To date, the world of tuning is very extensive, just huge! In the automotive market for auto accessories and spare parts, you can find anything from a whole range of body kits to minor small parts.
The Audi A4 B7 car was also not deprived of such attention from manufacturers of various kinds of tuning and tuning studios. At the moment, you can find a large number of tuning parts, with a slight restyling, or vice versa with a huge change for a sporty look. Therefore, there are no problems in choosing parts and spare parts, and in general, tuning the Audi A4 B7 at the moment.
And if there are so many offers, then there is the same amount of demand! Every Audi A4 B7 car owner wants to add something new to his car. Somehow change it, highlight it, make it brighter ... i.e. make this very tuning Audi A4 B7.
Tuning Audi A4 B7: its range, variety and huge selection!
In our age, the tuning of the Audi A4 B7 is incredibly huge!
In addition to the fact that the industry itself has stepped forward very much, it has developed and expanded very much ... The interest of manufacturers, tuning studios, sellers and stores in the Audi A4 B7 model is simply crazy. And this interest is simply because it is an Audi, and that says it all!
What is Audi A4 B7 tuning - it is mostly easy styling of the exterior with the help of small parts (bumper and sill covers, replacing the muffler with a more bass sound and installing rims) that completely change the appearance of your Audi A4 B7. The above three actions are what will give the car even more individuality. And this is what every owner of the Audi A4 B7 should do, for whom the car is something more.
But the tuning of the Audi A4 B7 does not end there ... More aggressive external tuning, and chip tuning with progressive characteristics, as well as with the possibility of tuning, and power tuning of the engine, and much more are offered.
Tuning Audi A4 B7 from the website...
the site presents to your attention only the best tuning Audi A4 B7! The most famous manufacturers, the highest quality brands, the most reliable parts and body kits!
Our online store guarantees you the real quality!
Nobody argues with the fact that the body and the base of the A4 in the back of the 8E were very progressive and had a good margin for modernization. But, unfortunately, electronics at the turn of the century did not age quickly, but very quickly. Progressed engine management systems, stabilization systems, steering, cruise control, lighting and passive safety. And progress in various service functions of climate control, multimedia and navigation, vision improvement systems and others generally rushed at a breakneck pace - in this area, embedded systems became obsolete within a year or two after the release of a new car. In such a situation, Audi engineers decided on a global redesign, hardly less laborious than redesigning the car, but left the basic design intact. The motors, on the other hand, underwent modernization in connection with the introduction of Euro-4 environmental standards, but at the same time, basically, they remained the same in design.
In the photo: Audi A4 3.0 TDI quattro Sedan (B7)
The body frame, transmission and suspension here also remained the same as their predecessor. They didn’t change manual gearboxes - they don’t look for good from good. They brought to mind the variator, which on the previous model caused massive criticism, new ZF automatic transmissions were installed on all-wheel drive vehicles, and they switched to a more progressive six-speed ZF 6HP19 automatic transmission. Almost all other elements of the transmission have changed very little, as well as the suspension. Cars of the first years of production and with matching engines generally have the same components as the previous "four", except for some that are responsible for tuning the handling. And this approach turned out to be very good: the time-tested and modified components on the new machine are among the most reliable and trouble-free. And, by the way, do not look at the relatively short period of release of the model - after the end of production under the Audi brand in 2008, the car was sold as the Seat Exeo until 2013, however, in simplified trim levels. Production was completely transferred to Spain, while the car was deprived of automatic transmissions and engines more powerful than 2.0T. By the way, many Seat parts will fit Audi, and the price for them is often a little lower.
In the photo: Audi A4 3.2 TDI quattro Avant (B7)
General layout problems migrated unchanged from their predecessor. But in general, the car can be considered very successful. Complex and expensive suspensions for the B7 exit no longer had any special problems with mileage and were not a problem. The electronic filling has become more complex and expensive, but the total number of problems with it has hardly increased. Even the A4 variator was already fine-tuned by the release of this generation, and by the end of the model’s release it could be considered one of the most problem-free automatic transmissions of this brand, especially against the backdrop of the beginning problems with DSG boxes in Passat and other cars of the concern with a transverse engine. Well, now let's talk about the features of the machine in more detail.
Engines
Motors 1.6, 1.8T and 2.0 MPI are the same here as on their predecessor. But the 2.0 TFSI engine that appeared, with a capacity of 170-220 hp, is new here. It could be found on cars in the old body of the last year of manufacture, but their number is extremely small. On the B7, this is already one of the most common engines. The transition to turbocharged direct injection allowed a slight increase in power and torque compared to 1.8T, but the car received a whole set of problems with 2.0 FSI engines in the form of capricious and expensive injection equipment, a very unreliable piston with constantly coked piston rings, clogged crankcase ventilation and firmware problems. We figured out the firmware quickly enough, but no one was in a hurry to solve the rest of the troubles. After several replacements, the piston engines became less hungry for oil, the crankcase ventilation was also changed, and by the end of the model's release, the motor already seemed to be the standard of reliability against the background of newcomers. But the engines turned out to have the highest potential for boosting, it was not without reason that this engine was put on the Golf R even after this line of engines had already been discontinued. New 3.2 FSI with 255 hp no better than turbocharged ones in terms of reliability; in this generation, the brand's engines were not at all lucky. Here and "maslozhor", and overheating, and failures of the power supply system. But the most unpleasant surprise was with the piston group of this aluminum engine and problems with the timing chain. The cylinders here are aluminum, which means that they are easy to damage. And due to a miscalculation in the design of the piston group and an abundance of soot, such motors regularly “lift up”. About repair methods for such equipment, and believe me, there are no inexpensive ways, just as there is no chance for a long life of such a problematic motor.
At the end of the existence of the model, a recall campaign was carried out on the market: in an attempt to reduce the "dump" of the motors, the thermostat was changed to a less hot one. The effectiveness of this measure turned out to be small, but still it can help motors that are operated mainly in urban areas. Otherwise, we can advise you to change the oil more often, use ester and PAO compositions, and change air filters more often. And the 4.2 engine is new here - unlike the engines of the ASG / AQJ / ANK series, completely new BBK / BNS were installed here. Their timing chain mechanism looks like a work of art, the mass is less than 200 kg, the highest power, but ... But you should not take the Audi S4 or RS4: all the problems of 3.2 FSI are here, besides, the cylinder block turned out to be frankly weak.
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Fortunately, RS buyers are usually ready for a short resource and high cost of maintaining such a “lighter”, which cannot be said about the owners of the huge top-end Q7 crossover, on which these engines were also installed. Perhaps this is one of the shortest-lived series of engines of the German concern - there was simply nothing to upgrade there, and after three years of the announcement, the production of cars with these engines was simply curtailed.
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If you need high power, then your choice is tuning 2.0 TFSI or even 1.8T, and if you want out of the box, then the previous S4, released before 2004 or the next one, after 2008. Pay attention to what service intervals operated the car. If the owner sincerely believed that LongLife makes it possible not to change the oil for 15-20 thousand kilometers, then the condition of even 1.8T and atmospheric 2.0 will be very poor, and subsequent repairs will be expensive. Diesel engines have changed little: there are exactly the same 1.9 TDI and 2.0 that were on, and others. 2.7 and 3.0 diesel are also considered successful engines. The main problems include expensive piezo injectors with a limited resource and a tendency to fuel leakage, which can lead to piston melting, for example. The motor also has a complex timing mechanism with several tensioners, it can unexpectedly fail at the most inopportune moment and is extremely expensive to repair. In addition to the "traditional" diesel problems with fuel equipment and EGR, it is worth remembering the poor lubrication of the camshaft on 2.0 TDI with unit injectors. 2.5 TDI engines have no problems with injectors, but it is not less troublesome from this. The older design is often happy with problems with lubrication pressure and even problems with the piston group.
transmissions
As with the previous A4, manual transmissions are no problem, as is the transmission itself as a whole. Even all-wheel drive Quattros are no less reliable, because there are no clutches and other transmission electronics. CVTs are also very resistant, although they have a limited chain resource (about 100-150 thousand kilometers) and will require expensive repairs if they are not replaced on time or if the drive cones are damaged by towing the car. CVTs also don't like harsh driving style and dirty oil and can be very expensive if not used properly. But with careful operation and replacing the chain on time, they can cover all 300 or more thousand kilometers without annoying minor problems. All-wheel drive versions of the Quattro were equipped with a new six-speed ZF 6HP19 automatic transmission. “New” here is not at all a synonym for “best”. Experts note a smaller resource of box bushings, torque converter, friction clutches, solenoids and valve body. This is due to an attempt to get closer in terms of efficiency and clarity of work to DSG boxes and much more stringent settings for the electronic part. This means that there are much greater shock loads, slippage of friction clutches even in standard operation and a large thermal load. The hydraulics and electronics unit here finally took shape in a “mechatronic” with a very dense layout, but still repairable. For owners, all this means that the gearbox on a car that was operated with a trailer or just a “racer” will already be in a pre-heart attack condition and may require expensive repairs even with “just over 100” runs. However, even for cars that are operated quietly, with runs closer to 150-200 thousand kilometers, the repair will be cheaper, but also serious - at least with the repair of the gas turbine engine and the bulkhead of the box itself to replace worn bushings and VFS solenoids.
Unfortunately, in this generation of machines, the variator turned out to be stronger than the “classic machine”. Audi's service policy also contributed to this in many respects - after all, the oil in automatic transmissions did not officially change, and instead of the usual ATP, the manufacturer allowed pouring only extremely expensive branded oil, the cost of which discouraged any service procedures. Of course, in fact, you can pour the same oil there as in other ZF machines, and you don’t need to buy a “branded” one at 3 thousand rubles per liter. By the way, these automatic transmissions on BMW proved to be somewhat better - including, perhaps, due to the mandatory replacement of fluids.
Chassis
The suspensions of the car have changed little compared to the previous A4, and in general the problem is the same - the high cost of quality components, the presence of many levers and the need for a responsible and complete suspension repair every time. She does not tolerate “bitching” and requires a complete check and diagnostics in advance, and not when something has already started knocking. First of all, both ball bearings in the front and lower arms in the front and rear suspensions traditionally fail, but with the right approach and careful operation, the suspensions will cover 100-150 thousand kilometers without a complete overhaul, with the replacement of only the most wear parts. As on its predecessor, there is a conventional steering rack and a conventional power steering pump. But the proven design is far from eternal: with runs over a hundred thousand, hydraulic leaks often begin, and when operating on bad roads, the rake will also knock. By the way, this is an occasion to carefully examine the suspension: perhaps it will also not be in the best condition.At the Paris Motor Show in the fall of 2004, the world premiere of the third generation Audi A4 with the factory designation "B7" took place. The car was built on the platform of its predecessor, but the modernization turned out to be so serious that a new index was given to it in Ingolstadt. This model stood on the conveyor until 2008, after which it received a successor.
According to the European classification, the third generation Audi A4 is a premium representative of the D-class, which was offered in sedan, station wagon and convertible solutions with a soft top.
The length of the car, depending on the type of body, is 4573-4586 mm, width - 1772-1777 mm, height - 1427-1518 mm. The wheelbase and ground clearance are identical for all modifications - 2648 mm and 130 mm, respectively.
The “third” Audi A4 was equipped with a wide variety of gasoline and diesel units, which were combined with a 6-speed “mechanics” and “automatic”, as well as a continuously variable variator that sent torque to the front wheels (permanent four-wheel drive was optionally offered).
The gasoline part of the "German" consists mainly of four-cylinder atmospheric and turbocharged units with a volume of 1.6 to 2.0 liters and a power of 102 to 220 "horses" of power, developing from 148 to 300 Nm of maximum torque. However, there were also atmospheric V6 engines: with a volume of 3.0-3.1 liters, they produce 218-255 horsepower and 290-330 Nm of torque. Turbodiesel versions were also installed on the car: “fours” with a volume of 1.9-2.0 liters, pulsating 115-170 forces and 285-350 Nm, and “sixes” for 2.5-3.0 liters, the return of which is 163-233 “mares” and 310-450 Nm.
Like its predecessor, the 3rd generation A4 is built on the PL46 platform with independent suspensions on both axles: a four-link design at the front and a two-link scheme at the rear. The steering device is distinguished by the presence of a hydraulic booster. The front wheels "flaunt" ventilated brake discs, and the rear wheels - discs without ventilation.
The owners of the “third A4” note that the car has an attractive appearance and a premium interior, it drives well and drives briskly (especially with turbocharged engines), has rich equipment and well-thought-out soundproofing.
But not everything is as “colorful” as it seems at first glance: the car is expensive to maintain, it often has problems with electronics, and the ground clearance is low for Russian roads.
Nobody argues with the fact that the body and the base of the A4 in the back of the 8E were very progressive and had a good margin for modernization. But, unfortunately, electronics at the turn of the century did not age quickly, but very quickly. Progressed engine management systems, stabilization systems, steering, cruise control, lighting and passive safety. And progress in various service functions of climate control, multimedia and navigation, vision improvement systems and others generally rushed at a breakneck pace - in this area, embedded systems became obsolete within a year or two after the release of a new car. In such a situation, Audi engineers decided on a global redesign, hardly less laborious than redesigning the car, but left the basic design intact. The motors, on the other hand, underwent modernization in connection with the introduction of Euro-4 environmental standards, but at the same time, basically, they remained the same in design.
In the photo: Audi A4 3.0 TDI quattro Sedan (B7)
The body frame, transmission and suspension here also remained the same as their predecessor. They didn’t change manual gearboxes - they don’t look for good from good. They brought to mind the variator, which on the previous model caused massive criticism, new ZF automatic transmissions were installed on all-wheel drive vehicles, and they switched to a more progressive six-speed ZF 6HP19 automatic transmission. Almost all other elements of the transmission have changed very little, as well as the suspension. Cars of the first years of production and with matching engines generally have the same components as the previous "four", except for some that are responsible for tuning the handling. And this approach turned out to be very good: the time-tested and modified components on the new machine are among the most reliable and trouble-free. And, by the way, do not look at the relatively short period of release of the model - after the end of production under the Audi brand in 2008, the car was sold as the Seat Exeo until 2013, however, in simplified trim levels. Production was completely transferred to Spain, while the car was deprived of automatic transmissions and engines more powerful than 2.0T. By the way, many Seat parts will fit Audi, and the price for them is often a little lower.
In the photo: Audi A4 3.2 TDI quattro Avant (B7)
General layout problems migrated unchanged from their predecessor. But in general, the car can be considered very successful. Complex and expensive suspensions for the B7 exit no longer had any special problems with mileage and were not a problem. The electronic filling has become more complex and expensive, but the total number of problems with it has hardly increased. Even the A4 variator was already fine-tuned by the release of this generation, and by the end of the model’s release it could be considered one of the most problem-free automatic transmissions of this brand, especially against the backdrop of the beginning problems with DSG boxes in Passat and other cars of the concern with a transverse engine. Well, now let's talk about the features of the machine in more detail.
Engines
Motors 1.6, 1.8T and 2.0 MPI are the same here as on their predecessor. But the 2.0 TFSI engine that appeared, with a capacity of 170-220 hp, is new here. It could be found on cars in the old body of the last year of manufacture, but their number is extremely small. On the B7, this is already one of the most common engines. The transition to turbocharged direct injection allowed a slight increase in power and torque compared to 1.8T, but the car received a whole set of problems with 2.0 FSI engines in the form of capricious and expensive injection equipment, a very unreliable piston with constantly coked piston rings, clogged crankcase ventilation and firmware problems. We figured out the firmware quickly enough, but no one was in a hurry to solve the rest of the troubles. After several replacements, the piston engines became less hungry for oil, the crankcase ventilation was also changed, and by the end of the model's release, the motor already seemed to be the standard of reliability against the background of newcomers. But the engines turned out to have the highest potential for boosting, it was not without reason that this engine was put on the Golf R even after this line of engines had already been discontinued. New 3.2 FSI with 255 hp no better than turbocharged ones in terms of reliability; in this generation, the brand's engines were not at all lucky. Here and "maslozhor", and overheating, and failures of the power supply system. But the most unpleasant surprise was with the piston group of this aluminum engine and problems with the timing chain. The cylinders here are aluminum, which means that they are easy to damage. And due to a miscalculation in the design of the piston group and an abundance of soot, such motors regularly “lift up”. About repair methods for such equipment, and believe me, there are no inexpensive ways, just as there is no chance for a long life of such a problematic motor.
At the end of the existence of the model, a recall campaign was carried out on the market: in an attempt to reduce the "dump" of the motors, the thermostat was changed to a less hot one. The effectiveness of this measure turned out to be small, but still it can help motors that are operated mainly in urban areas. Otherwise, we can advise you to change the oil more often, use ester and PAO compositions, and change air filters more often. And the 4.2 engine is new here - unlike the engines of the ASG / AQJ / ANK series, completely new BBK / BNS were installed here. Their timing chain mechanism looks like a work of art, the mass is less than 200 kg, the highest power, but ... But you should not take the Audi S4 or RS4: all the problems of 3.2 FSI are here, besides, the cylinder block turned out to be frankly weak.
1 / 3
2 / 3
3 / 3
Fortunately, RS buyers are usually ready for a short resource and high cost of maintaining such a “lighter”, which cannot be said about the owners of the huge top-end Q7 crossover, on which these engines were also installed. Perhaps this is one of the shortest-lived series of engines of the German concern - there was simply nothing to upgrade there, and after three years of the announcement, the production of cars with these engines was simply curtailed.
1 / 5
2 / 5
3 / 5
4 / 5
5 / 5
If you need high power, then your choice is tuning 2.0 TFSI or even 1.8T, and if you want out of the box, then the previous S4, released before 2004 or the next one, after 2008. Pay attention to what service intervals operated the car. If the owner sincerely believed that LongLife makes it possible not to change the oil for 15-20 thousand kilometers, then the condition of even 1.8T and atmospheric 2.0 will be very poor, and subsequent repairs will be expensive. Diesel engines have changed little: there are exactly the same 1.9 TDI and 2.0 that were on, and others. 2.7 and 3.0 diesel are also considered successful engines. The main problems include expensive piezo injectors with a limited resource and a tendency to fuel leakage, which can lead to piston melting, for example. The motor also has a complex timing mechanism with several tensioners, it can unexpectedly fail at the most inopportune moment and is extremely expensive to repair. In addition to the "traditional" diesel problems with fuel equipment and EGR, it is worth remembering the poor lubrication of the camshaft on 2.0 TDI with unit injectors. 2.5 TDI engines have no problems with injectors, but it is not less troublesome from this. The older design is often happy with problems with lubrication pressure and even problems with the piston group.
transmissions
As with the previous A4, manual transmissions are no problem, as is the transmission itself as a whole. Even all-wheel drive Quattros are no less reliable, because there are no clutches and other transmission electronics. CVTs are also very resistant, although they have a limited chain resource (about 100-150 thousand kilometers) and will require expensive repairs if they are not replaced on time or if the drive cones are damaged by towing the car. CVTs also don't like harsh driving style and dirty oil and can be very expensive if not used properly. But with careful operation and replacing the chain on time, they can cover all 300 or more thousand kilometers without annoying minor problems. All-wheel drive versions of the Quattro were equipped with a new six-speed ZF 6HP19 automatic transmission. “New” here is not at all a synonym for “best”. Experts note a smaller resource of box bushings, torque converter, friction clutches, solenoids and valve body. This is due to an attempt to get closer in terms of efficiency and clarity of work to DSG boxes and much more stringent settings for the electronic part. This means that there are much greater shock loads, slippage of friction clutches even in standard operation and a large thermal load. The hydraulics and electronics unit here finally took shape in a “mechatronic” with a very dense layout, but still repairable. For owners, all this means that the gearbox on a car that was operated with a trailer or just a “racer” will already be in a pre-heart attack condition and may require expensive repairs even with “just over 100” runs. However, even for cars that are operated quietly, with runs closer to 150-200 thousand kilometers, the repair will be cheaper, but also serious - at least with the repair of the gas turbine engine and the bulkhead of the box itself to replace worn bushings and VFS solenoids.
Unfortunately, in this generation of machines, the variator turned out to be stronger than the “classic machine”. Audi's service policy also contributed to this in many respects - after all, the oil in automatic transmissions did not officially change, and instead of the usual ATP, the manufacturer allowed pouring only extremely expensive branded oil, the cost of which discouraged any service procedures. Of course, in fact, you can pour the same oil there as in other ZF machines, and you don’t need to buy a “branded” one at 3 thousand rubles per liter. By the way, these automatic transmissions on BMW proved to be somewhat better - including, perhaps, due to the mandatory replacement of fluids.