Audi Vorsprung durch Technik Self-Study Programme 439

439
Audi
2.0l TFSI flexible fuel engine

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Technical specifications subject to
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AUDI AG
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AUDI AG
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Technical status 05/10

Printed in Germany Audi

A10.5S00.57.20
Service Training
 The 2.0l flexible fuel engine sees Audi making another contribu-
tion to environmental conservation. Audi has been offering this
ethanol-compatible flexible fuel engine with European Audi A4
models since the autumn of 2009. Today bioethanol is produced
via alcoholic fermentation of energy crops such as wheat, maize
and sugar cane. Thanks to the high renewable factor, the CO2
balance of bioethanol in the vehicle as a whole is up to 75 % more
favourable than that of conventional petroleum-based fuel.
The advantage of the Audi concept is that the engine can be run on
fuel with any concentration of up to 85 % ethanol with no notice-
able differences in drivability or performance.
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Learning objectives of this Self Study Programme are:
In this Self Study Programme you will learn about the technology
of the 2.0l TFSI flexible fuel engine and the differences between
this engine and the basic 2.0l TFSI engine.
If you have worked your way through this Self Study Programme,
you will be able to answer the following questions:
2
Political goals of the international community in marketing
bioethanol are:
• To drastically reduce greenhouse gas emissions.
• To reduce the dependency on imported fossil fuels.
• In terms of agricultural policy, it is envisaged that bioethanol
will provide alternative sources of income and development
opportunities for agriculture.
• In terms of trade policy, intensive production of biofuels will
help to curb agricultural overproduction and, thus, reduce
subsidy levels.
Objectives for the development of the 2.0l TFSI flexible fuel
engine are:
• To use an existing basic engine; 2.0l TFSI flexible fuel engine
designed to run on ethanol is based on the existing 2.0l TFSI
engine with AVS* and start-stop technology.
• From the start, the customer does not notice any drawbacks in
terms of driving comfort or driving pleasure.
• An engine running on bioethanol should start reliably at low
ambient temperatures without any need for pre-heating, which
is usually the case with competitor products today.
• The favourable properties of the bioethanol will be utilised to
optimise engine efficiency at all operating points.
439_002
• What does the term "bioethanol" mean?
• What modifications does the 2.0l TFSI flexible fuel engine have
compared to the basic engine?
• What modifications have been made to the fuel system?
• What are the special features of the engine management
system?
• What are the points to note when servicing the vehicle?
 Contents

Introduction
Brief technical description _________________________________________________________________________________________________________________________________ 4
Specifications ________________________________________________________________________________________________________________________________________________ 5

Bioethanol
Basic information ___________________________________________________________________________________________________________________________________________ 6
Specifications for bioethanol ______________________________________________________________________________________________________________________________ 7
Comparison of fuel properties _____________________________________________________________________________________________________________________________ 7
Why E85, and not pure alcohol? ___________________________________________________________________________________________________________________________ 7
Production process __________________________________________________________________________________________________________________________________________ 9

Modifications to the basic engine

Development goals ________________________________________________________________________________________________________________________________________ 10
Cylinder liners ______________________________________________________________________________________________________________________________________________ 11
Cylinder head _______________________________________________________________________________________________________________________________________________ 11
Cranktrain ___________________________________________________________________________________________________________________________________________________ 12
Conrod _______________________________________________________________________________________________________________________________________________________ 12

Fuel system
Introduction ________________________________________________________________________________________________________________________________________________ 13
Fuel quality sender G446 __________________________________________________________________________________________________________________________________ 16

Engine management
Overview of the Bosch MED 17.1 system ________________________________________________________________________________________________________________ 20
Cold starting ________________________________________________________________________________________________________________________________________________ 22
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Cold starting with ethanol ________________________________________________________________________________________________________________________________ 23

Fuel ingress into the engine oil and fuel extraction from the engine oil _____________________________________________________________________________ 26

Service
Scope of maintenance _____________________________________________________________________________________________________________________________________ 28
Control and auxiliary drive ________________________________________________________________________________________________________________________________ 28

Annex
Glossary _____________________________________________________________________________________________________________________________________________________ 29

Test your knowledge

Summary ____________________________________________________________________________________________________________________________________________________ 31
Self Study Programmes ___________________________________________________________________________________________________________________________________ 31

!
• The Self Study Programme explains the basics of the design and function of new models, new automotive
components or new technologies. Note
It is not a Repair Manual! Figures given are for explanatory purposes only and refer to the software version
valid at the time of preparation of the SSP.
For maintenance and repair work, always refer to the current technical literature. Terms shown in italics and
marked by an asterisk (*) are explained in the glossary at the back of this Self Study Programme. Reference

3
 Introduction
Brief technical description
• Four-cylinder, four-valve turbocharged petrol engine
• Basic engine: grey cast iron cylinder block; balancer shafts in the
cylinder crankcase; steel crankcase; regulated oil pump sub-
merged in the sump and chain-driven by the crankshaft; timing
gear chain fitted at the engine front end; mass balancing with
chain drive fitted at the engine front end
• Cylinder head: four-valve cylinder head with a camshaft phaser
on the intake side and AVS* on the exhaust side
• Intake manifold with intake manifold flaps (tumble flap)
• Fuel supply: demand-controlled on the low pressure and high
pressure sides, multi-port high-pressure injectors; additional
cold start valve for ethanol operation
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Reference
For further information about the basic 2.0l TFSI engine, refer to Self Study Programmes 436 "Modifications to the chain-
driven 4-cylinder TFSI engine" and 384 "Audi chain-driven 1.8l 4V TFSI engine".
4
• Engine management: engine control unit MED 17.1
• Hot film air mass meter (digital) with integrated temperature
sensor, throttle valve with non-contact sensor
• Mapped ignition with cylinder-selective, digital knock control;
single spark plugs
• Turbocharging: integral exhaust turbocharger; charge air cooler,
charge air control with excess pressure; electrical divert air valve
• Exhaust system: single-chamber exhaust system with close-
coupled pre-catalyst
• Combustion process: homogeneous direct injection, intake
manifold injection during cold starting
439_003
 Specifications

Torque-power curve

Power in kW

Torque in Nm

Speed [rpm]
439_004
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Engine code Carbon fibre composite

Type Four-cylinder inline engine

Displacement in cm 3
1984

Stroke in mm 92.8

Bore in mm 82.5

Cylinder spacing in mm 88

Number of valves per cylinder 4

Firing order 1-3-4-2

Compression ratio 9.6:1

Power output in kW at rpm 132/4000 – 6000

Torque in Nm at rpm 320/1500 – 3900

Fuel 95 RON petrol1), ethanol (E85) mixable in all ratios up to 85 %

Engine management Bosch MED 17.1

CO2 emission in g/km 1492)

1)
Unleaded RON 91 petrol can also be used, but will result in a slight loss of power.
2)
Value refers to an Audi A4 with front-wheel drive and 6-speed manual gearbox running on RON 95 premium unleaded petrol; the higher
the ethanol content, the lower the CO2 emissions will be.

5
 Bioethanol

Basic information
Ethanol is an organic hydrocarbon compound which, like conven-
tional petroleum, consists of carbon molecules. Ethanol comprises
two carbon atoms (shown in black in the diagram) with attached
hydrogen atoms (red) and a hydroxyl group, i.e. an oxygen atom
(blue) and a hydrogen atom (red).

“Bioethanol” is used to “describe” ethanol which is produced

entirely from biomass (a renewable carbon source) or biodegrad-
able waste materials and which is designated for use as a biofuel.
The term bioethanol is a composite word made up of the terms Hydrocarbon molecule Hydroxyl group
biogenic and ethanol. Ethanol produced from vegetable wastes,
timber, straw or whole plants is also known as "cellulose ethanol". 439_005

Ethanol can be used as a fuel additive in mineral oil derivatives for

petrol engines, as pure ethanol ("L100") or in combination with
other alcohols (e.g. methanol) as a biofuel.

Commonly used mixtures are referred to as E2, E5, E10, E15, E25,
E50, E85 and E100. The number appended to the "E" denotes the
ethanol-petrol mixing ratio as a percentage by volume. E85 con-
sists of 85 % anhydrous bioethanol and 15 % conventional petro-
leum. In some cases, E85 offers significantly better efficiency than
conventional petroleum thanks to its higher knock resistance.
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Bioethanol in brief

Chemical formula C2H5OH

Other names Ethanol, ethyl alcohol, alcohol, agricultural alcohol, denatured alcohol, potato
alcohol, grain alcohol, E100
Brief description Fuel for adapted petrol engines

Origin Biosynthetic (bioethanol) or biogenic (agricultural alcohol etc.)

Characteristic components Ethanol (hydrous)

Aggregate state Liquid

Octane rating 104 RON

Other properties • Ethanol reacts with or dissolves natural rubber and plastics (e.g. PVC)
• Ethanol has a corrosive effect on uncoated aluminium components.

6
 Specifications for bioethanol
European standard DIN EN 228 allows up to 5 % ethanol to be
added to conventional petroleum (E5).
In Europe, fuels containing more than 5 % bioethanol must be
labelled appropriately.
Today, with few exceptions, nearly all modern Audi petrol engines
will run on E10 fuels.
Why E85, and not pure alcohol?
Due to the fact that ethanol has a fixed boiling point (78 °C), an
ignitable mixture cannot form inside the cold engine. This is why
the ethanol is mixed with 15 % fuel.
E = ethanol, 85 = 85 % ethanol and 15 % petroleum.
There is no reason why pure ethanol should not be used in vehicles
which do not cool down completely or have an engine heater.

Vehicles with first-generation FSI* naturally aspirated engines are As a fuel, bioethanol offers the following advantages:
not suitable for E10 fuel:
• High octane rating (110 octane*)
• A2 1.6l FSI, up to model year 2006 • Contains no sulphur
• A3 1.6l FSI, up to model year 2004 • Contains no aromatic compounds
• A3 2.0l FSI, up to model year 2004 • High oxygen content
• A4 2.0l FSI, up to model year 2004

!
Note
Audi A4 fitted with an auxiliary heater (petrol-driven 8E9 models from model years 2000 – 2008 must be filled with super
plus unleaded petrol if the auxiliary heater is in operation). No conversion is possible.
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Comparison of fuel properties

Premium unleaded petrol to DIN EN 228 E85 (better than DIN 51625-10.2007)

Density at 15 °C in kg/m 3

720 – 775 780 – 788

Calorific value in MJ/litre 31.0 22.7

RON min. 95 min. 103 (depending on summer fuel/winter

fuel specifications)
MON min. 85 min. 90 (depending on summer fuel/winter
fuel specifications)
Enthalpy of vaporisation* in kJ/kg 440 840

Higher alcohols C3 – C5 in % by vol. not specified 1.8

Water in % by vol. not specified 0.3

Acid as AcOH in mg/litre not specified 40

Oxygen content in % by vol. max. 2.7 max. 32 (in the case of E90)

Sulphur content in ppm max. 50 max. 8

7
 Production
Basically, a distinction is made between first and second genera-
tion biofuels. First-generation biofuels are produced either from oil
or sugar-bearing plants which are in competition with food produc-
tion. The oil-bearing plants are processed into diesel fuels by
pressing and esterification and the sugar-bearing plants are
converted to ethyl alcohol by fermentation.
Second-generation biofuels are obtained from organic wastes such
as straw, wood scraps, agricultural waste products, old timber,
sawmill by-products and inferior-grade forest timber.
In addition, use is made of fast-growing plants and timber varie-
ties which can also be grown in fields previously set aside. Second-
generation biofuels are fuels which have the capacity to improve
the overall CO2 balance.
Foodstuffs
1st generation
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CO2 reduction potential [%]
Ethanol Biodiesel Hydrogenated Biogas
vegetable oil
CO2 reduction
Until now, reductions in CO2 emissions have principally been
achieved by the improvement of vehicles and engines. Today
bioethanol is produced via alcoholic fermentation of energy crops
such as wheat, maize and sugar cane. Due to the high regenerative
component, the CO2 balance of bioethanol within the overall
vehicle is up to 75 % better than that of conventional, petroleum-
based fuels.
8
This is not the case with first-generation biofuels because large
quanties of fossil fuels are needed to produce them.
In accordance with a resolution passed by the European Parlia-
ment, new second-generation production processes will be imple-
mented in future so that bioethanol can be manufactured in large
volumes and more cost-effectively without producing high CO2
emissions.
From 2017 onwards, new production installations have to show a
reduction potential of at least 60 %. Existing installations must
verifiably achieve 50 %.
Ethanol manufactured via the first-generation production process
are already able to meet this requirement. This target can be met
by making more effective use of, for example, sugar beet, which
has a high energy yield (see diagram).
Conclusion: first-generation ethanol, too, has the potential for
high CO2 reduction.
Waste materials, cellulose
2nd generation
New installations as of 2017
Existing installations
Current installations
State of the art
CO2-optimised
2nd generation BTL fuel*
ethanol
439_006
The use of regenerative fuels can potentially lead to significant
savings taking the overall process into account. The plants convert
atmospheric CO2 to biomass during their growth phase. This
renewable energy can be subtracted from the automobile's emis-
sions.
 Production process
(shown using first-generation sugar beet as raw material)

Cultivation of raw materials

1. Conditioning 2. Extraction 3. Evaporation

Juice connc.
Raw materials for the production of Raw materials for
bioethanol sugar production
Raw juice
• Grain
1 hectare -> 9 tons of grain ->
3200 litres of ethanol
• Sugar beet 6. Distillation Addition of yeast

1 hectare -> 65 tons of beet with

4. Mixing
a sugar content of 18 % ->
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7500 litres of ethanol

5. Fermentation

Addition of water

7. Further processing 439_007

1. Conditioning 5. Fermentation
After delivery, the sugar beet is initially washed and then shred- The addition of yeast then results in alcoholic fermentation of the
ded. sugar in the sugar beet to alcohol.

2. Extraction 6. Distillation
The so-called "raw juice" is obtained during the extraction process. The alcohol is separated from the rest of the fluid. The alcohol
It serves, among other things, as the basis for the fermentation content is increased to nearly 100 % via subsequent rectification
process. and dehydration.

3. Evaporation 7. Further processing

After the juice has been cleaned, the so-called "juice concentrate" Various fuels can be produced for petrol engines, e.g. E5 or E85, by
is produced in an evaporation process. It can also be used as the adding conventional petroleum.
basis for alcoholic fermentation. In a sugar mill, this process step
is followed by the crystallisation process in which the raw materi-
als for sugar production are obtained.

4. Mixing
As a preliminary stage of alcoholic fermentation, the raw juice and
juice concentrate are mixed with water.

9
 Modifications to the basic engine

Development goals
1. Driveability is identical in all ethanol concentrations

The advantage of the Audi concept is that the 2.0l TFSI flexible
fuel engine can run on petrol with any ethanol concentration.
Although the engine is configured to run on E85, the customer
does not necessarily have to fill the tank with this mixture, but can
also run the vehicle on regular unleaded petrol or other mixing
ratios without any noticeable differences in drivability or perform-
ance.

2. Maximum utilisation of the fuel's properties

Several competitive products enhance engine performance due to

the higher octane rating of the bioethanol. This is possible because

Cylinder internal pressure [bar]

the cylinder pressure curve is higher than that of the basic engine.
Audi has optimised the 2.0l TFSI flexible fuel engine for efficiency,
hence its power output is identical to that of the basic engine
(132 kW).
This, in turn, means that the engine runs knock-free at full throttle
and at ethanol concentrations of approx. 60 % or higher. The
advantage of this strategy is that it significantly reduces the
approx. 40 percent higher volumetric consumption owing to the
lower energy content of ethanol and, thus, reduces the loss in
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range.

Crank angle [°]

439_008

Ethanol
Premium grade petrol

3. Autarkic cold starting*

The low vapour pressure* of ethanol inhibits evaporation of the

fuel at low temperatures, thus adversely affecting mixture forma-
tion. As a result of this, the ignitable mixture required for reliable
ignition cannot be formed.
Vapour pressure [bar]

To counteract these negative impacts on starting the engine at

sub-tero temperatures, so-called block heaters* were previously
used, especially in Scandinavian countries. The vehicle is plugged
into the mains for several hours, thereby heating the engine and
ensuring that it starts reliably.
Audi set itself the goal of doing without this customer-unfriendly
solution so that vehicles running on ethanol can be reliably started
even at low ambient temperatures.

Temperature [°C]
439_009

Ethanol
Premium grade petrol

10
 Cylinder liners
This is the first time that a four-cylinder petrol engine will be
volume-produced with cylinder liners with a special finish. A highly
wear-resistant outer layer is produced by laser remelting.
In the case of cast-iron cylinder liners with graphite lamellae, the
honing process causes the graphite lamellae to be "compressed".
This nullifies one of the main advantages of the cast iron since the
"compressed" graphite lamellae now only have limited capacity to
hold oil. The applied method reopens the graphite lamellae. This is
achieved by laser vaporisation of the upper layer.
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Cylinder head
One of the chemical properties of E85 is that it is highly corrosive
to other metals (e.g. aluminium and copper). The basic engine had
already been designed with these properties in mind, so no modifi-
cations to the fuel lines or seals were required.
In addition to exposing the graphite lamellae, the advantage of
this process is that it produces a nanocrystalline layer with a high
nitrogen content that gives the liner ceramic properties. Compared
to conventional honing techniques, this process reduces wear by
90 % and oil consumption by 75 %.
In a further development of the laser honing technique, a laser
attached to the head of the honing tool burns tiny, evenly spaced
pockets (over which the pistons or piston rings move) into the
cylinder surface made of cast iron, e.g. VGCI (vermicular graphite
cast iron*). These pockets are filled with oil and, thus, improve the
supply of oil to the cylinder liner. They also reduce oil and fuel
consumption, as well as emissions.
Advanced honing process for cylinder liners
439_010
A different material exhibiting higher wear resistance was required
for the valve seat rings due to the lower lubricating action of the
ethanol.
Advanced honing process for cylinder liners
439_011
11
 Cranktrain
The forces acting on the piston assembly and the cranktrain (see
diagram) are higher due to the marked increase in peak pressure.
The pistons, crankshaft and crankshaft bearing have already been
designed to withstand higher forces.
However, the conrod and its bearings had to be reinforced. In this
case, it was possible to use the conrod and conrod bushing from
the 2.5l R5 TFSI engine.

Force [N]
However, the conrod bearing on the crankshaft also had to be
improved in order to absorb the peak pressures which intermit-
tently occur. For this purpose, the geometrically identical bearing
has an additional aluminium inlay which has the task of absorbing
intermittent peak pressures and transmitting forces to the base.

Speed [rpm]
439_012

Ethanol
Premium grade petrol

Conrod
The conrods have also been reinforced compared to those of the
basic engine on account of the altered pressure characteristics. In
addition, the conrod bearings have a modified material structure Increased gudgeon
which makes them even more resistant to wear. pin diameter of
22 mm
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Wider small end

Conrod bearing of the basic engine

Wear protection layer No deep-hole bore

Intermediate layer

Base
Optimised shank geometry
with significantly larger Reinforced bolt
sectional area ends

439_013

439_015

Conrod bearing of the 2.0l TFSI flexible fuel engine

Use of conrod
bolts
Wear protection layer

Intermediate layer
Aluminium layer

Base

439_014

12
 Fuel system

Introduction
It was necessary use new materials not affected by the highly To allow the car to run on fuels containing different amounts of
corrosive components of the fuel to manufacture the entire fuel ethanol, an additional fuel quality sender G446 is used. Thus, the
system, including the fuel tank, predelivery pump and fuel lines. engine can be operated using various ethanol-petrol ratios.
Seals and all plastic parts must be resistant to the increased
swelling tendency of the fuel.

Fuel tank breather line

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Rollover valves

439_016

Multifunction pot with rollover valve and lever sensor

for the secondary chamber

Supply line connection Fuel delivery unit with fuel filter

13
 Fuel delivery unit

The following components of the fuel delivery unit have been

modified for the use of E85 fuel:
• Guide rods
• Insulation of electrical wiring
• Fuel gauge sender G
• Flange
• Corrugated tubes

Modified electrical connections

Modified guide rods

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Cable with modified connectors and protective

tubing

Modified fuel gauge sender G

Fuel filters 439_017

The following components of the fuel predelivery pump G6 have

been modified for the use of E85 fuel:
• Pump casing
• Pump stage
• Pumphead

Reference
You can find basic information about the fuel system in Self Study Programmes 384 "Audi chain-driven 1.8l 4V TFSI engine"
and 432 "Audi 1.4l TFSI engine".

14
 System overview

High-pressure fuel pump Fuel pressure sender G247

Low-pressure fuel Cold start valve N17

pressure sender G410

Injectors 1 – 4
N30 – 33 and N82
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439_037
to engine
control unit

Fuel quality
sender G446 Battery Fuel pump control Fuel predelivery
(positive) unit J538 pump G6

Fuel pressure regu-

lating valve N276

!
Note
Caution: injury hazard. Very high pressures can occur inside the system. To open the high-pressure side, please follow the
directions given in the Workshop Manual.

15
 Fuel quality sender G446
To fully utilise the range of the fuel, a sensor is used for detecting
the ethanol concentration in the petrol.

It has the following task:

• to quickly and reliably detect the ethanol concentration by
means of a capacitive measurement method (dielectric con-
stant* of petrol at room temperature = 2.3; E100 = 25)

This calculation has the following advantages for the engine

control unit:
• Maximum thermodynamic utilisation of the fuel's properties
• Exact pilot control of the air-fuel mixture

439_018

Installation location

The fuel quality sender G446 is located in the underbody area of

the vehicle beneath the right seat.
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439_019

16
 Mode of operation

Use of an ethanol sensor is the most expensive way of measuring

ethanol content, but also the most exact one.
Two electrodes are immersed in the fuel flow in the fuel line
upstream of the injectors. The fuel thus becomes an electrical
element as part of an electrical circuit.
The resistance and dielectricity of the liquid changes according to
ethanol content.
These variables are measured and the ethanol content computed
from this data is available to the engine control unit.
The control unit adapts the variables, e.g. injection duration and
injection timing, accordingly.

The electrical variables are highly dependent on the fuel tempera-

ture. The sensor, therefore, requires a separate temperature sensor
for the fuel temperature. The measurement can also be impaired
by inferior fuel quality (fuel containing water, debris or unwanted
admixtures).

439_020
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Functional principle

The electrical current flows through the fuel between the two
Measuring electrodes
measuring electrodes. The fuel acts as a resistor for d.c. current.
The resistivity (R) depends on the ethanol content.

Dielectric
The fuel represents a dielectric* which influences the electrical
capacitance of the capacitor (formed by the measuring electrodes).
Alternating current can be used to measure the capacitance (C),
from which the dielectric and, thus, the ethanol content can be
determined.

The electrical properties of the fuel are heavily influenced by its

temperature. For corrective purposes, therefore, the temperature
must be measured separately (directly at the sensor).

439_021

17
 Sensor signal for the engine control unit

The electronics in the fuel quality sender G446 apply an output

signal to PIN 2 in the form of a frequency.
The frequency is dependent on the measured ethanol content and
the temperature of the fuel.

The diagram shows the frequency in relation to the ethanol

Frequency [Hz]
content at room temperature.

Ethanol [%]
439_022
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Signal pattern

The signal characteristic of the fuel quality sender G446 can be

displayed in Guided Fault Finding mode. Figure 439_023 shows the
voltage characteristic at an ethanol content of 2.7 %.

Guided Fault Finding Audi V16.16.00 02/11/2009

Audi A4 2008>
Function test 2010 (A)
Avant
Engine electronics - Display measured values CFKA 2.0l TFSI / 132 kW

Complete list

- Display measured values: Push Read button:

- Continue with the button.

Measured value Result Nominal value

Alcohol content in fuel 2.7 %

Read

Operating Skip
mode
439_023

18
 Determining the ethanol content
The square-wave signal is frequency-modulated. This means that
the signal duration changes as a function of ethanol content.
In our example, the signal duration is 18.8 milliseconds.
Test instruments Auto mode
DSO
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Cursor
Skip
Monitoring of fuel quality recognition
• Electrical connections are checked (short circuit to ground and
battery, load drop)
• Ethanol sensor has a self-diagnosis function which detects
internal electrical faults and indicates these as a fault text
• Checks are made continuously (while driving) to determine
whether the sensor signal changes implausibly quickly and
sequentially, and whether the sensor signal has become stuck
at an ethanol reading
• As in conventional vehicles, the driver is instructed to take the
vehicle in for servicing if the fuel supply system is faulty to the
extent that a deterioration in emissions can be expected
• The plausibility check of the ethanol sensor is only registered in
the fault memory if a fault is detected in the fuel supply system
on the basis of the lambda model. The allows the ethanol
sensor to be specifically identified as the fault source from the
many possible causes of a fault in the fuel supply system
The frequency of the signal is obtained by dividing 1 by 18.8 and
multiplying the result by 1000 (in our case, it is 53.19 Hz). By
referring to the table, the ethanol content can now be determined
from the calculated value and, thus, a conclusion can be made
regarding the plausibility of the sensor.
Freeze frame
Amplitude difference B
Time difference
Cursor 1
Cursor 2
439_024
Effects of signal failure
In the event of faults or unacceptable deviations, various strate-
gies are followed in accordance with statutory guidelines:
• The mixture is set via the lambda model alone.
• An average ethanol value is assumed.
• The ignition angle and the component protection system are set
with safety in mind, i.e. E0 (to prevent engine knocking).
• A loss in efficiency (noticeable loss of power) is taken into
account.
19
 Engine management

Overview of the Bosch MED 17.1 system

Sensors

Air mass meter G70

Intake air temperature sender G42

Coolant temperature sender at radiator outlet G83

Coolant temperature sender G62

Charge pressure sender G31

CAN data bus

Engine speed sender G28

Hall sender G40

Throttle valve control unit J338

Throttle valve drive angle sender 1 with electric power
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control G187
Throttle valve drive angle sender 2 with electric power
control G188

Accelerator pedal position sender G79

Accelerator pedal position sender 2 G185
Clutch position sender G476
Clutch pedal switch for engine starting F194

Fuel pressure sender G247

Clutch pedal switch F36

Engine control unit J623

Intake manifold flap potentiometer G336

Oil pressure switch F22

Oil level/oil temperature sensor G266

Knock sensor 1 G61

Oxygen sensor before catalytic converter G39

Oxygen sensor after catalytic converter G130

Fuel quality sender G446

Oil pressure switch for reduced oil pressure F378

Low-pressure fuel pressure sender G410

Brake light switch F

Auxiliary signals

20
 Actuators
Motronic power supply relay J271
Power supply relay for engine components J757

Intake manifold flap valve N316

Charge pressure limitation solenoid valve N75

Fuel pressure regulating valve N276

Fuel pump control unit J538

Fuel predelivery pump G6

Injector, cylinders 1 – 4 N30 – N33

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Ignition coils 1-4 with output stage N70, N127, N291,

N292

Throttle valve control unit J338

Throttle valve drive (electric power control) G186

Activated charcoal filter system solenoid valve 1 N80

Oxygen sensor heater Z19

Lambda probe 1 heater, after catalytic converter Z29

Diagnostic port
Additional coolant pump relay J496
Coolant run-on pump V51

Inlet camshaft timing adjustment valve -1- N205

Cold start valve N17

Cam adjustment elements 1 – 8 F366 – F373

Turbocharger divert air valve N249

Electro/hydraulic engine mounting solenoid valve,

left N144
Electro/hydraulic engine mounting solenoid valve,
right N145

Oil pressure control valve N428

Auxiliary output signals

439_025

21
 Cold starting
Using the information on fuel quality, the correct mixture can be
set immediately after cold starting.
The vapour pressure* and, thus, the carburetion characteristics
vary according to fuel quality (the ethanol content in the petrol).
At about 13 °C, pure ethanol (E100) has the same vapour pressure
as commercially available petrol at –30 °C. (refer to "Autarkic cold
starting" on page 10)
Thanks to the FSI* technology, it is possible to implement a
high-pressure multi-injection fuel system. This system renders
engine preheating superfluous and ensures reliable cold starting at
temperatures as low as –25 °C.
Injection strategies
The injection strategies for petrol and E85 are similar during cold
starting:
• The first injection takes place during the intake stroke and
ensures the "basic enrichment" of the air-fuel mixture.
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Expulsion Intake
Bioethanol
Premium grade petrol
Crank angle [°]
Differences between the petrol and E85 injection strategies
A near-identical injection window is chosen during the intake
stroke. In this case, allowance is only made for longer injection
time when using E85 owing to the additional volumetric demand.
Thanks to direct injection, the heat of compression can be selec-
tively utilised for mixture formation during cold starting. For this
reason, the two injection packages for E85 are timed to take place
much later in the compression stroke and with shorter intervals in
between.
The interval between the last injection and ignition at TDC is
shorter than when starting with petroleum.
22
The multi-injection fuel system has three injection windows
instead of the previous two.
Whereas in the twin injection system the injection windows are
during the intake and compression strokes, in the multi-injection
system the compression stroke injection is subdivided into two
variable injection packages. The timing and quantity of the indi-
vidual injection packages are freely selectable.
• During the compression stroke, two injections take place in
close succession. The interval between the two injections
ensures better mixture preparation and a more homogeneous
distribution within the combustion chamber and, thus, in the
region around the spark plug, where a combustible air-fuel
mixture must be present at the time of ignition.
Compression Working stroke
approx. 15 ms
approx. 5 °
crank angle
approx. 10 ms
approx. 60 °
crank angle
439_026
With petroleum, the injection is timed to take place earlier with a
longer interval between the last injection and the point of ignition.
This results in better homogenisation of the air-fuel mixture and
prevents soot formation during cold starting.
A high fuel pressure of 150 bar is applied for cold starting.
In this way, the fuel is finely atomised and a larger amount of fuel
is injected within the same injection period.
 Cold starting with ethanol
Startability at high ethanol concentrations Additional fuel demand due to cold start valve

Cold starting with E85 fuel can lead to problems requiring the use
of additional technology.
Notwithstanding the high fuel pressure, the delivery capacity of
the high-pressure pump during cold starting may not be sufficient
owing to the higher volumetric demand for ethanol fuel.

Fuel quantity [-]

The delivery capacity of the high-pressure pump is rated for the
basic petrol unit and, thus, ensures an adequate supply of petrol at
temperatures as low as –30 °C.

Temperature [°C]
439_027

with cold start valve

without cold start valve
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Fuel supply during cold starting

Additional fuel demand

At sub-zero temperatures, a much greater quantity of E85 is
required for starting compared to petrol.
About twice the amount of E85 is needed to ensure that the engine
starts reliably at –30 °C.

At about –10 °C, the high-pressure pump is operating at maximum

Delivery rate [-]

delivery capacity, although the pump cam stroke has been length-
ened by about 6 % to increase fuel delivery for the 2.0l TFSI
flexible fuel engine. In this case, the cold start valve N17 is acti-
vated.

Temperature [°C]
439_028

Ethanol
Premium grade petrol
Delivery rate of high-pressure pump at engine start

23
 Adapted intake manifold

The intake manifold is a new design. However, the planned engine

production run is not large enough for it to be worthwhile procur-
ing a mould to make a plastic part. For this reason, the intake
manifold is made of aluminium.

from fuel tank

to high-pressure pump

Low-pressure fuel pressure sender G410

Cold start valve N17

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High-pressure line from

the high-pressure pump

Low-pressure rail

439_029

Cold start valve N17

To ensure that enough fuel is available for starting at temperatures
below –10 °C, an additional cold start valve has been integrated in
the low-pressure fuel system.
The cold start valve is positioned downstream of the throttle valve
in the intake manifold.
The distribution of fuel between the high-pressure system and the
low-pressure system is configured so that the cold start valve
admits only as much fuel as cannot be delivered by the high-
pressure pump.
In this case, the high-pressure system is continuously operated at
maximum duty cycle.
To enable the fuel admitted by the cold start valve and by the
high-pressure system to be prepared simultaneously within the
combustion chamber, both injections have to be co-ordinated
during starting.

24
 Cold starting cycle

1. Start
The following diagram shows a cold start at an ambient tempera-
ture of –25 °C. When the starter is actuated, fuel is injected via
cold start valve N17.

Injection time, cold start

valve [ms]
Engine speed [rpm]
Activation period [ms]

Rail pressure [Mpa]

Speed [rpm]
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439_031

Time [s]

Fuel flow reduction

through the cold start valve

2. High-pressure build-up
The high-pressure pump builds up high pressure while cold start The time required to transport the fuel from the cold start valve to
valve injects fuel. The high-pressure injectors initially remain the combustion chamber is used to provide a rail pressure of
deactivated. 150 bar in the high-pressure system.

Injection time, cold start

valve [ms]
Engine speed [rpm]

Rail pressure [Mpa]

Activation period [ms]

Rail pressure [Mpa]

Speed [rpm]

439_032

Time [s]

Pump stroke Fuel flow reduction

through the cold start valve

25
 3. High-pressure injection
After the high pressure has been built up and the fuel from the
cold start valve has entered the combustion chamber, the high-
pressure injection system is activated. Due to the fact that the high
pressure system is operating at maximum drive level, a dip in
pressure inside the high-pressure system is accepted. However, the
pressure must not be allowed to drop to too low a level. This would
have a detrimental effect on mixture preparation.
As soon as the combustion cycle commences and the engine has
started up, the quantity of fuel admitted by the cold start valve is
reduced continuously.
The process of fuel flow reduction begins as soon as the engine
speed equals the nominal idle speed. The fuel flow through the
cold start valve is continuously and slowly decreased in order to
reduce wall film effect and to assist initial engine operation.
Timed control of the high pressure system is, therefore, dependent
on the use of the cold start valve, which, in turn, is dependent on
the ethanol concentration and the start temperature.

Cold start valve active

Injection enabling signal

High-pressure build-up
High pressure injector
Injection time, cold start
valve [ms]

Engine speed [rpm]

Injection time, high-pressure

injector [ms]

Rail pressure [Mpa]

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Activation period [ms]

Rail pressure [Mpa]

Speed [rpm]

439_033

Time [s]

Pump stroke Fuel flow reduction through

the cold start valve

Fuel ingress into the engine oil

and fuel extraction from the engine oil
Introduction
Lubricant, fuel and water form a complex emulsion which has the Ingress of substances containing oxygen adversely affects the
capacity to leach active agents out of and contaminate the oil. formation of wear protection layers.
A high fuel content in the engine oil gives the oil a very low viscos- Due to this problem, the maintenance intervals specified on
ity, thereby thinning out the lubrication filter. In addition to this, page 28 should be observed.
cavitation* can occur due to rapid vaporisation of the fuel.

26
 When the engine is cold, fuel and water from the exhaust gas may
condense in the intake system and in the cylinder, entering the oil
circuit prior to combustion.
In an engine running on E85, as much as 160 g of fuel may enter
the engine oil during a cold start cycle. At the end of the cold

Temperature [°C]
phase, the engine oil contains about 15 % fuel and water.
Condensation of E85 fuel leads to an increase in fuel consumption.
Fuel and water become enriched at oil temperatures of below
approximately 50 °C. Fuel and water evaporate at temperatures of
above 50 °C.

Volume [%]
439_034

In the warm-up phase, ingress of fuel into the engine oil is signifi- Ingress > extraction Extraction > ingress
cantly higher in a vehicle running on E85 instead of petrol.
This depends on two factors:
• additional volumetric consumption of E85 fuel
• different boiling behaviours of both fuels (see diagram
439_034).
Ingress amount [%]
In contrast to petrol, ethanol does not have a boiling curve rather a
fixed boiling point. This is 78 °C.
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Whereas individual components of petrol change to a gaseous

state over the a temperature range extending from 40 °C to
200 °C, ethanol changes to a gaseous state at a set temperature.
This is due to the purely molecular structure of the ethanol.

Engine oil temperature [°C]

439_035
Ethanol
Premium grade petrol

Effects on the engine management system

Ingress of E85 fuel into the engine oil occurs during the warm-up
phase due to the larger quantity of fuel injected and, in particular,
the effect of the fixed boiling point.
During cold starting, a larger additional amount of fuel is injected
into the engine to provide for the additional volumetric demand
and additional start enrichment of the air-fuel mixture. However,
this is the smallest fraction of the total amount injected during the
entire warm-up phase.
The fuel which is not directly involved in the combustion process
and comes into contact with engine components that have not yet
reached a temperature of 78 °C re-condenses and is either expelled
by the exhaust system or bypasses the piston rings and is
entrained in the engine oil.
The process continues until all engine components in the combus-
tion chamber have safely exceeded the boiling point of ethanol.
This point is reached at an engine oil temperature of approx. 35 °C.
From then on, more ethanol is extracted from the engine oil than
is entrained in the engine oil.
Fuel ingress into the engine oil can be particularly high if the
vehicle is frequently driven short distances in succession.
Fuel extraction process
At an engine oil temperature of 78 °C, the ethanol evaporates
completely. The evaporated ethanol is now admitted into the
combustion system via the crankcase breather.
In this case, the engine management system must take special
measures at idle so that stoichiometric combustion* can take
place.
Depending on the situation and the ethanol concentration in the
fuel, the following measures may be taken:
• The injected fuel mass is decreased by reducing the injection
time of the injectors.
• If this is not enough, the fuel pressure is reduced to 30 bar.
• In extreme cases, the ignition timing can even be retarded.
• Finally, the idling speed is additionally increased.

27
 Service

Scope of maintenance

Maintenance work Interval

Engine oil change interval (generally applicable Fixed interval of 15,000 km or 12 months (depending on which occurs first)
to engines without LongLife service)
Engine oil specifications Engine oil compliant with VW standard 50400 or 50200

Engine oil filter replacement interval during every oil change

Engine oil change quantity (for customer 4.6 litres (including oil filter)
service)
Extract/drain engine oil both are possible

Scale values for the electronic oil gauge tester • Default value for the setting ring (upper scale value) 39
(if no dip stick is fitted) • Default value for the oil min. to oil max. range (lower scale value) 0 to 24
Air filter replacement interval 90,000 km

Fuel filter replacement interval Lifetime

Spark plug replacement interval • 30,000 km or 6 years (depending on which occurs first)
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Control and auxiliary drive

Maintenance work Interval

Ribbed V belt replacement interval Lifetime

Ribbed V belt tensioning system Lifetime

Timing gear chain replacement interval Lifetime

Timing gear chain tensioning system Lifetime

28

Glossary
Autarkic cold starting
A cold starting system which runs, or can be run, independently of
other components (block heater). This facilitates high-pressure
multi injection based on FSI technology, rendering engine preheat-
ing superfluous and enabling the engine to be reliably cold started
at temperatures as low as –25 °C.
AVS
Audi valvelift system
The Audi valvelift system has been developed to optimise the
exhaust-intake cycles in internal combustion engines. In the 2.0l
TFSI engine, the system is not installed on the intake side rather
on the exhaust side. To is achieved by separation of the firing order,
and hence pulse charging of the exhaust turbocharger.
Block heater
To counteract the detrimental effects of the low ethanol vapour
pressure on engine starting at sub-zero temperatures, so-called
block heaters are used, especially in Scandinavian countries. The
vehicle is plugged into the mains for several hours in order to heat
the engine block, thereby ensuring that the ignitable air-fuel
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mixture combusts and that the engine starts reliably.
BTL fuel
Biomass To Liquid
These are synthetic fuels produced from biomass. They can be used
to produce, as an end product, fuels that slightly differ chemically
from conventional fuels, such as petrol or diesel, but which are
suitable for use in petrol or diesel engines. BTL fuels are second-
generation biofuels.
Cavitation
(lat.: “cavitare”, meaning to “hollow out”) Is the formation and
collapse of cavities within liquids due to pressure fluctations. A
distinction is made between two borderline cases, between which
there are many transitional forms. In the case of pressure cavita-
tion or hard (transient) cavitation, the cavities mainly contain
vapour of the enveloping fluid. Such cavities collapse by bubble
implosion under the influence of external pressure (microscopic
vapour shock). In the case of soft or stable gas cavitation, gases
dissolved from the fluid enter the cavitation bubbles and soften or
prevent their collapse.
Dielectric
Is a low-conducting or non-conducting nonmetallic substance
which is subjected to electrical or electromagnetic fields and
whose charge carriers are generally not freely moveable. A dielec-
tric can be either a gas, a liquid or a solid.
Annex
Dielectric constant (permittivity constant)
Is the ratio of ε to the electrical field constant ε0 (permittivity of
the vacuum) εr = ε/ε0. The dimensionless variable εr describes the
field weakening effect of dielectric polarisation within electrically
insulating materials.
Enthalpy of vaporisation
The enthalpy of vaporisation ΔVH is the energy required to trans-
form 1 mole of any substance from a liquid to a gaseous state
under isothermal and isobar conditions.
FSI
Fuel Stratified Injection
A technology used on petrol engines of the VW Group for direct
fuel injection into the combustion chamber at pressures of higher
than 100 bar.
Octane
A measure of a fuel’s ability to resist burning prematurely or
uncontrollably by spontaneous combustion in the combustion
chamber. The higher the octane rating, the greater the energy yield
of the fuel.
Stoichiometric combustion
Describes the air-fuel ratio at which all the fuel molecules react
fully with the oxygen in the air, without oxygen being absent or any
uncombusted oxygen remaining.
It takes 14.8 kg of air to completely combust 1 kilogram of regular
unleaded petrol, 14.7 kg of air to completely combust 1 kilogram
of premium unleaded petrol, 9.0 kg of air to completely combust
1 kilogram of ethanol and 14.5 kg of air to completely combust
1 kilogram of diesel.
Vapour pressure
Is a material and temperature dependent gas pressure and is the
ambient pressure below which a liquid – at constant temperature
– begins to enter a gaseous state.
Vermicular graphite casting
Is an iron-carbon casting material containing graphite in a ver-
micular form (vermiculus is latin, meaning "little worm"). In
general, the term "cast iron with vermicular graphite" is used if at
least 80 % of the graphite is vermicular and the remainder is in a
spheroidal - but not lamellar - form. Cast iron with vermicular
graphite has a well-defined modulus of 0.2 %. On average, its
strength is at least 50 % higher than the strength of cast iron with
lamellar graphite, but is dependent both on the wall thickness and
on the silicon content. Compared to grey cast iron, weight savings
of up to 15 % can be achieved by the reduction of wall thickness.
29
 Test your knowledge

1. What is meant by flexible fuel?

□ a) The engine can run on petrol and liquefied petroleum gas.

□ b) The engine can run on petrol and diesel.
□ c) The engine can run on petrol and bioethanol.

2. What is the task of sender G446?

□ a) The fuel pressure sender gauges the fuel pressure in the rail.
□ b) The fuel pressure sender measures the ethanol concentration.
□ c) The fuel pressure sender is responsible for exact air-fuel mixture pre-control.

3. What are the characteristic features of the 2.0l TFSI flexible fuel engine?

□ a) Use of the 2.0l TFSI engine with AVS and start-stop technology.
□ b) No noticeable drawbacks in terms of ride comfort and driving pleasure.
□ c) Development of a special engine pre-heating system for countries with cold climates.

4. What does the term "bioethanol" mean?

□ a) A marketing name.
□ b) An organic hydrocarbon compound.
□
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c) A fuel produced from fast-growing plants, timber varieties and organic wastes.

5. What modifications does the 2.0l TFSI flexible fuel engine have compared to the basic engine?

□ a) Use of a block heater.

□ b) Use of reinforced conrods.
□ c) Increased engine power.

6. What modifications have been made to the fuel system?

□ a) Use of a modified fuel tank.

□ b) Use of a modified fuel delivery unit.
□ c) Use of a fuel quality sender G446.

7. What are the special features of the engine management system?

□ a) Shorter injection times at idle.

□ b) Increased entrainment of fuel components not involved in the combustion process occurs up to an oil temperature of 35 °C.
□ c) Reduction in idle speed.

8. What are the points to note when servicing the vehicle?

□ a) Fixed service intervals and no LongLife Service.

□ b) Spark plug replacement every 60,000 km.
□ c) Replacement of the fuel filter during every service.

1 c; 2 bc; 3 ab; 4 bc; 5 b; 6 bc; 7 ab; 8 a

Test solutions:

30
 Summary
Ethanol is a practical and inexpensive alternative to petrol. It does
necessitates neither the introduction of fundamentally new engine
technology nor the installation of fuel pressure accumulators, such
as when running a vehicle on LPG liquid gas or CNG natural gas.
The Audi 2.0l TFSI flexible fuel engine is the world's first flex fuel
engine incorporating TFSI technology. It utilises biofuel E85 and
conventional petrol to achieve optimal efficiency without any
limitations. The CO2 balance can be improved by up to 75 percent
by using regenerative biofuels.
Thanks to the newly developed high-pressure multi injection
system, the 2.0l TFSI flexible fuel engine is also able to start at
low ambient temperatures when running on E85.
Compared to its premium-segment competitors, the Audi A4 with
2.0l TFSI flexible fuel engine represents a new benchmark. While
delivering identical performance to the basic petrol version, the
Audi A4 with 2.0l TFSI flexible fuel engine is easily the best vehicle
concept in its class in terms of fuel economy.

Self Study Programmes

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439_038 439_039 439_040 439_041

SSP 384 Audi chain-driven 1.8l 4V TFSI engine, order number: A06.5S00.29.20
SSP 436 Modifications to the chain-driven 4-cylinder TFSI engine, order number: A08.5S00.52.20
SSP 411 Audi 2.8l and 3.2l FSI engine with Audi valvelift system, order number: A07.5S00.42.20
SSP 451 Audi TT RS with 2.5l R5 TFSI engine, order number: A10.5S00.67.20

31
 Audi Vorsprung durch Technik Self-Study Programme 439

439
Audi
2.0l TFSI flexible fuel engine
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All rights reserved.

Technical specifications subject to
change.

Copyright
AUDI AG
I/VK-35
service.training@audi.de

AUDI AG
D-85045 Ingolstadt
Technical status 05/10

Printed in Germany Audi

A10.5S00.57.20
Service Training