 was based on converting the oil pump drive from chain to shaft, and the problem with that was was due to a slight misalignment between the balancer shaft assembly and the oil pump. That reduced the engagement between the hex shaft and the oil pump, thus accelerating wear and failure. Oil pump drive failure now starting to occur on A4 B8 2.0 TDI as well.
26-04-2014:105k mile Audi A4 B7 2.0 TDI broke down. Garage said it ran on three cylinders and may need both camshafts etc and various parts, total £2,500 with parts and labour. Probably due to oil pump drive failure.
22-07-2014:Another Audi A4 B7 2.0 TDI BLB oil pump failure, this on a 60k mile 2007 A4 2.0 TDI cabrio. Dealer quoting £5,500 for new engine and turbo.
12-09-2015:Both rear wheel aches of 2006 Audi A4 found to be rusting under the paint. Audi dealer inspection revealed they had previously been badly repaired. Recorded here in case other complaints are received.
23-02-2017:Another report of a 2007 Audi A4 2.0TDI 140 Multitronic losing all drive.
15-11-2017:Report of 2007 Audi A4 2.0 Multitronic making a "small sort of clunk noise" when accelerating from a junction, then losing all drive. Gear selector does nothing at all; doesn't even register on the dash to show what gear the box is in.
26-12-2018:Report of front windows of 2006 Audi A4 TDI avant auto opening by themselves after car is locked and hazard flashers coming on. Unsually in the rain. Suspect mosture ingress to locking and windows ECU inside the driver's door. Or might be the global windows and locking function being accidentally activated by the remote key.
11-10-2019:2.0TDI PD oil pump drive issue explained by cphaza on audi-sport.net <<The problem with the 2.0 PD engine is the drive from the slave balancer shaft to the oil pump, which is a piece of 6 AF hex bar which has inadequate engagement depth with the grooves in the slave shaft. It's the torsional oscillations caused by the balance shafts which destroy the oil pump coupling (the 6mm AF bit of hex) and the chain drive to the balancer shafts before the gear driven systems came out, though these still give problems with the hex key rounding. Think washing machine -> unbalanced load -> keep doing it = new machine. The problem is with lack of concentricity of the drive socket into which the drive rod/hex fits. The drive socket is can be off centre by at least 0.1mm. In engineering terms, this is a massive defect. All the drive sockets in the failed units were off centre, but all the replacement balancer units were dead centre and have not led to a repeat failure. Some replacement balancer units have now done 100k+ miles according to some garages. You will get this problem at some point if you have a 2.0TDi WITH balancer shafts. If your 2.0TDi does NOT have balancer shafts, you will be ok. If you fit the latest balancer shaft/ pump assembly from VAG it will more than likely cure the problem for life as they have made the hex longer and centered it all properly.>>
