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| Audi multitronic | |
|---|---|
| Name | Multitronic |
| Manufacturer | Audi AG |
| Production | 1999–2014 |
| Class | Continuously variable transmission |
| Predecessors | Direct-Shift Gearbox |
| Successors | Multitronic II |
| Related | Multitronic CVT variants |
Audi multitronic Audi multitronic was a continuously variable transmission (CVT) developed by Audi AG for longitudinal front-wheel and quattro all-wheel drive layouts. Introduced in the late 1990s, it sought to combine the fuel economy of variable-ratio drives with Audi's driveline packaging in models such as the A4 and A6. The system formed part of Audi's drivetrain strategy alongside gearboxes used in models engineered at Ingolstadt and Neckarsulm.
Multitronic appeared amid industry interest in CVT technology alongside developments by manufacturers such as Nissan Motor Corporation, Toyota Motor Corporation, Honda Motor Co., Ltd., Subaru Corporation, and transmission specialists like Jatco Ltd. and ZF Friedrichshafen AG. Audi positioned Multitronic against competitors using planetary automatics produced by Aisin Seiki Co., Ltd. and dual-clutch transmissions developed by Volkswagen Group engineering centers. The unit was offered in both transverse-engined derivatives and longitudinal layouts shared with platforms engineered at Audi's Ingolstadt facilities and assembled at plants linked to the Volkswagen Group manufacturing network.
The Multitronic employed a steel pushbelt CVT architecture similar to systems engineered by Alfred Horner, as commercialized by suppliers like Van Doorne's Transmissie BV and implemented in passenger cars by firms including Subaru Corporation and Nissan Motor Corporation. Internally it used a high-strength chain or laminated steel belt running between variable-diameter pulleys, with hydraulic actuation managed by an electronic control unit co-developed with suppliers tied to Bosch GmbH and transmission specialists. The control logic integrated sensors common to Audi's vehicle dynamics suite, interfacing with Electronic Stability Control and engine management systems developed at Audi AG powertrain groups. A hydraulic torque converter was omitted in favor of a slip-limited clutch pack to manage torque transfer, and later Multitronic variants incorporated adaptations for quattro all-wheel drive via center differentials engineered in conjunction with Liebherr-style driveline component suppliers.
Audi deployed Multitronic across multiple model lines during its production run, fitting front-wheel-drive and quattro-equipped versions of the Audi A4 (B6), Audi A4 (B7), Audi A6 (C5), and selected Audi TT and Audi A3 derivatives where packaging and torque limits permitted. The transmission was certified alongside specific engine families, including turbocharged inline-four and V6 units from Audi's modular FSI and TFSI families. Multitronic-equipped vehicles were marketed in markets such as Germany, United Kingdom, United States, and Japan, often paired with trim levels sold through Audi dealerships in cities like Ingolstadt and distribution channels coordinated by Volkswagen Group of America.
Multitronic delivered smooth, step-less acceleration characteristics that reviewers from outlets covering models like the A4 and A6 contrasted with the shift feel of Aisin Seiki Co., Ltd. automatics and the snap-shift behavior of early DSG dual-clutch units from Volkswagen Group. Fuel economy figures were competitive with contemporary CVT implementations by Nissan Motor Corporation and often superior to torque-converter automatics in comparable tests conducted by independent organizations. Reliability records varied: while the design benefited from robust materials and control strategies developed with suppliers such as Robert Bosch GmbH, service bulletins and field reports from national motoring organizations and warranty analyses influenced Audi's decisions on platform adoption.
Routine service for Multitronic required specific transmission fluid types and change intervals recommended by Audi AG powertrain documentation, with service operations performed at authorized Audi AG network centers. Common issues reported in owner forums and service bulletins included wear of the steel pushbelt or chain, failure of hydraulic actuators, and electronic control unit faults that could affect ratio control and torque management. Torque limitations meant that retrofitting to higher-output engines from Volkswagen Group tuners could precipitate premature wear. Repair and overhaul procedures were carried out by specialist transmission workshops and authorized dealers, with parts sourced via Audi's parts distribution channels.
Compared with Audi's conventional stepped automatics supplied by firms like Aisin Seiki Co., Ltd. and the dual-clutch DSG units developed by Volkswagen Group, Multitronic offered seamless ratio changes and a linear torque delivery profile similar to CVTs used by Nissan Motor Corporation and Honda Motor Co., Ltd.. The DSG provided faster shift times and sportier responses in performance models such as certain Audi S4 and Audi RS variants, while Aisin-sourced automatics delivered greater torque capacity for heavy-duty applications including larger Audi Q7 derivatives. Audi eventually moved to alternative transmissions as engine outputs rose and packaging priorities shifted within the Volkswagen Group drivetrain strategy.
Category: Audi transmissions