2.

0T TSI
ENGINES
FSI engine code BPY
TSI engine code CCTA & CBFA
Basics, diagnosis, common issues and more
GOALS FOR THIS CLASS
✦ Basics of CCTA/CBFA engines
✦ Intake System
✦ Fuel System
✦ Timing Circuit
✦ Cooling System
✦ PVC System
✦ Variable Valve Timing
✦ Variable Valve Lift
✦ Oil System (and leaks)
✦ Top 5 common failures
 FSI ENGINE
VS
TSI ENGINE
FSI engine code BPY
TSI engine code CCTA & CBFA
4
FSI DIRECT INJECTION
➤ Timing belt driven

➤ Chain drive connecting cams

➤ Internal water pump

➤ Balance shaft and oil pump

module combined
➤ Separate IMRC (Intake
Manifold Runner Control)
➤ Solid follower for HPFP

➤ 3 lobes on cam for HPFP

 TSI DIRECT INJECTION
➤ 3 drive chains

Balance shafts, Cam timing, Oil pump

➤ Non serviceable IMRC(Intake Manifold

Runner Control)
➤ Roller follower for HPFP

➤ 4 lobes on cam for HPFP

➤ External water pump

➤ Separate balance shafts

➤ CFBA engine code has secondary air

injection
EA888 DIRECT INJECTION
➤ EA888 TSI can be 1.8t or 2.0t
➤ Some have variable valve lift
for exhaust valves
➤ Variable valve lift is
electronically controlled
➤ Variable valve lift allows for 2
different cam profiles
➤ Relocated oil cap and dipstick
➤ Electronic wastegate
INTAKE MANIFOLD
COMPOSITE INTAKES MANIFOLD
➤ Flaps are integrated into manifold
➤ 2 most common failures are
✦ P2014 or P2015 intake runner issue
✦ Arm on vacuum diaphragm breaks
➤ Some cars have warranty extensions to 120k miles
➤ Replacing a manifold is a great opportunity to inspect for
carbon cleaning
➤ Be sure to replace injector seals
➤ Watch torque on lower bolts
COMPOSITE INTAKES MANIFOLD
➤ Flap position feedback is
provided by “Intake Manifold
Runner Position Sensor
G336”
➤ Flaps open at 3800 RPM
➤ This can be monitored with
MVB 143
➤ Also confirmed by visually
monitoring Vacuum motor
arm
 INTAKE MANIFOLD

Flap Position Closed Flap Position Open

KEYS TO INTAKE MANIFOLD DIAGNOSIS AND REPAIR
➤ Be sure engine has good vacuum supply to actuator
➤ Excessive carbon buildup on intake valve can increase manifold
failure
➤ Many CCTA/CBFA engines have a warranty extension on the
intake manifold.
➤ Be careful of the ECT connector wires. They can catch on the
lower intake support
➤ Do not over torque lower middle bolts (10NM).
➤ Intake manifold replacement is a great opportunity to inspect
valves for carbon.
➤ Replace injector seals as needed.
FUEL SYSTEM
HIGH PRESSURE FUEL PUMP
HIGH PRESSURE FUEL PUMP BASICS
➤ Bosch HPFP
➤ Driven by 4 lobed cam at the end of the intake camshaft
➤ Roller style follower
➤ Pressure is regulated between 50-150 bar
➤ Fuel pressure is requested by the ECM and controlled by N276
➤ Good pressure at idle is about 40 bar

➤ ALWAYS FOLLOW REPAIR PROCESS FOR HPFP

REPLACEMENT!! PUMP DAMAGE MAY OCCUR.
INSTALLING HPFP
➤ To install the HPFP, roller
tappet MUST be at lowest
point.
➤ Tighten bolts by hand
➤ Tighten bolts diagonally to 

M6 thread 8 Nm + 90°

M8 thread 20 Nm

ALWAYS REPLACE
➤ Damage to pump can occur if
steps are not followed .
HPFP DIAGNOSIS
➤ Be sure to output test N276 ~ Fuel Pressure Regulator (using
VCDS or ODIS)
➤ This is generally the cause of a HPFP not functioning.
➤ MVB 106 will give you ACTUAL and SPEC for fuel rail
pressure
➤ ~40.00 bar at idle is a normal reading
GOOD HPFP READING
FAULTY HPFP READING
FAULTY HPFP READING
LOW PRESSURE FUEL PUMP
LOW PRESSURE FUEL PUMP CIRCUITS
➤ Consists of 2-3 main parts
➤ In-tank delivery pump (with fuel level sender)
➤ Fuel pump control module
➤ Fuel pressure regulator and filter

This varies depending on platform. “B” platform cars are built
into pump. “A” or “MK” platform cars have external FPR and
filter
➤ BE SURE PROPER FUEL FILTER IS INSTALLED!
➤ LPFP pressure should be 4.0 bar-7.0 bar
FUEL INJECTORS
REPLACING INJECTOR SEAL
➤ When removing an intake
manifold, some injectors may
come out of the cylinder head
➤ New injectors may come with
seals installed.
➤ New teflon seal at cylinder
head must be reformed to
injector
➤ O-ring at the top of the
injector is similar to most
other VW/Audi seals
➤ Baum tool BT10133PLUS
➤ AST tool # VW133SI
 This is the process for replacing injector
seals on most direct injection engines
ast#
VW 133 SI Instructions

1 2 3 4 5

Using #
VW 133-6, w/
Using #
VW 133-7, w/
smooth end facing slide hammer
smooth end facing VW 133-14 may be
#
injector, press
injector, slide over used to remove &
injector seal the
SLide injector seal Using #VW 133-6, w/ rest of the way
injector seal on install injectors
onto cone-shaped knurled end facing injector using a w/ #VW 133-2A
down the cone &
#
VW 133-5 by hand injector, slide onto twisting motion. attached.
onto the injector
while holding the cone & press injector Remove #VW 133-7
groove.
cone against the top seal as far as it will by twisting off in NOTE:
of the injector. go on to cone. opposite direction. VW tool# T 10133-16
NOTE: Cone shaped
Repeat w/ #VW 133-8 not needed
#
VW 133-5 is no
to complete injector
longer used after
seal installation.
this step.

Used to remove & install high pressure injectors & combustion chamber seal. Applicable: VW & Audi
models 2006–2012 2.0L turbo, 2005–2008 3.2L V6 (4v) & 2005–2009 4.2L V8 (4v).

Audi
2006–2009 A3 2.0L (4v) turbo AXX, BPY, CBFA & CCTA; 2005–2008 A4 2.0L (4v) turbo BPG & BWT, 2009
2.0L (4v) turbo CAEB, 2005–2008 3.2L V6 (4v) BKH & 2008 4.2L V8 (4v) BNS; 2008–2009 A5 3.2L V6 (4v)
CALA & 2008–2009 4.2L V8 (4v) CAUA; 2005–2008 A6 3.2L V6 (4v) BKH, 2009 3.0T V6 (4v) turbo CCAA &
2005–2009 4.2L V8 (4v) BVJ; 2007–2009 A8/A8L 4.2L V8 (4v) BVJ & 2007–2009 5.2L 10-cyl. (4v) BSM;
2007–2009 Q7 3.6L V6 (4v) BHL & BHK & 2007–2009 4.2L V8 (4v) BAR; R8 2008–2009 4.2L V8 (4v) BYH;
RS4 2007–2008 4.2L V8 (4v) BNS; 2005–2008 S4 2.0L (4v) turbo BPG & BWT & 2008 4.2L V8 (4v) BNS; Copyright © 2013 Assenmacher Specialty Tools, Inc. • Printed in the U.S.A. September, 2013
2008–2009 S5 4.2L V8 (4v) CAUA; 2007–2011 S6 5.2L 10-cyl. (4v) BXA; 2007–2009 S8 5.2L V10 (4v) BSM;
All Rights Reserved. Exact product specifications may vary depending upon date of purchase & / or date of
2008–2009 TT 2.0L (4v) turbo BWA, BPY & CDMA & 2.0L (4v) turbo CCTA & CCZA manufacture. In order to provide a cost efficient tool w/ superior quality, AST manufactures many tools in the
U.S., some overseas & some are imported from Germany. Please visit ASTtool.com for the most up to date
descriptions of our tools.
Volkswagen
2007–2009 Eos 2.0L (4v) turbo BPY & CCTA; 2006–2009 Golf 2.0L (4v) turbo BPY, CBFA & CCTA;
2005–2009 Jetta 2.0L (4v) turbo BPY, CBFA & CCTA; 2006–2008 Passat 2.0L (4v) turbo BPY,
2006–2009 2.0L (4v) turbo CBFA & CCTA & 2006–2009 3.6L V6 (4v) turbo BLV; 2009 Tiguan 2.0L (4v)
turbo CBFA & CCTA; 2007–2009 Touareg 3.6L V6 (4v) BHL & BHK & 2007–2009 4.2L V8 (4v) BAR
 TIMING CIRCUIT
TIMING CHAIN

BALANCE SHAFTS CHAIN

OIL PUMP CHAIN

OIL PUMP CHAIN
➤ Outer most chain
➤ Connects crankshaft
gear to oil pump
➤ Springtensioner with
chain guide
➤ Nottimed to crank
shaft
BALANCE SHAFT
BALANCE SHAFTS CHAIN
➤ Last chain in line(closest to
engine block)
➤ Drives both balance shafts
➤ Timing of balance shafts is VITAL!
➤ The balance shaft at the rear of
the engine has gear bolted directly
on
➤ Front balance shaft is driven by an
auxiliary gear.
➤ Front balance shaft drives water
pump
➤ Very few failures, but lockup can
occur.
TIMING CHAIN
TIMING CHAIN
➤ Middle chain in circuit
➤ Most common cause of issues
➤ If performing work, add your
own marks. The VW timing
marks are weak
➤ Proper care must be taken. If
repair process is not followed,
engine timing may not be
correct.
ENGINE TIMING CHAIN
➤ Middle chain in circuit
➤ Early generations of the timing
chain tensioner are prone to
failure
➤ Early part numbers are

06H-109-467-N

06H-109-467-T
➤ Current revision is


06K-109-467-K
➤ Always install newest revision
➤ New tensioner started in about
2013
HOW TO INSPECT TENSIONER
 DAMAGE TO CRANK GEAR
That was a key

Be sure to inspect this gear for damage! Any damage will require replacement.
GOOD CRANK GEAR
SPECIAL TOOLS
➤ T10352 Spool Valve Socket
➤ T10355 Counterhold
(vibration dampener)
➤ T40243 Chain tension lever
➤ T40271 Camshaft locks
➤ T10368 Old crankshaft
spacer
➤ T10531 New crankshaft
spacer(allows you to turn
crankshaft with easy)
SPECIAL TOOLS
➤ T10352 Spool Valve Socket
➤ T10355 Counterhold
(vibration dampener)
➤ T40243 Chain tension lever
➤ T40271 Camshaft locks
➤ T10368 Old crankshaft
spacer
➤ T10531 New crankshaft
spacer(allows you to turn
crankshaft with easy)
CAMSHAFT BRIDGE
CAMSHAFT BRIDGE
➤ Houses Spool Valve for intake
valve adjustment
➤ Supples pressurized oil to
camshaft bearings
➤ SPOOL VALVE IS COUNTER
THREADED
➤ Must inspect for oil screen, if
screen is missing intake cam
shaft must be replaced.
WATER PUMP
 WATER PUMP
6 2
G
C T
E
tlet

The
Ou

mor
sta
t
t
Inle
 WATER PUMP
6 2
G
C T
E
tlet

The
Ou

mor
sta
t

Thermostat begins to open at 203F

t
Inle

and is fully open at 221F

TIPS FOR REPLACING TSI WATER PUMPS
➤ Always inspect for engine oil leaks. This one of the main causes of
water pump failures
➤ Clean water pump mounting surface
➤ Torque number and order are KING!
➤ Be sure pump is set on alignment pins
➤ Bolt on lower gear (belt tensioning gear) is COUNTER THREADED!
➤ Be sure to take the counter hold tool off the crankshaft bolt
➤ Do NOT need to remove intake manifold to replace pump
➤ Rare cases, failing pump can make a whining noise
➤ Highly recommend to use the coolant fill tool
 TORQUE SPEC 9NM
3 1 5

4
2
This bolt is COUNTER THREADED
SURFACE MUST BE CLEAN

PUMP ALIGNED ON PINS

PCV SYSTEM
PRIMARY OIL SEPARATOR
➤ Mounted to the engine block just below the coolant pump
➤ Blow by gas flows through the labyrinth to separate course particles.
➤ Works on baffle-plate design
➤ Oil returns to oil pan
➤ Blow by gases flow through head and block to fine separator
FINE OIL SEPARATOR
➤ Mounted on cylinder head cover
➤ Consists of pressure regulating valve and two check valves
➤ Under boost, blow by is send to intake side of turbocharger
➤ Under vacuum, blow by is drawn into intake manifold
PCV FAILURES
➤ Vacuum leaks
➤ Variations in crank case
pressures can cause oil leaks
➤ High pitched whistle
➤ Rough idle and misfires
➤ Often times pulling up the dip
stick will smooth idle and
change oil leak behavior.
➤ Consider replacing PCV with
oil leak repair
VALVE TIMING
INTAKE CAM IS VARIABLE
➤ Hydraulic vane cell on intake
cam
➤ Adjustment range of 60degree of
cam angle.
➤ Controlled via adjustment valve
N205
➤ Goals are to improve engine
power, engine smoothness,
and reduce emissions
➤ High adjustment rates on cold
start and high oil temps
VVL 2.0T
High Lift Profile Low Lift Profile
BENEFITS OF VVL
➤ Allows for better exhaust gas
control
➤ Higher torque and lower RPM
➤ Prevents exhaust gas pulses
interference from other
cylinders
➤ Improved responsiveness
➤ High lift and low life cam
profiles
KEY COMPONENTS
DESIGN
➤ Exhaust cam has 4 moveable
shafts to change valve lift
➤ Metal pin engages grooves to
slide cam sleeve
➤ Spring loaded ball in the
camshaft locks the sleeve in
either end position
➤ Solenoids are ground switched
by the ECM, and consume
about 3A
➤ Only one solenoid can operate
per cylinder at one time.
EFFECTS OF FAILURE
➤ If solenoid failure occurs:
Switching does not operate
ECM attempts to switch to
last successful lift position
If not successful, all
cylinders are switched to
low lift position
RPM is limited to 4000,
EPC light is on, and DTC
set.
If switches is possible, only
DTC is set
TURBOCHARGER ~ N75 TESTING
TOP 5 FAILURES OF CCTA/CBFA ENGINES
➤ Intake Manifolds

They are under warranty extension for a reason. Almost all
failures will result in an “intake runner” DTC. Some failures
can be a system lean, or idle regulation fault
➤ Oil Leaks

These engines are monitored extremely close. That means that
oil leaks can be more than just an oil leak. On this engine, oil
leaks can be “system too lean” DTCs too. A leaking rear main
seal, upper timing cover, or dipstick can cause leaks, and a
check engine light. If you have a system lean be sure to check
for oil leaks! Timing covers, vacuum pump, cam ladder,
rear main seal are most common oil leaks.
TOP 5 FAILURES OF CCTA/CBFA ENGINES
➤ Carbon Build Up

This is a very common turbo DI issue. There are several
methods of cleaning ~ Media, chemicals, by hand.
➤ Water Pump Leaks(thermostat issues)

This can be a multi cause issue. This generation water pump
is prone to leaking all on it’s own. Now add oil leaks from the
cam bearing bridge, and you have a lot of leaks. To prevent
addition leaks, good workmanship is vital. This generation
engine also has thermostat failures. The thermostat is built
into the pump housing.
TOP 5 FAILURES OF CCTA/CBFA ENGINES
➤ Fuel system issues 

Fuel system failures can come in many forms. They can be no
start concerns, low power, mis-fires, smoking, or simple a
fault stored. Be sure to test each component, and don’t
overlook low side fuel pressure. Remember “A” platform cars
have an external fuel filter. That filter has the FPR built in.
FAULT CODE GENERATION
➤ Open/Short circuit faults 

The ECM measures the volt drop across sensors and
actuators. If the volt drop is out of spec, a DTC is generated.
If the ECM measured no volt drop across the IAT, there is an
open circuit between the sensor ground and ECM, or the fault
could be in the ECM
➤ Drive Cycle Faults

Some systems are tested only one time per drive cycle.
Examples are, Secondary Air injection, Evap Emissions
system leak test.
FAULT CODE GENERATION (CON’T)
➤ Implausible and Range performance faults

Fault occurs when a sensor SIGNAL is out of spec for a given
condition. For example, if the volt drop across and ECT does
not change after the vehicle has been running for a certain time,
the ECM determines the signal from the sensor to be
implausible. Range/Performance faults occur when a signal is
read from multiple related components provide conflicting data.
➤ Adaptation faults

Adaptation faults are set when a failure in the system causes an
adaptation value to go beyond a specified limit. For example if a
“system too lean” fault is stored, MAF, vacuum leaks, fuel
pressure, ect should be checked.
SENSOR INFLUENCE
➤ Allcomponents in
engine management
work together to
provide optimism
air/fuel ratio.
SENSOR INFLUENCE
➤ All components in engine management work together to provide
optimism air/fuel ratio. Below is a review of the system influence table.
 TECHNICAL DATA
➤ Engine Block
 ➤ Intake Manifold

~Cast iron crankcase
 ~ Tumble Flap
~Balancer shafts in crankcase

➤ Fuel Supply

~Forged steel crankshaft 

~Demand controlled on low
~Sump mounted oil pump
and high pressure ends
(chain driven by crankshaft)

~Timing gear chain ~ front of ➤ Engine Management

engine
 ~MED 17.5 ECM

~Balancer - chain driven @ ~Hot-film MAF with temp
front of engine sensor

~Throttle valve with
➤ Cylinder head

contactless sensor

~4-valve cylinder head

~Single-spark ignition coils
~1 INA intake camshaft
adjuster
 TECHNICAL DATA (CONT)

➤ Turbocharging ➤ Intake Manifold


~ Tumble Flap
➤ ~Integral exhaust
turbocharger
 ➤ Fuel Supply

~Charge-air cooler
 ~Demand controlled on low
~Boost pressure control with and high pressure ends
overpressure

➤ Engine Management

~electronic waste gate valve
~MED 17.5 ECM

➤ Exhaust 
 ~Hot-film MAF with temp
~Single-chamber exhaust sensor

system with closed coupled ~Throttle valve with
pre-cat contactless sensor

~Single-spark ignition coils
➤ Combustion

~Fuel Straight injection
2.0L CHAIN DRIVEN TSI
➤ Max Power

200 hp at 5100-6000 rpm
➤ Max Torque 

206 lb ft at 1700-5000 rpm
➤ Bore

3.2 in (82.5mm)
➤ Stroke

3.7 in (92.8)
➤ Firing Order

1-3-4-2
➤ Engine weight 

317 lb (144 kg)
➤ Exhaust Emissions Standard

ULEV (CCTA) SULEV (CBFA)
ENGINE BLOCK
➤ The block has a closed-deck configuration, and is made of cast
iron.
➤ Houses the 5 bearing crankshaft assembly, and 2 balancers.
➤ Cylinder liners are finished in a 3 stage fluid jet honing
process
➤ Underside of the pistons are cooled by spray jets mounted on
the block.
➤ Block is sealed on the transmission said by sealing flange and
gasket(and they like to leak)
ENGINE OIL PAN
➤ Pan consists of 2 sections
➤ Upper pan is bolted to crankshaft and sealed with liquid
sealant
➤ Lower pan is made of sheet steel, and houses Oil Level Sensor
(G12), and sealed with liquid sealant
➤ Oil pan also has honeycomb insert to prevent oil churning.
➤ To remove upper pan, transmission needs to be removed
➤ On newer generation EA888 engines, drain plug is composite
and should always be replaced.
ENGINE CRANKSHAFT
➤ Crankshaft is made of forged seal and induction hardened.
➤ Balancing is achieved by 8 counterweights
➤ 3 inner main bearing caps are cross-bolted to the block
➤ Trapezoidal Connecting Rod

Material ~ 36McVs4

Length ~ 5.82 in (148mm)

Big bearing ~ 1.88 in (47.8mm)

Small bearing ~ .82 in (21mm)
➤ Axial play is controlled by thrust washers at the middle support
bearing
➤ Lower end of connecting rods cracked to provide a provision fit
➤ Upper and lower bearing shells are not identical.
ENGINE CRANKSHAFT
➤ Chain drive is sprocket
mounted to the crankshaft
face and driven a spur gear
forged in the crankshaft.
The other end of the chain
sprocket also has spur gear
that drives the vibration
dampener.
➤ Special tools are
REQUIRED during
disassembly/assembly.
REQUIRED!
ENGINE PISTONS
➤ Specific design for the TSI engine.
➤ Cast-in ring lan for upper ring
➤ Coated skirts to reduce frictional losses
➤ Upper ring is rectangular
➤ Second ring is taper-faced
➤ Oil ring is a beveled ring with expander
ENGINE CYLINDER HEAD
➤ Crossflow cylinder head mad of ASi10Mg
➤ 3 layer metal head gasket
➤ Intake ports divided by baffle plate
➤ Cover is made of AISi9Cu3, has integrated ladder frame, and
requires liquid sealant
➤ Intake valve ~ solid stem chrome plated and reinforced seat
➤ Exhaust valve ~ sodium filled hollow-steam. Chrome plated
AND tempered with reinforced seat
➤ Single steel valve spring
ENGINE CYLINDER HEAD (CONT)
➤ Roller cam followers
➤ hydraulic valve clearance adjustment
➤ Hydro-formed, assembled intake cam with VVT, dwell angle
190* valve lift 10.7mm
➤ Hydro-formed, assembled exhaust cam, press fit gear, dwell
angle 180*, valve lift 8mm
➤ INA Cam adjuster,

timing range 60* crank angle, basic position is locked in
“retard”(engine not running
CAMSHAFT BEARING BRIDGE
➤ Supporting the cams
➤ Supplying pressurized oil to cam bearings
➤ Supplying pressurized oil to cam adjuster
➤ Controlling axial movement of both cams
➤ Mounting point for Camshaft Adjustment Valve 1
N205
➤ Connects the 2 oil galleries of the cylinder head.
➤A check valve and filter screen is integrated in the oil
duct to the INA cam adjuster
INA CAMSHAFT ADJUSTMENT SYSTEM
➤ Hydraulic vane cell adjuster on intake cam.
➤ Only intake cam is variably
➤ Oil pressure is provided by oil pump….
➤ Provides 60* of crank angle.
➤ Spring loaded pin sets cam to retard position at engine shut off
➤ Intake cam is mad-controlled by the ECM.
➤ Pressurized oil flows to central vane via cam bearing bores
➤ Depending on adjustment needs, oil flows through additions
bores in the camshaft.
INA CAMSHAFT ADJUSTMENT SYSTEM
ENGINE VALVE TIMING
➤ Valve is activated via cam
adjustment valve 1 N205
➤ Activated by PWM signal
➤ This produces a variable
magnetic field.
➤ Depending on the strength of the
field, the shaft is shifted towards
the camshaft axis of rotation.
➤ This will displace the central
valve and allow oil to flow to the
corresponding chamber
➤ Has high rate of adjustability on
cold start and high oil temps.
ENGINE CHAIN DRIVE
➤ All 3 chains are gear chains (Not roller chains)
➤ 1/4in gears chains
➤ Tension is controlled by, 4 tension plates and 5 guide plates
➤ Gear chains are:

More wear resistant

Produce less noise

Highly flexible

~99% efficiency rate
➤ Plane 1 ~ Balance shaft (closest to engine block)
➤ Plane 2 ~ Cam drive/Timing (middle)
➤ Plane 3 ~ Oil Pump drive
BALANCE SHAFT DRIVE PLANE 1
➤ Both balance shafts are housed in engine block
➤ Reduce unwanted vibration at speeds above 4000RPM(note, if
balance shaft timing is off, vibrations can occur at other RPM)
➤ Balance shafts turn twice engine speed, in opposite direction of
each other.
➤ Second shaft is reversed by an idler gear
➤ Second shaft also drives the water pump
➤ Advantages of block mounted balance shafts:

1)engine block provides higher rigidity

2)oil foaming is eliminated due to parts not being in oil
sump(oil pan)
ENGINE CAMSHAFT DRIVE PLANE 2
➤ Middle position in chain drive circuit
➤ Tension is held by hydraulic tensioner(multiple revisions)
➤ Tensioner can be accessed via inspection/service plug
➤ This allows removal of cylinder hear without removing other
chains
➤ Circuit consists of 

3 guides 

3 gears

1 Tensioner (be sure to inspect for latest revision)
ENGINE OIL PUMP DRIVE PLANE 3
➤ Located closest to the
lower timing cover
➤ Uses simple spring
tensioner
➤ Chain is lubricated by
return oil, or by oil in the
pan
➤ Pressure regulating valve
is built in
ENGINE OIL FILTER
➤ Oil filter and oil cooler
bracket are integrated
➤ Also housing the oil
pressure switch
➤ To prevent spillage, when
removed, a breech pin
opens and lets oil flow
back to the engine oil pan.
ENGINE OIL FILTER
➤ Oil filter and oil cooler
bracket are integrated
➤ Also housing the oil
pressure switch
➤ To prevent spillage, when
removed, a breech pin
opens and lets oil flow
back to the engine oil pan.
➤ With filter removed
ENGINE COOLING SYSTEM
➤ Crossflow cooling system

1) Coolant first flows to the front of the engine from the pump. 

2) Then coolant is distributed along ducts and circulates around
the cylinders. 

3)Next coolant is routed back to radiator via thermostat housing 

4)Of recirculated thought the coolant pump if thermostat is
closed.
➤ Heater core and turbocharger around part of cooling circuit
➤ After run coolant pump V51, protects turbocharger from overheat
➤ V51 is activated via ECM based on programmed characteristics
➤ ****Cooling systems may cary dependance on model and
equipment
HIGH PRESSURE FUEL PUMP (HPFP)
➤ Driven by 4 lobed cam on the end of intake camshaft
➤ 4 lobe cam allows reduced piston stoke vs FSI engine

This results in reduced pressure fluctuations
➤ Produces a max 150bar (2175.5PSI)

~Requested by ECM

~Adjusted by N276(fuel pressure regulator valve)
➤ HPFP has built in limiting valve

~Valve opens at 200 bar (2900 psi)
➤ Applying continuous voltage to n276 for longer than 1 second
will case damage!
HIGH PRESSURE FUEL PUMP (HPFP)
HIGH PRESSURE FUEL PUMP (HPFP)
FUEL INJECTOR
➤ 6 fuel openings
➤ Angle of the jet cone
is 50*

~Reduced HC,
particulate matter
and oil thinning
➤ Prevents “wetting”
of the intake valves
and combustion
chamber
INPUTS AND OUTPUTS
IN CASE OF SENSOR OR ACTUATOR FAILURE
➤ If a sensor or an
actuator fails, the
ECM will
substitute other
known date.
➤ A fault will almost
always be stored
➤ Specs may change
due to updating
ECM software
 3RD GENERATION TSI
EA888 ENGINES, designed for MQB platforms
EA888 ENGINES
➤ The two most important design objectives were:

1)Meet lower emissions 

2)Adapt engine for MQB platforms
➤ Mechanical Highlights

~Cylinder head with integrated exhaust manifold

~Roller bearing balance shaft

~Smaller crankshaft main bearing

~Turbo with electrical waste gate

~Reduced oil pressure

~Sump with upper aluminum section and lower plastic
section

~Accessory bracket with integrated oil filter and oil cooler

~Total weight savings of 7.8 kg (17.2 lb)
EA888 ENGINE MANAGEMENT
➤ The engine management system has the capability for the
following features. Not all features are available on all engines:

~Intake camshaft and exhaust camshaft adjustment(some don’t
have both.

~Adaptive lamba control

~Electronic valve lift

~Direct injection system

~Innovative thermal management w/ rotary valve regulation 

~On/Off piston cooling jets

~Intake manifold flaps

~Two-stage oil pressure regulation w/ external driven oil pump

~Fully electronic engine management SIMOS 18.1 with
electronic throttle.
TECHNICAL DATA
TIMING CHAIN
➤ Timing chain has reduced tension, and the chain
tensioner has been modified for this reduced tension.
➤ ECM software can determine chain stretch. The
software compares the signals between the crankshaft
position sensor and the cam position sensor. If this
comparison regularly exceeds a preset threshold, a
DTC is stored, and a visual inspection must be
preformed.
➤ For timing chain diagnostic to function properly, an
adaptation must be performed after:

~Replacing the ECM

~Replacing an engine component connected to the
timing chain

~Replacing the timing chain or complete engine
ELECTRONIC VALVE LIFT
➤ EVL is not used on all EA888 engines. If allows for better exhaust control
and is used with the variable valve timing on the exhaust and intake cams.
➤ The smaller profile is used for low RPM
➤ Switching between profiles is determined by the ECM
➤ Variable valve lift:

~Allows for better exhaust gas control 

~Prevents exhaust gas pulsations from interfering with each other

~Enables better intake filling due to earlier intake opening time

~Reduces the residual gases by creating positive pressure in the
combustion chamber

~Improves throttle responsiveness

~Archives higher torque at lower RPM

~Allows for higher charge pressure
ELECTRONIC VALVE LIFT ~ FUNCTION
➤ When current is applied to the solenoid, the metal pin moves in 18-22
milliseconds
➤ The extended metal pin engages the sliding groove of the cam piece on
the exhaust camshaft. As the cam rotates, the piece is moved to the
proper position.
➤ A sliding groove acts as a reset ramp to mechanically push the pin back
into the solenoid.
➤ Only one actuator can operate at a time for a cylinder.
➤ The ECM knows the position of the metal pin based on the reset signal.
A reset signal occurs when the reset ramp pushes the metal pin of the
actuator back into the guide tube of the element
➤ The ECM can determine the current position of the slide unit based on
which actuator delivers reset signals
ELECTRONIC VALVE LIFT ~ FUNCTION
➤ When the driver accelerates from partial to full load range,
the cylinder gas exchange changes for higher performance
requirements.
➤ The ECM advances the intake camshaft and retards the
exhaust cam using the cam adjuster
➤ The metal pin engages into the sliding groove to move the
cam piece towards the large cam.
➤ The exhaust valve opens and closes with maximum lift
➤ The cam pieces are held in this position by a spring-loaded
ball in the camshaft
ELECTRONIC VALVE LIFTS ~ EFFECTS OF FAILURE
➤ If an actuator fails, the valve lift switching function does
not operate. In this case, the ECM attempts to switch all
cylinders to the most recently successful valve lift position.
➤ If this is not successful, all cylinders are switched to the
smaller valve lift position. The engine speed is limited to
4000 RPM and a DTC is set. EPC warning light is
illuminated.
➤ If switching to larger valve lift position is possible, a DTC
is still set. The engine speed is not limited, and the EPC
lamp is not illuminated.
OIL CIRCUIT
➤ Oil Supply, the system was designed to:

~Have 2 stage oil pressure control 

~Reduce the oil pump speed

~Expand the RPM range in the low pressure stage

~Reduce the oil pressure in the low pressure stage

~Use electrically switching piston cooling jets

~Integrate the oil filter and cooler into the
accessory bracket
OIL CIRCUIT ~ ACCESSORY BRACKET
➤ In addition to the oil cooler and filter, the following
components are located on the bracket:

~F22 Oil Pressure Switch 

~F378 Reduced Oil Pressure Switch

~N522 Piston Cooling Nozzle Control Valve

~Automatic tensioning roller for accessory V-Belt
➤ Oil Pressure Switches F22, F378, and F447
must be replaced if removed.
OIL CIRCUIT ~ ACCESSORY BRACKET
OIL CIRCUIT ~ COMPONENTS
➤ F22 Oil Pressure Switch 

~Screwed into accessory bracket

~ECM uses this sensor to determine if oil pumps working in the high oil
pressure stage

~If switch fails, DTC is generated, and oil warning lamp is illuminated.
➤ N428 Oil Pressure Regulation Valve

~Bolted to front edge of block, below accessory bracket

~ECM engages the solenoid to switch between low and high oil states.
When active, the valve moves and oil flows through the control valve.
This oil acts on the control piston, and changes the pump pressure
characteristics.
➤ Effects of Failure

~The de-energized position of the valve is closed. The oil pump delivers
high pressure.
SWITCHABLE PISTON COOLING JETS
➤ Cooling the piston crown is not necessary during every operating
range. Piston cooling jets are now switchable.
➤ The control valve and solenoid are built into the accessory bracket,
and are connected by a control port.
➤ The N522 Piston Cooling Nozzle Control valve is actuated by a
map.
➤ A mechanical solenoid opens when the oil pressure exceeds 0.9 bar
➤ Piston cooling jets can be activated in high or low pressure state of
the oil circuit.
➤ Additional switch F447 Oil Pressure Switch Level 3, detects
pressure in the additional oil gallery. Switch closes at 0.3-0.6 bar
SWITCHABLE PISTON COOLING JETS
➤ N533 Piston Cooling Nozzle Control Valve is CLOSED in the
de-energized state. This closes the port between control valve
and solenoid.
➤ When closed, the solenoid has oil pressure applied on only
one side. and continues to move against a return spring until
the channel to the piston cooling jet is open.
➤ The oil flows from the solenoid to the addition oil gallery, and
from there to the piston cooling jets.
➤ Signal from F447 Oil Pressure Switch, Level 3, the ECM
determines the piston cooling jets are active
SWITCHABLE PISTON COOLING JETS
COOLING SYSTEM
COOLING SYSTEM
➤ Innovative Thermal Management

~ITM is an intelligent cold start and warm-up program for the engine
and transmission. It provides targeted control of the coolant stream.
➤ The main control element is N493 Engine Temperate Control
Actuator(rotary valve module).
➤ Includes:

~Coolant pump

~Two rotary valves 

~Thermostat

~N493 Engine Temp Control Actuator for controlling the coolant
streams

~Gear with angle sensor

~Coolant pump driven by a toothed belt from the balance shaft
COOLING SYSTEM ~ DESIGN
➤ The two internal rotary elements are electrically actuated by
N493. 

~Valve 1 is driven by N493 by a shaft. 

~Valve 2 is moved by a toothed gate on rotary valve 1

~Rotary valves 1 and 2 are mechanically coupled and move
relative to each other
➤ An additional thermostat with expansion element serves as an
emergency thermostat, and opens at 113c in the event of a
failure.
➤ Not all EA888 engines have the rotary valve model.
COOLING SYSTEM
COOLING SYSTEM FUNCTION PRINCIPLE
➤ Rotary valve 1 is driven from the electric motor by a gear. It
controls coolant flow between oil cooler, engine, and main water
cooler. As engine temp increases, rotary valve 1 rotates farther.
➤ Rotary valve 1 drives rotary valve 2 using toothed gate and
intermediate gear
➤ Hall sensor on the control board sends the rotary valve positions
to the ECM. After the engine is turned off, and the run-on
finishes, the vale positions itself at a 40 degree angle.
➤ If a fault in the system is stored, the engine can run using this
angle and the emergency thermostat. If no fault is stored, and
the engine is started, the rotary valve is moved to a 160degree
angle.
TURBOCHARGER
➤ The new engines use a new turbo with electric charge pressure
positioner, bolted directly to the exhaust manifold.
➤ The new Turbocharger has:

~Electrical waste gate adjustment with V465 Charge Pressure
Actuator and G581 Charge Pressure Actuator Position Sensor. 

~Gx10 Oxygen Sensor 1 before cat (g39 heated O2 and Z19 O2
heater) upstream of the turbo

~Cast-steel turbine housing with twin-track EGR

~Compressor housing with integrated resonance silencer, and
N240, turbo cut off valve(recirculation valve)

~Turbine wheel mad elf steel alloy with temp resistance of up to
980degrees C

~Bearing seat with uniform connections for oil and coolant
TURBOCHARGER
➤ V465 Charge Pressure Actuator

~Actuates wastegate flap with an electric motor that moved the
wastegate flag push rod
➤ The electric motor provides fast and precise charge pressure control:

~Activates the wastegate flap regardless of the charge pressure

~Allows max engine torque as low as 1500 RPM

~Opens the wastegate flap in partial load range. This lowers the
basic charge pressure, reducing CO2

~Opens the wastegate flap during cat hearing to produce a 10degree
C higher exhaust gas temp, upstream of the cat, for lower cold-start
emissions. 

~Gas charge pressure positioner speed causes immediate reduction
in charge pressure during load changes, and in overrun mode
TURBOCHARGER
➤ g581 Charge Pressure Actuator Position Sensor

~G581 is a hall sensor integrated in the housing of the charge
pressure positioner.
➤ A solenoids with 2 magnets is located on the mechanical part
of the gearbox.
➤ They preform the same longitudinal movement as the
pushrod
➤ The Hall sensor detects the movement the solenoid and sends
the information to the ECM. The ECM determines the
position of the wastegate flap
FUEL SYSTEM ~ MIXTURE FORMULATION
➤ Some upcoming EA888 engines will have dual injection
system.
➤ One injection system is the direct injection TSI, high pressure
system.
➤ The other system uses the intake manifold injection system
(SRE).
➤ This will greatly reduce fine soot particulate emissions.
➤ The dual injection system:

~Increases pressure in the high pressure fuel system to
150-200 bar

~Reduces
FUEL SYSTEM ~ MIXTURE FORMULATION
➤ The dual injection system:

~Increases pressure in the high pressure fuel
system to 150-200 bar

~Reduces particulate mass and the number of
particulates

~Reduces CO2 emissions

~Lowers fuel consumption on part load

~Include the intake manifold fuel injection

~Approves engine acoustics
FUEL SYSTEM ~ SRE FUEL INJECTION SYSTEM
➤ SRE system is supplied by a separate connection on the high
pressure fuel pump. This connection is part of the LOW
PRESSURE system.
➤ Fuel enters the fuel low pressure rail, and is directed to the
SRE injectors. These injectors inject fuel into the intake
manifold.
➤ G410 Low Fuel Pressure Sensor, monitors the fuel pressure in
the SRE injections system.
➤ Fuel supply is provided from the G6 Transfer Fuel Pump, in
the fuel tank
FUEL SYSTEM ~ SRE FUEL INJECTION SYSTEM (CONT)
➤ Using a high pressure fuel pump, for low pressure fuel supply
allows for high pressure fuel pump to be cooled, even in SRE
mode. In SRE mode, the high-pressure pump(delivered by
N276) can be turned off.
➤ SRE is primarily used in partial load range. This range allows
for fuel droplets to atomize and mix with air.
➤ Mixture formation long before ignition results in:

~Reduced particulate mass and soot formation

~Lower CO2 emissions

~Reduced fuel consumption
FUEL SYSTEM ~ SRE FUEL INJECTION SYSTEM (CONT)
➤ High Pressure Injection System, fuel system was upgraded to
allow for pressures of up to 200 bar
➤ Sealing rings to acoustically isolate the injectors from cylinder
head
➤ Valve position has been moved back slightly, improving
mixture formation, and lowering valve temps
➤ The high-pressure fuel rail acoustically isolated from intake
manifold.
FUEL SYSTEM ~ SRE FUEL INJECTION SYSTEM (CONT)
➤ ECM uses a map to determine the operational modes. The
may defines when he engine uses DRE and high pressure
injectors.
➤ The following modes of operation are:

~SRE single injection

~High pressure single injection

~High pressure dual injection

~High pressure triple injection
➤ The system will switch between these modes of operation,
depending on temperate, load and engine speeds.
FUEL SYSTEM ~ SRE FUEL INJECTION SYSTEM (CONT)
➤ Engine Start

~For each engine start, when the engine is cold and coolant temp is lower than
45degree C, a high pressure triple direct fuel injection takes place during the
compression stroke
➤ Warm-up and Catalytic Converting Heating

~A dual direct fuel injection take place during the intake and compression strokes. The
ignition is somewhat retarded. The intake flaps are closed
➤ Engine Runs in Partial Load Range

~If the engine temperature is above 45degree C and the engines driven in partial load
range, the SRE mode is used. The intake flaps remain mostly closed
➤ Engine Running under full load.

~Due to high performance requirements, the system switches into high pressure mode.
A dual direct injection takes place during the intake and compression stroke
➤ Emergency Running Function

~If one of the injection systems fails, the ECM uses the other to keep the engine
running. The RED MIL in the cluster illuminates.