SSP 626 Audi Basics of Engine Technology

Self Study Programme 626
For internal use only
Audi Basics of Engine Technology
Audi
Service Training
< Back Forwards > Ξ Contents
Audi engine technology is distinguished by continual advancement This self-study programme follows an approach that supplements
and development with the aim of improving efficiency. That is part the previous objectives. On the pages of this self-study programme
and parcel of the customer's continuing and growing enthusiasm you will find information on the fundamental design and function
for the vehicle. That alone produces a broad range of engines for a of Audi engines and associated technologies. Numerous engine
wide diversity of demands and vehicle types. Added to that there subsystems are also presented and explained.
are market-specific variations.
New engine technologies have been presented in the Audi self-

study programmes for many years. The chief objective of doing so This SSP contains QR codes which you can
is to equip service organisation staff with an understanding of the use to access additional interactive content,
numerous innovations and processes to a level beyond the infor- see "Information on QR codes" on page 123.
mation given in the worksop manual repair instructions.
Training modules on the Audi power units
ATE 219 P.1 ATE 231 P.1 ATE 226 P.1

4-cylinder petrol engines Audi g-tron 1.6l / 2.0l TDI engine
Series EA211 Series EA288
ATE 218 P.1 ATE 225 P.1

4-cylinder petrol engines 3.0l V6 TDI engine
Series EA888 Gen. 3 2. Generation/Biturbo
ATE 217 P.1 ATE 224 P.1

4.0l V8 TFSI engine 6.0l V12 TDI engine
Expert training course
ATE 216 P.1 ATE 223 P.1

2.5l TFSI engine 4.2l V8 TDI common-rail engine
ATE 215 P.2 ATE 222 P.1

W12 engine 3.0l TDI clean diesel engine
ATE 214 P.1

3.6l V6 FSI engine
ATE 213 P.1

Audi V engine series
ATE 212 P.2

4-cylinder engines
Series EA111
ATE 211 P.1

4-cylinder engines
Series EA888
Advanced training
ATA 211 P.2 ATA 222 P.2

Petrol injection engines Fuel injection systems
Diesel engine
ATA 201 P.2

Fundamentals of petrol/diesel engine technology
626_086
Learning objectives of this self-study programme
In this self-study programme, you will learn the fundamental • What types of engine are used at Audi?
basics of Audi engine technology. It forms the basis for Training • How are the components of the engine's mechanical and
Module ATA 201 P.2. control systems constructed?
When you have worked through this Self Study Programme, you • How do the components of the engine's mechanical and control
will be able to answer the following questions: systems operate?
• What engine subsystems are there and how do they work?
2
Contents
Introduction
Principle of operation of a four-stroke petrol engine _____________________________________________________________________________________________________ 4
Engine technology at Audi __________________________________________________________________________________________________________________________________ 6
Engine code
Introduction __________________________________________________________________________________________________________________________________________________ 7
Engine code on the vehicle __________________________________________________________________________________________________________________________________ 8
Engine types
The in-line and the V engine _______________________________________________________________________________________________________________________________ 10
The VR and the W engine ___________________________________________________________________________________________________________________________________ 11
Engine components
Cylinder block _ ______________________________________________________________________________________________________________________________________________ 12
Crankshaft ___________________________________________________________________________________________________________________________________________________ 18
Piston _________________________________________________________________________________________________________________________________________________________ 22
Piston rings __________________________________________________________________________________________________________________________________________________ 27
Gudgeon pin _________________________________________________________________________________________________________________________________________________ 28
Connecting rod ______________________________________________________________________________________________________________________________________________ 29
Timing belt drive system ___________________________________________________________________________________________________________________________________ 31
Chain drive system __________________________________________________________________________________________________________________________________________ 33
Balancer shafts ______________________________________________________________________________________________________________________________________________ 37
Cylinder head ________________________________________________________________________________________________________________________________________________ 39
Gaskets and seals on the engine ___________________________________________________________________________________________________________________________ 44
Camshafts ___________________________________________________________________________________________________________________________________________________ 46
Engine timing
Valve gear ____________________________________________________________________________________________________________________________________________________ 48
Camshaft timing adjuster __________________________________________________________________________________________________________________________________ 52
Engine lubrication ___________________________________________________________________________________________________________________________________________ 56
Subsystems
Crankcase breather _ ________________________________________________________________________________________________________________________________________ 71
Engine cooling system ______________________________________________________________________________________________________________________________________ 73
Coolant thermostat as 3/2-way valve _____________________________________________________________________________________________________________________ 78
Air supply system ___________________________________________________________________________________________________________________________________________ 81
Intake manifold _____________________________________________________________________________________________________________________________________________ 85
3-stage variable intake manifold __________________________________________________________________________________________________________________________ 86
Forced induction systems __________________________________________________________________________________________________________________________________ 88
Intercooler ___________________________________________________________________________________________________________________________________________________ 97
Exhaust gas recirculation ___________________________________________________________________________________________________________________________________ 98
Exhaust system ____________________________________________________________________________________________________________________________________________ 103
Ignition system ___________________________________________________________________________________________________________________________________________ 114
Glow plug system _________________________________________________________________________________________________________________________________________ 118
Fuel system ________________________________________________________________________________________________________________________________________________ 120
Annex
Information on QR codes _________________________________________________________________________________________________________________________________ 123
The Self Study Programme teaches a basic understanding of the design and mode of operation of new Note
models, new automotive components or new technologies.
It is not a Repair Manual! Figures are given for explanatory purposes only and refer to the data valid at the
time of preparation of the SSP. This content is not updated.
For further information on maintenance and repair work, always refer to the current technical literature. Reference
3
Introduction
Principle of operation of a four-stroke petrol engine

All Audi internal combustion engines are four-stroke engines. The So that the engine runs smoothly, multiple pistons that have their
applies regardless of whether the engine runs on petrol, diesel, power strokes offset from one another are used. Each cylinder has
natural gas or ethanol. A crankshaft converts the reciprocating 2 valves, the inlet valve (I) and the exhaust valve (E). Both valves
motion of the pistons into rotary motion. The motion of the are opened and closed at precisely the right times by an actuating
pistons inside the cylinders is transmitted by way of connecting mechanism.
rods connected to crank arms. In the course of 2 revolutions of the
crankshaft (720°) work is only done for 1 revolution (320°).
1st stroke – induction 2nd stroke – compression and ignition
At the start of the 1st stroke the piston is at top dead centre The piston moves towards top dead centre. The mechanical work
(TDC). The exhaust valve is closed and the inlet valve opened. The required to do so is provided by the kinetic energy of the rotating
piston moves towards the crankshaft. As the piston moves down- inertial mass, or in multi-cylinder engines from the power stroke of
wards, air or a mixture of fuel and air is drawn into the cylinder one of the other cylinders. The air or fuel-and-air mixture in the
through the inlet valve. Engines with internal mixing, such as cylinder is now compressed to a faction of its original volume. The
diesel engines and direct-injection petrol engines, draw in only air. amount by which it is compressed depends on the type of engine.
With external mixing, such as is the case with engines with intake- In unturbocharged petrol engines, a compression ratio of more
manifold fuel injection, a mixture of air and atomised fuel is drawn than 10:1 is normal. Diesel engines without a turbocharger can
in. When the piston has reached bottom dead centre (BDC), the have a compression ratio as high as 20:1. With a turbocharger it is
inlet valve is closed and the 1st stroke is complete. significantly lower. Compression heats the fuel-and-air mixture in
a petrol engine to around 450°C. In a diesel engine, the air reaches
a temperature of about 650°C. Shortly before the piston reaches
top dead centre, ignition is initiated in a petrol engine and the
pre-injection phase in a diesel engine. The precise timing is
dependent on engine load and speed.
Inlet valve (I) Exhaust valve (E)
626_238 626_239
4
3rd stroke – power 4th stroke – exhaust
After the piston has reached top dead centre, the spark-ignited When the piston starts to move away from bottom dead centre,
fuel-and-air mixture in a petrol engine continues to burn. At this the upward movement pushes the exhaust gases out of the cylin-
point in a diesel engine, the main injection phase takes place and der. At the end of the exhaust stroke the phenomenon known as
the fuel ignites spontaneously. The temperature of the burning valve overlap occurs. The inlet valve is opened before the piston
fuel-and-air mixture in a petrol engine is between 2,200 and reaches top dead centre and before the exhaust valve has closed.
2,500°C. The pressure inside the combustion chamber can be as The exhaust valve does not close until shortly after the piston has
much as 120bar. In a diesel engine the respective figures are reached top dead centre.
1,800 to 2,500°C and 160bar. The piston now moves towards
bottom dead centre. The burning fuel-and-air mixture performs
mechanical work on the piston and at the same time cools down.
Shortly before the piston reaches bottom dead centre, a residual
pressure of around 4bar is present in a petrol engine. In a diesel
engine it is about 3bar. The exhaust valve starts to open.
626_240 626_241
Valve timing
Each cylinder has at least 1 inlet and 1 exhaust valve. But 3, 4 or The camshaft rotates at half the speed of the crankshaft. In a
5 valves per cylinder are not unusual. Because the gas replacement pushrod engine, the camshaft is not in the cylinder head but lower
cycle is faster, engines with 4 valves per cylinder can rev higher and down in the engine and operates the valves by means of pushrods
so can produce more power than engines with only 2 valves per and rocker arms, while in a side-valve engine (used until the
cylinder. Engines referred to as 16-valve engines are usually 1950s) it operates the valves via tappets. If the camshaft is placed
4-cylinder engines with 4 valves per cylinder. On standard engines, in the cylinder head, the pushrods can be dispensed with. This is
the valves are controlled by one or more camshafts. The camshafts the design most commonly used on modern engines. In this case,
are driven by a timing belt or timing chain running off the crank- the valves are operated by means of rocker arms, bucket tappets or
shaft. lever arms.
5
Engine technology at Audi
1.2l TFSI engine

Engine design probably reflects the Audi credo of "Vorsprung
durch Technik" better than anything else, characterised as it is
by the most advanced technologies in terms not only of
production but also efficient engine operation. In that connec-
tion we can cite the widespread use of TDI diesel engines in
the early 1990s which marked the start of that development.
The development of a new engine has to take account not only

of the performance aspirations but also of economy and
especially the conservation of natural resources. As well as the
advanced TDI technology – now incorporating modern
626_002 common rail technology – numerous other technical achieve-
ments have been added. Examples of note are FSI turbo-
charged petrol direct injection, "cylinder on demand" selective
cylinder shut-down, and the ultra-low emission system (SCR)
3.0l V6 TDI engine on diesel engines. The range is completed by engines that can
also run on alternative fuels such as natural gas or bio-ethanol
and so make a contribution to sustainable transport.
As well as adopting new technologies, the Audi range of

engines has also expanded enormously over recent years. The
diversity now extends from 4-cylinder in-line engines with a
capacity of 1.2 litres to the imposing 6.3-litre W12 engine.
And in between there are numerous modern power units such
as the EA888 Series with its 1.8l and 2.0l TFSI engines that
are used across a number of vehicle models – mounted both
transversely and in line.
626_006
Apart from the W12 engine already mentioned, peak perform-
ance among the petrol engines is defined primarily by the 4.0l
V8 TFSI, which courtesy of selective cylinder shut-down and
2.0l TDI engine twin turbochargers can operate both as a high-performance
and an economy engine.
Among the diesels, the 3.0l V6 TDI is worthy of special

mention by virtue of its wide choice of variants.
There are ultra-low emission system (SCR) versions that meet
the very strictest emission standards as well as performance
varieties with twin turbochargers.
The continuing development of engines at Audi will undoubt-

edly be marked by efficiency improvement considerations. In
that respect, lightweight design and new materials as mani-
626_004 fested by the Audi ultra concept have a major role to play. And
there will be more systems and technologies in the future that
will continue to make Audi cars what the Audi credo promises.
3.0l V6 TFSI engine

Audi – Vorsprung durch Technik
626_005 626_076
6
Engine code
Introduction Answers to frequently asked questions:
In order to reduce the diversity of engine codes, the engine codes 1. What is the advantage of the 4-letter engine code?
are now made up of 4 letters instead of 3. This applies to engines • It reduces the diversity of engine codes.
with the same basic unit, but different power outputs. The only • A separate engine code is no longer required for each per-
means of differentiating in performance terms between these formance variant.
engines is by means of the engine control unit in which the soft- 2. Will there still be engines with a 3-letter engine code?
ware has been modified to achieve a different power output and • Yes, 3-letter codes will continue to be used for engines with
torque. The engine codes are not changed for engines with a only one power rating.
modified exhaust-gas concept. 3. Will engines with more than one performance variant which
already have 3-letter engine codes be given new engine codes?
• No, existing engine codes will not be changed.
The allocation of the new engine codes can be illustrated by the

following example:
2.0l 103kW TDI 2.0l 100kW TDI 2.0l 96kW TDI
BKD AZV BEE
Old 3-letter
engine codes
New 4-letter
engine codes
CAGA, 105 kW CAGB, 100 kW CAGC, 88 kW
CAHA, 125 kW CAHB, 120kW
626_088
The new generation of engine codes can be identified as follows: • The 4-letter engine codes will only appear on the vehicle
• The engine code starts with a "C". data sticker, the engine control unit and the type plate.
• On the cylinder block the 3-letter engine code is retained.
7
Engine code on the vehicle

On the shock absorber:
The 4-letter engine code is documented on the identification
plate on the front right shock absorber.
On the timing belt cover:

A sticker carrying the 3-letter engine code and a serial
number is affixed to a visible part of the engine (timing belt
guard, cylinder head cover).
626_016
626_015
On the cylinder block:

On the cylinder block the 3-letter engine code
is retained. It is stamped on the cylinder block.
626_014
On the engine control unit:

A sticker carrying the 4-letter engine code is
affixed on a visible part of the engine control unit.
626_019
8
In the spare wheel well:

The 4-letter engine code is documented on the vehicle data sticker
in the spare wheel well in the luggage compartment.
626_017
In the service record:

The 4-letter engine code is documented on the
vehicle data sticker in the service record.
626_013
626_018
9
Engine types
The in-line and the V engine

The in-line engine is one of the oldest and simplest engine designs With the development of the V engine, it has been possible to
in which the cylinders are arranged in a row. The in-line engine is replace a small in-line 4-cylinder engine with a 6-cylinder engine
relatively compact, providing the number and displacement of without requiring any additional space.
cylinders is limited. A 2.0l 4-cylinder engine will fit in almost any With the V engine, the cylinders are arranged in 2 planes, also
engine compartment, for example. referred to as cylinder banks, at an angle to one another. When
The more cylinders an in-line engine has, the longer it becomes seen from the front, it is easy to see why this is called a V engine.
and so it ceases to be suitable for smaller engine compartment. The angle between the cylinder banks of most V engines is either
On Audi engines, the cylinders are generally numbered from the 60° or 90°. The V engines used at Audi have 6, 8 or 10 cylinders.
right, which is the end of the engine opposite to the flywheel end.
Flywheel end
In-line engine
3
Firing orders:
2 3-cylinder engine 1-2-3
4-cylinder engine 1–3–4–2
1
5-cylinder engine 1–2–4–5–3
626_010
V engine
Flywheel end
Direction of travel when

mounted in line
3
Direction of travel when
transversely mounted 2
90
1 °
Firing orders: Bank 1

6-cylinder engine 1–4–3–6–2–5
8-cylinder engine 1–5–4–8–6–3–7–2
10-cylinder engine 1–6–5–10–2–7–3–8–4–9 Bank 2
Direction of travel
626_011
10
The VR and the W engine

The next step was the development of the VR engine This engi- The compactness of the VR design makes it possible to accommo-
neering design makes more space available in the engine compart- date 6 cylinders in a very small space. However, if more cylinders
ment. The V profile was retained but the cylinders are closer and a higher displacement is required, the VR design also becomes
together. The angle of the cylinder bank was reduced to 15° to too long. The answer to this problem is the W engine in which two
make the unit more compact. This means that the VR engine, in VR banks are placed side by side. The name of this engine is also
contrast to the conventional V engine, requires only one cylinder derived from its profile. When viewed from behind, the cylinders
head. The VR engine is also narrower than a V engine and shorter appear to have a double V (side-by-side) arrangement which can be
than an in-line multiple cylinder engine. Another benefit of the interpreted as a W. As is the case with the VR engine, the cylinders
VR concept is that it retains the smooth running characteristics of in each cylinder bank are offset by 15° and the angle between the
an in-line engine. two cylinder banks is 72°.
Owing to its design, the W engine has an extremely compact
multiple cylinder engine that takes up very little space in the
engine compartment compared with a V engine. W engines there-
fore provide the power and performance characteristics of larger
engines in vehicles with smaller engine compartments.
VR engine
Flywheel end
6
Firing order:
6-cylinder engine 1–5–3–6–2–4
3
2
Bank 2
Bank 1
4
°
15
1
Direction of travel
W engine
72°
Flywheel end
11 12
5 4
9 10
626_001
°
15 15
3 2 °
7 8
Firing order:
12-cylinder engine 1–12–5–8–3–10–6–7–2–11–4–9
Bank 1 Bank 2
Direction of travel 626_012
11
Engine components
Cylinder block
The cylinder block is the core component of an engine. It essen- For example, it has to withstand the high combustion pressures
tially reflects the type of power unit used. A cylinder block has to and ensure the heat generated by combustion is rapidly dissipated.
satisfy enormous demands.
Cylinder block variations according to cylinder configuration
5-cylinder in-line engine 12-cylinder W engine
626_021 626_020
Function Stresses
• Absorption of the gas-pressure and inertia forces in the crank- • Gas pressures occurring inside the engine
shaft bearings or in the cylinder head mounting bolts/studs. • Internal inertial torque (twisting forces) resulting from rotating
• Retaining the crankshaft drive gear, consisting of pistons, and oscillating inertial forces.
connecting rods, crankshaft and flywheel. • Internal torsional forces (tilting forces) between the individual
• Incorporation of the cylinders. cylinders.
• Retaining the crankshaft. • Crankshaft torque
• Incorporation of channels for circulation of fluids. • Free inertial forces and torque resulting from oscillating inertial
• Integration of a crankcase venting system. forces.
• Connection to the gearbox and the valve gear drive system.
• Holding and guiding power transmission components such as
chains.
• Connection and mounting of auxiliary units.
• Sealing off the crankcase from the outside.
12
Integrated systems
Inside the cylinder block are the cylinders inside which the pistons In addition, low-friction guidance of the pistons in the individual
move up and down. The pistons are connected to the crankshaft via cylinders reduces fuel consumption as the piston can then move
connecting rods. The surfaces of cylinders, pistons and piston rings much more easily. There are also numerous channels in the cylin-
must be especially resistant to wear as they have to ensure that der block for the lubrication and cooling systems.
the combustion chambers remain sealed.
Cylinder
Cylinder block
Piston
Connecting rod
626_022
Crankshaft
Oil channels Cooling system
Oil flow to cylinder head Main oil gallery

Coolant flow from and to the cylinder head
626_023 626_026
Piston cooling jet
Riser pipe from oil filter to oil cooler Main bearing Coolant connections for oil cooler
13
Distinguishing between different cylinder block types
Fundamentally, engines can be distinguished on the basis of their But even within those categories, cylinder blocks can be further
cylinder blocks. The number and arrangement of the cylinders they classified on the basis of the following criteria:
contain allows us to classify engines as in-line, V, VR or W engines.
Design of the upper face Characteristics of the cylinders Cylinder block manufacture
Open-deck construction Cylinder liners Die casting

Closed-deck construction Cylinder inner surface material Gravity die casting
• Plasma coating (hypo-eutectic)
• Alusil® process (hyper-eutectic)
Cylinder inner surface structure Lost-foam process
Composite technology Sand casting
Squeeze casting
Design of the upper face
A feature by which types of cylinder block can be distinguished is A distinction is made between "open deck" and "closed deck"
the design of the upper face (deck) of the cylinder block. designs.
Open-deck construction Closed-deck construction
An open-deck design is distinguished by the fact that the space With a closed-deck design, the space around the cylinders is
surrounding the cylinders is open at the top. The coolant it con- largely closed off. In this case the deck has only separately defined
tains is thus able to have a cooling effect right up as far as the openings that allow the coolant to flow from the area around the
most highly stressed area at the top of the cylinder and dissipate cylinders into the cylinder head. The advantage of this design is the
the heat over the full height of the cylinder. In addition, with this significantly greater rigidity of the cylinder block compared with an
design, distortion of the cylinders when mounting the cylinder open-deck design. A clear disadvantage is that the cooling effect
head can be significantly limited. A disadvantage is the reduced cannot extend over the full height of the cylinder. In addition,
rigidity of the cylinder block. That effect can be offset by the use of cylinder blocks of this type are very expensive to produce.
a cylinder head gasket made of metal. In general, this design
allows a lot of scope for making the cylinder block manufacturing
process more efficient.
Closed deck
Open deck
Coolant
Coolant
626_024 626_025
14
Characteristics of the cylinders
The character of a cylinder is definitively determined by 4 aspects:

• Cylinder liners
• Cylinder inner surface material
• Cylinder inner surface structure
• Composite technology
Cylinder liners
To reduce the friction and wear on the pistons and cylinders, the Those sleeves are called "cylinder liners". A positive side-effect of
pistons are not in direct contact with the cylinder block. Instead, cylinder liners is that they improve the stability of the cylinder
cast integral or fitted into the cylinder bock there are thin-walled block.
sleeves inside which the pistons move up and down.
Piston
Cylinder liner
Cylinder block
626_034
Cylinder inner surface material
In order to save weight, cylinder blocks are increasingly being The aim is to create a cylinder inner surface that is as hard and
made of aluminium alloys. As the pistons are also made of the low-friction as possible. For that purpose, 2 processes have been
same material, this results in substantially diminished running developed. The first involves coating the inner surface of the
qualities inside the cylinders. The reason for that is that the fric- cylinder by means of plasma coating. The alternative is what is
tional coefficient between two aluminium surfaces is very high. To known as the Alusil® process. As both processes act directly on the
improve the running characteristics and still keep the cylinder wear inner surface of the cylinder in the cylinder block, engines pro-
as low as possible, the contact surface material has to be suitably duced in this way do not require cylinder liners.
treated.
15
Plasma coating
The plasma coating ensures that the pistons can slide over the A coating powder is injected into the plasma beam created and in
inner surface of the cylinder with as little friction as possible. As the process is heated to 2,500°C so that it melts. In addition, the
the layer applied is only 0.2mm thick and the use of a cylinder liner now liquid coating powder is accelerated to a velocity of up to
is not necessary, a substantial weight saving can be achieved with 150m/s. Finally, the particles contained carried by the plasma
engines of this type. The coating is applied with the aid of a rotat- beam strike the cylinder wall where they penetrate into the surface
ing burner. The burner is fuelled by a plasma gas which is ignited irregularities. Subsequently, the layer applied hardens, forming a
by an arc as it exits the jet. As a result, the plasma gas is heated to positively interlocking junction between the coating and the
a temperature of around 11,700°C and transformed into a plasma. cylinder wall. Finally, the inner surface of the cylinder is finished by
At the same time it is accelerated to a velocity of 600m/s. means of a special honing process.
Coating Direction of burner rotation Coating powder Plasma gas Burner
626_027
Cylinder wall Plasma beam Arc
Alusil® process
For this process, it is an essential requirement that the cylinder

block is made of an aluminium-silicon alloy with a high silicon
content. The cylinder blocks are manufactured using the low-
pressure gravity die-casting method. This involves the molten
metal being introduced into the re-usable mould (sometimes
called a permanent mould) through a riser pipe, usually from
below, using compressed air. From the beginning of the casting
process close attention is paid to ensuring that silicon crystals
form in the area of the cylinder walls in particular. This can be
achieved by cooling the mould in the area that will ultimately form
the inner surfaces of the cylinders. Increasing the silicon content
in the walls of the cylinders makes those areas especially resistant.
Afterwards, the inner surfaces of the cylinders are finished by
means of a special honing process. And finally, the surface is
enhanced by an electrochemical pickling process. The pickling
removes the soft aluminium surrounding the silicon crystals. That
further increases the resistance of the inner surface of the cylinder.
626_028
16
Surface finishing by honing
The cylinder inner surfaces of both plasma-coated cylinder blocks The surface textures produced differ according to whether the
and those made using the Alusil® process have to be machine- surface has been plasma-coated or produced using the Alusil®
finished. This involves a fine surface texture being ground into the process.
cylinder contact surfaces by a honing process. That finely textured
surface provides better adhesion for the film of oil that provides
the lubrication for the moving piston than an unfinished surface
would provide.
Honing plasma-coated cylinder surfaces
The honing of plasma-coated cylinder walls is performed as the The oil is held inside those recesses. When the piston ring then
last operation before the pistons are installed. So that the coating passes over one of those micro-pressure chambers, it produces
applied is not removed by the honing process, a special honing pressure inside the chamber that acts against the piston ring. As a
method has been developed which creates minute recesses in the result, the piston ring floats on a cushion of oil, thereby percepti-
surface. Known as micro-pressure chambers, they are already bly reducing friction and wear.
present in the applied coating and are simply opened up by the
honing process.
Honed cylinder wall
Piston ring
Oil
Piston ring
Oil cushion
626_029
Honing cylinder walls manufactured by the Alusil® process
With this type of cylinder block, the honing of the cylinder walls is In the process, honing stones grind a fine texture into the cylinder
performed as the penultimate operation before the pistons are surface. That texture subsequently retains the oil and guarantees
installed. It is then followed by electrochemical pickling of the sufficient lubrication.
cylinder surfaces. The cylinders are honed using a hydraulically
pre-tensioned hone.
Honed cylinder wall
Piston ring
Oil
Piston ring
Oil
626_030
17
Crankshaft
The crankshaft is in the lower part of the cylinder block. The That produces the torque that is required to power the vehicle.
connecting rods are coupled to it. This enables the reciprocating
motion of the piston to be converted in rotary motion.
Design
The main journals are aligned on a common axis and run in the A counterweight opposite the crankpin equalises the inertial
main bearings which locate the crankshaft in the cylinder block. masses of the crankpins and crank webs. Balancing holes are
The main bearings are bolted to the cylinder block from below and drilled to balance out any differences in weight. Oil supply pas-
also from the side to provide additional stability and smoothness. sages for lubrication of the big end bearings run from the shaft
The crankpins receive the big end bearings. The shaft journals and journals to the crankpins. In addition, there is a flange on the
crankpins are connected to each other by a crank web. flywheel end to which the flywheel is attached.
Oil bore Crank web Main journal Flange
Flywheel end
626_031
Cylinder block
Counterweight Crankpin
Side bolting
Main bearing
Bolting from below
626_196
Manufacture
Crankshafts can be cast or forged. The two manufacturing A comparison of the properties of the two types shows why forged
methods produce crankshafts with different properties. crankshafts are increasingly being used.
Cast crankshafts Forged crankshafts
Advantages: Advantages:
• Low manufacturing costs • High rigidity
• Simple machining • Good vibration characteristics
• Low weight • Low wear
Disadvantages: Disadvantages:
• Low rigidity • Higher manufacturing costs
• Poor vibration characteristics • Complex machining
• High wear • High weight
18
Split crankpins
In V and W engines, pairs of opposing pistons are attached to a For a cylinder bank angle of 90°, split crankpin crankshafts with an
common crankpin. So that this arrangement does not adversely 18° crankpin offset are used. This achieves an even firing interval
affect the smooth running characteristics of the engine, the firing of 72° of crankshaft rotation. Split-crankpin crankshafts are
intervals between the cylinders have to be precisely matched. Such usually forged. The reason for that is that forged crankshafts are
fine tuning can be achieved by the used of offset or "split" crank- significantly more rigid and offset crankpins are subject to enor-
pins. The crankpin offset is definitively determined by the cylinder mous forces acting on the junction of the offset. That junction
bank angle. point is therefore more susceptible to breakage in operation. For
that reason, the crankshaft journals are roller burnished at the
junction with the crank web. The compression of the material
increases the strength of the crankshaft.
Junction
Split crankpin 626_032
Scan the QR code to watch a short video about roller

burnishing.
Design of centre main bearing
The job of the crankshaft bearings is to locate, support and guide To minimise wear, they should offer as little friction as possible
the crankshaft in the crankcase. when doing so. Different bearing shells are used in the crankshaft
main bearings according to the engine design. One type is the
triple-layer composite bearing. It is distinguished by exceptionally
Steel backing shell high wear-resistance and enormous load-bearing capacity.
The crankshaft is axially retained in the centre main bearing by
crescent-shaped thrust washers. Triple-layer composite bearings
consist of a steel backing shell, a thin substrate layer and the
actual bearing contact layer. An oil groove with integral bore
provides for lubrication of the main bearing.
Contact surface layer

(0.012 - 0.02mm)
Nickel barrier
(0.001mm)
Substrate layer Oil supply Scan the QR code to find out more about the crank-
shaft in a V12 engine.
(0.2 - 0.3mm) 626_033
19
Vibration damper (illustrated on the 4.2l V8 TDI engine)
Because of the play in the crankshaft drive gear, if high rotational This allows the inertial mass to rotate relative to the not entirely
forces are abruptly released, the entire system can be caused to even rotation of the crankshaft.
vibrate, which – as well as producing noise – can also lead to The belt pulley on the crankshaft is fitted with a vibration damper.
mechanical damage. That is one reason why prompt damping of In order to damp the vibration of the poly-V belt arising from the
rotational vibration is very important. uneven acceleration rates of the pistons during combustion, a
The important aspect with this type of vibration damping is that freewheel in the alternator and an additional damping idler have
the inertia ring has a high mass. In addition, it should have a large been fitted. The vibration damper is designed in such a way that
diameter so that it is as far out as possible. In contrast with the the torsional forces occurring at medium engine speeds are about
flywheel, for example, this inertial mass is attached to the rotating 13% lower than with a belt vibration damper. This results in lower
component to be damped by a rubber damper. In the illustration stresses on the crankshaft and improved engine noise characteris-
below, the inertial mass at the rear of the damper is attached to tics. The belt drive system drives the alternator and the air condi-
the rubber layer and that in turn is fixed to the poly-V belt pulley at tioning compressor.
the front by vulcanising.
-13
Torsional force, amplitude in Nm
Rotational vibration damper
Belt vibration damper
1000 1500 2000 2500 3000 3500 4000 4500 5000 626_224
Engine speed (rpm)
Additional damping idlers Counterweight to crankshaft
Freewheel on alterna-
tor
626_225
Rubber layer Belt track
20
Vibration damper (illustrated on the 4.0l V8 TFSI engine)
The viscous-coupling damper reduces rotational vibration. Such

vibrations are caused by the gas-pressure and inertial forces
(internal combustion and rotating and oscillating masses) that
occur in an internal combustion engine. The vibrations cause Housing
relative movement between the housing and the inertia ring.
Nowadays there are vibration dampers that have an outer cavity
ring filled with silicon oil. They are able to react even more quickly Bearing
to uneven crankshaft rotation. components
The silicon oil in the damper is subjected to shear stress. Those Inertia ring
stresses act on the entire surface in the space between inertia ring
and housing. The combined stresses produce the damping effect.
Silicone oil
Cover
626_226
Viscous-coupling vibration damper (illustrated on the 5.2l V10 FSI engine)
The V10 FSI engine is fitted with a viscous-coupling damper, for That high-viscosity oil damps the relative movement of damping
which proximity to the vibration source is an important aspect. element and vibration damper housing.
A ring in the belt pulley is filled with a highly viscous oil, which acts
as the damping fluid.
Poly-V belt track
Counterweight to crankshaft
Vibration damper housing
Damping element
Cover plate
Locating pin
626_227
21
Piston Requirements placed on the pistons:
The pistons are fundamental components of any reciprocating • High strength

engine. They fit and move up and down inside the cylinders and • Corrosion-resistance
seal off the combustion chamber from the cylinder block. They • Smooth running characteristics
take up the gas pressure resulting from combustion and transfer it • Low weight
via the connecting rods to the crankshaft as a rotational force. In • Low oil consumption
the process, the pistons are subjected to extremely high thermal • Low emissions
and mechanical stresses.
Areas of a piston
Fire land
The fire land protects the top piston ring against overheating.
A rounded inner fillet optimises heat dissipation and makes the
piston crown more rigid.
Ring land
The ring lands are the sections of the piston between 2 ring
grooves. The top ring land in particular is subjected to high stress
by the combustion chamber pressure. To prevent ring land break-
age, this ring land must therefore be designed to be especially
resistant. The height of the top ring land relative to the piston
diameter varies according to the type of engine (see table).
Engine type Height of top ring land rela-

tive to piston diameter
Petrol engine 4,5 - 5 %
Diesel engine 6%
Diesel engine 7-8%

with turbo-
charger
Gudgeon pin boss
The gudgeon pin boss serves to retain the gudgeon pin. It is the
point at which the piston force is transferred to gudgeon pin.
22
Stresses
• Ignition pressures of 50 - 180bar on the piston crown and • Dynamic friction on the piston skirt and gudgeon-pin bearings.
combustion recess. • Piston tilt
• Lateral forces on piston skirt. • Temperatures:
• Surface pressure on piston boss. • Piston crown/recess edge: 200°C - 400°C
• Acceleration of up to 25,000m/s2. • Gudgeon-pin boss: 150°C - 260°C
• Piston skirt: 120°C - 180°C
Piston crown
The piston crown forms the combustion chamber together with

the cylinder and the cylinder head. Its shape is determined by the
valve configuration and engine design. Thus in FSI engines, for
example, the piston crowns are shaped so as to deflect and thereby
optimise the air flow.
Piston rings
The piston rings dynamically seal off the combustion chamber

from the cylinder. The zone of a piston in which the piston rings are
located is called the piston ring zone. The height of the piston ring
zone is determined by the number and size of the piston rings
fitted. Most pistons have 3 piston rings – 2 compression rings and
1 oil scraper ring.
Piston skirt
The piston skirt serves to keep the piston straight inside the
cylinder. It also transfers the lateral forces to the cylinder wall.
A long piston skirt and a tight fit counteract piston tilt. In order to
reduce wear of the piston skirt surface, it is coated by a special
process, see page 25.
626_036
23
Special features of diesel engine pistons
The pistons of a diesel engine differ in design from those of a

petrol engine. Diesel engine pistons have a piston crown recess in
which the injected fuel mixes with the intake air. For that purpose,
the recess is matched to the position of the fuel jet from the fuel
injector.
Piston crown
recess
Piston cooling
Annular oilway
Depending on the particular design, the pistons may also have an

active cooling system. This technology is used to minimise the
temperature in particularly highly stressed areas such as the piston
crown or the ring zone. There is an oil ring channel inside the
piston for the purpose which is supplied with engine oil by a piston
cooling jet and so cools the piston crown. The oil ring channel is
formed by a salt core insert during the casting process.
Piston cooling jet
Piston dimensions
626_037
The character of a piston is definitively determined by its geometry
and the associated dimensions.
8
5
626_038
Number Definition Definition
1 Compression height Specifies the distance between the centre of the gudgeon pin and
the top edge of the fire land.
2 Piston diameter Specifies the diameter of the piston crown.
3 Maximum diameter of crown recess Specifies the maximum diameter of the crown recess.
4 Crown thickness Specifies the thickness of the piston crown.
5 Crown diameter Specifies the diameter of the piston crown.
6 Lower length Specifies the distance between the centre of the gudgeon pin boss
and the bottom edge of the skirt.
7 Skirt length Specifies the length of the piston skirt.
8 Overall length Specifies the overall length of the piston.
24
Offset of piston hub bore Piston installation clearance
This refers to the offset of the gudgeon pin axis from the piston When fitting a piston in the cylinder, the installation clearance has
centre-line. This has a decisive effect on piston slap forces thereby to be taken into account. The installation clearance is the differ-
optimising the contact characteristics when the force changes ence between the cylinder diameter and the piston's maximum
from on side to the other. The result is a reduction in piston noise. diameter. The figure may be marked on the piston crown. The
In addition, the occurrence of damage to the cylinder liners, known piston's installation orientation will also be indicated. It is abso-
as cavitation damage, can be minimised. lutely imperative that the installation orientation is served.
Manufacture Production methods:
The way in which pistons are made differs according to their type. • Forging
They are manufactured by different processes according to their • Pressing
intended use and the associated stresses. Common to all piston • Casting
designs is that they undergo a surface treatment process after • Gravity die casting
manufacture. That minimises wear and improves running charac- • Spin casting
teristics. Some pistons are provided with a ferroprint coating on • Continuous casting
the piston skirt for that purpose. • Squeeze casting
Types
Different types of engine demand the use of different types of The most obvious differences are in the geometry of the piston
piston. The essential differences are in the shape, material and crown and recess. The illustration below shows a few of the pos-
structure of the piston. sible piston designs.
TDI engine V8 TFSI engine with FSI engine W12 engine

with piston recess valve recesses for stratified charge operation with slanting crown
626_039 626_041 626_042 626_040
Ferroprint coating
Scan the QR code to find out more about the function

of the piston crown in a diesel engine.
25
Regulating piston
The term controlled-expansion piston is used to refer to pistons If we compare a controlled-expansion piston when hot and when
that have precisely directed/controlled thermal expansion proper- cold, it is evident that the steel brace works in conjunction with the
ties. They contain a steel brace cast integral with the alloy piston piston alloy to produce a bi-metal effect. This directs the thermal
that directs the thermal expansion in a specific direction. expansion mainly in the direction of the gudgeon pin axis. To allow
for the expansion of the piston, the area around the gudgeon pin is
made slightly oval in shape.
Cast integral steel brace
Engine cold Engine at operating temperature
626_043 626_044
Flow deflector
The pistons of direct-injection petrol engines have crowns that are Flow deflector
specially shaped so as to influence the gas flow within the combus-

tion chamber. Injection recess
As well as flow deflectors, some of them have injection recesses

which play an particularly important role in what is known as
stratified charge operation.
626_042
26
Piston rings
The piston rings are in the upper part of the piston. A distinction is
made between compression rings and oil scraper rings. The com-
pression rings are always above the oil scraper ring.
Piston ring Function
Compression ring • Forms a between the piston and

the cylinder
• Dissipates heat from the piston to
the cylinder wall
Oil scraper ring • Wipes off the excess oil from the
cylinder wall
• Returns the wiped off oil to the
sump
Ring groove insert

Manufacture (cast integral)
Piston rings have to withstand enormous stresses due to the high

piston speeds and high pressures in the cylinder. Therefore, piston Compression
rings are made of cast iron or high-alloy steels. rings
Pistons subjected to especially high stresses have cast integral
high-strength ring groove inserts for holding the upper piston Oil scraper ring
rings. Ring groove inserts are used primarily in diesel engines but
are also occasionally found in FSI engines.
626_036
Types
There are various types of piston ring according to the engine

design and intended use.
Piston ring Profile Designation Features and advantages
Compression rings Plain rectangular Easy to manufacture.

compression ring
Tapered piston ring Shortens the time it takes to run-in a new engine.
Trapezial ring Prevents the ring sticking inside a ring groove filled
with coking residue.
L-ring The low tension of the ring allows the combustion

gases to penetrate behind the ring and so increase
the contact pressure against the cylinder wall.
Oil scraper rings Stepped ring Extra oil scraping effect.
Slotted oil scraper Oil scraping action with additional slot to allow oil
ring to pass into inside of piston.
Coil-spring-loaded Improved oil scraping effect due to higher contact

oil control ring pressure.
27
Gudgeon pin Requirements placed on gudgeon pins
The gudgeon pin forms a frictional joint between the piston and • Low weight
connecting rod and has to withstand enormous loads in perform- • High rigidity
ing its function. Due to the reciprocating motion of the piston, the • High alternating-stress resistance and resilience of the material
gas pressures and inertial forces that occur, and the difficult • High surface quality
lubrication conditions, a whole series of demands are placed on • Very hard surface
the gudgeon pins. • High dimensional stability
Gudgeon pin design
In most engines the gudgeon pins are tubular and run in floating To increase the strength of the piston, some engines such as the
bearings. The pins are held in place by a circlip. On some engines V6 TDI biturbo with twin turbochargers, have coated gudgeon pins.
the gudgeon pins are fixed in the connecting rod by shrink-fitting. The coating enhances the low-friction properties of the gudgeon
pin and reduces friction in that area. The use of sleeves with a
contoured bore ensures that the pressure is evenly distributed
between the gudgeon pin and the piston. The bore is shaped in
such a way that it counteracts the deformation of the piston when
the engine is running and thus ensures that the gudgeon pin is
able to move easily.
Sleeve with contoured bore
Gudgeon pin
Gudgeon pin retention
626_052
Gudgeon pin retention
If the gudgeon pin is not held in the connecting rod by shrink- Types of circlip
fitting, it has to be held in place to prevent it moving sideways and
coming into contact with the cylinder wall. This is achieved in the
majority of cases by internal circlips or snap rings made of spring
steel. They locate in grooves in the outer ends of the gudgeon pin
boss.
626_053
28
Connecting rod Design
The connecting rods are attached to the bottom of the piston. They The connecting rod shank is the central element. This is usually
connect the piston and crankshaft and act together as a thrust rod. manufactured as a double T form.
Their main task is to convert the linear (translational) movement At the top end of the connecting rod shank is the "small end" with
of the piston into a rotational movement of the crankshaft. integral small-end bush. The small end holds the gudgeon pin,
When in operation they are subject to pulling and pushing forces which is lubricated by oil splash.
that alternate continuously and therefore also thermal stresses At the bottom end of the connecting rod is the "big end", the two
due to friction and combustion. halves of which are held together by stretch bolts. Two bearing
shells in the big end form the bearing between the connecting rod
and the crankpin.
Design Trapezial connecting rod
With the limited space available and ever-increasing compression A piston with trapezial attachment in conjunction with a matching
pressures, the demands placed on connecting rods are very high. trapezial connecting rod satisfies both requirements. The contact
area between the small end and the gudgeon pin is significantly
larger compared with conventional piston-connecting rod combi-
nations. This improves the distribution of combustion forces and
significantly reduces the load on the components.
Parallel connecting rod
Parallel small-end bush Trapezial small-end bush
Small end same width at Small end narrower at the

top and bottom top than at the bottom
Web thickness
Connecting rod shank
Shoulder
Flange thickness
Shoulder
Top bearing shell
Top bearing shell
Bottom bearing shell
Bottom bearing shell

Big-end bearing cap with stretch bolts
Big-end bearing cap with stretch

bolts
626_197 626_057
29
Diagonally split connecting rod
Some V engines use diagonally split connecting rods. This design

allows the connecting rod shank to be installed through the
cylinder bore without the connecting rod cap.
626_060
Big-end bearing cap
Manufacture
Connecting rods are most commonly manufactured by the forging

process. Various materials are used to manufacture this element
and a range of corresponding manufacturing processes therefore Fracture surface
also exists. The subsequent machining and the splitting of the big
end are of particular importance. It is a case of ensuring as accu-
rate a fit as possible, something that can be achieved very success-
fully with cracking.
In the cracking process, a laser beam creates a predetermined

breaking point on the connecting rod at which the connecting rod
is subsequently split. A special splitting tool then performs the
precision splitting operation. This produces a unique fracture
surface. Both parts fit together in only one position.
This technology has significant advantages when compared to

cutting:
• High-precision fit
Predetermined
• Good frictional joint properties breaking point
• No additional centring means required
• More economical manufacture due to use of less material.
626_061
Big end bearings
The crankpins are machined so as to achieve a precise fit with the

bearing shells.
Note
To help identify the cause of knocking sounds, the combustion pressure can be reduced by disconnecting the spark plug lead
or injector lead (on diesel engines) for a particular cylinder. That will allow the possibility of big-end bearing damage to be
investigated on the cylinder concerned.
30
Timing belt drive system Requirements placed on timing belt drive system:
One of the ways in which the camshafts can be driven is by a • Long service life
toothed timing belt. Such a camshaft drive system uses a plastic • Minimal space requirements
drive belt to connect the camshafts to the crankshaft. A tensioner • Very light weight
pulley ensures that the belt is always tensioned and so functions • Low noise properties
reliably. The timing belt drive system can also incorporate and • Compliance with minimum wraparound requirements on the
drive other auxiliary units such as the coolant pump. A raised belt sprockets
flange on the tensioner/guide pulley prevents the timing belt from • Slack runs1) must be within the range 75mm - 130mm.
running off the edge of the pulley. • Timing belts must be guided by at least one pulley.
Camshaft sprocket
Guide pulley
High-pressure fuel pump
Timing belt
Tensioner pulley with

lateral guides
Coolant pump
Guide pulley
Crankshaft
626_079
1)
The slack runs are the lengths of the belt between the pulleys.
Note
If there are noises from the area of the timing belt, the tension of the timing belt should be measured with a belt tension
gauge. In addition, the condition of the tensioner and guide pulleys should be examined. When examining the timing belt
drive system, pay attention to the guidance in the workshop manual.
31
Structure of a timing belt Advantages:
A timing belt is made up of several layers. • Low mass

• Quiet running characteristics
• Low production costs
• Requires no lubrication
• Simple drive system
• Versatile in terms of belt guidance
• Low friction
Disadvantages:
626_080
• Possible for belt to jump or tear.

• Oil-free environment essential.
Rubber base material Polyamide backing fabric
• Strictly specified bending radii.
• If a used belt is refitted, it has to rotate in the same direction as
before.
Polyamide tooth coating Glass-fibre tension cords
• Replacement intervals must be observed.
Belt tensioning systems
Belt tensioning systems ensure that the belt is correctly tensioned

and therefore functions reliably. There are 3 different types of
tensioning system:
• Eccentric tensioner pulley

• Compact mechanical tensioner
• Hydraulic tensioner
Eccentric tensioner pulley Compact Hydraulic tensioner

mechanical tensioner
Method of • Fixed tensioner pulley • Friction-damped tensioner • Hydraulically damped tensioner

operation pulley pulley
Properties • Tension of belt varies according • Prevents belt stretching and • Timing belt is tensioned by a
to engine temperature wearing over time. pressure spring in the hydraulic
• Belt stretches and wears over • Reduces timing belt wear. element via a lever and ten-
time. sioner pulley.
• Belt gradually loses basic • Directional damping provided
tension. by means of a hydraulic
element.
• Directional damping enables
control of complex belt drive
systems.
• Tensioning force is optimised.
32
Chain drive system

Another means of driving the camshafts is by a chain drive system. Plastic guide rails guide the chain and minimise chain noise.
This concept is adopted if greater forces need to be transmitted or Several chain tensioners may be used depending on the routing
larger distances need to be overcome. In this type of system, a and length of the chain. The number of chain drive systems also
chain transmits the rotation of the drive sprocket on the crank- varies according to the type of engine and the number of auxiliary
shaft to the camshaft sprockets. A hydraulic chain tensioner units to be driven. Chain drive systems for auxiliary units are often
ensures that the chain is kept at a constant tension. The chain tensioned by mechanical tensioners.
tensioner plays an essential role in minimising chain wear.
Exhaust camshaft sprocket
Inlet camshaft sprocket
Chain drive system
Guide rail
Tensioning rail
Hydraulic chain tensioner
Crankshaft sprocket
Balancer shaft chain drive system
Oil pump chain drive system
Mechanical chain tensioner
626_085
Scan the QR code to find out more about the chain

drive system.
33
Complex chain drive systems Chain stretch
The number of chain drive systems used can vary according to the Chain stretch can occur in chain drive systems. Its outward signs
complexity of the engine and the number of auxiliary units to be are noise from the chain drive system or loss of power. In such
driven. Complex chain drive systems are found primarily on V and cases, the chain should be checked for stretching using the chain
W engines. stretch gauge T40182.
Chain drive system B Chain drive system C
Chain drive system A
Balancer shaft sprocket
Chain drive system D
Regulated flow oil pump

626_089
Direction of travel
Note
When examining the timing chain drive system, pay attention to the guidance in the workshop manual.
34
Chain designs
Different types of chain are used according to the demands placed

on the chain drive system. They can be subdivided into roller
Inner plates
chains, bushed chains and inverted-tooth chains.
Roller chains
The chain links of a roller chain have inner and outer plates. The
two types of plate form the framework of the chain links. Pins join
the inner and outer plates of a chain link together. They also join
the chain links to one another. The pins fit inside bushes and the
bushes in turn fit inside rollers. The rollers rotate around the
bushes as they make contact with the sprocket teeth. This means
that different parts of the circumference are used again and again.
The lubricant between the rollers and sleeves helps reduce noise
and has a damping effect. Pin Rollers
Outer plate Bushes
626_090
Bushed chains
The design of a bushed chain differs from a roller chain only by

virtue of the absence of the rollers. With this type of chain, the
teeth of the sprockets always make contact with the same point on
the fixed bushes. That is why lubrication is especially important
with this kind of chain drive system. Bushed chains are subject to
less wear in the link joints.
Inverted-tooth chains
The inverted-tooth chain is a particularly efficient type of chain. Inverted-tooth plate Guide plate
The forces are transmitted by inverted-tooth plates. They are
arranged back-to-back in several offset layers. Lateral guide plates
prevent the chain from running off. Compared with conventional
roller or bushed chains, inverted-tooth chains have significant
advantages.
Advantages:
• Require less space.

• Low wear
• Long service life
• No maintenance required.
• Capable of transmitting high forces.
• High speeds possible.
Disadvantages:
• Noisier in operation
• Heavier
626_091
• Requires lubrication
• Complex covers required
35
Chain tensioning systems
Chain tensioning systems perform a variety of tasks within the On some engines the chain tensioning systems are provided with
timing gear. The main task is to keep the timing chain tensioned on sector gears for safety reasons. They prevent the chain tension
the slack side in all operating conditions under a defined load. slackening if the engine oil pressure is too low. If the chain tension
Even if the chain stretches due wear in operation, that tension is too low, the chain could jump on the sprocket and thus cause
must be kept constant. Chain tensioners have damping elements damage to the engine. Chain tensioning systems are subdivided
to reduce vibration. into pusher and puller-type systems.
Pusher-type chain tensioning systems
With this type of tensioning system, the timing chain is pressed

outwards from the inside to tension it.
Pusher-type chain tensioner
626_104
Puller-type chain tensioning systems
In this case, the tensioning system pulls the timing chain inwards
from the outside to tension it.
Puller-type chain tensioner
626_105
36
Balancer shafts
Various forces and torques are at play when an engine is running. The 2nd-order forces, on the other hand, have to be balanced out
They cause the engine to vibrate and, therefore, decisively deter- by special means. This category comprises forces that are produced
mine how smoothly the engine runs and the stresses to which by translational motion of the crankshaft drive gear components.
components are subjected. If the vibrations are transmitted to the A possible countermeasure that can be employed is the use of
bodywork due to inadequate engine mountings, they also substan- balancer shafts. The balancer shafts are usually driven directly by
tially diminish ride comfort. The forces occurring during engine the crankshaft via a combination of gears or a chain drive system.
operation are classified as first-order or 2nd-order forces. First- They rotate at twice the speed of the crankshaft, with one of the
order forces are inertial forces produced by centrifugal forces balancer shafts rotating in the same direction as the crankshaft
acting on rotating parts. The crankshaft can completely counter- and the other being rotated in the opposite direction by means of
balance such forces by means of the crankshaft counterweights an idler gear.
and throw.
Vibration balancing by 2 balancer shafts
Balancer shafts
Guide rail
Gearing sprocket
Tensioning rail
Hydraulic chain tensioner
Inverted-tooth chain
Sprocket
Guide rail
626_145
Vibration balancing by a central balancer shaft
Central balancer shaft
Chain drive system with guide

sprocket for changing direction
of rotation
626_140
Note
Balancer shafts have to be fitted the right way round in the chain drive system.
37
Balancer shaft module
The balancer shafts may be fitted directly in the cylinder block or

incorporated in a separate balancer shaft module.
Balancer shaft module on EA288
On the EA288, a balancer shaft system positioned above the The shafts and the idler gear are held radially and axially by roller
crankshaft in the cylinder block is used. The drive is delivered via bearings. The bearings are lubricated by oil spray from the cylinder
helical gears running off the crankshaft. block.
Roller bearing
Balancer shaft 2
Roller bearing
Balancer shaft 1
Crankshaft
Idler gear for direction

626_198 reversal
Design
On the 2.0l RDI engine, for example, the balancer shaft module is That balancer shaft then further transmits the motion via a pair of
mounted below the crankshaft in the sump. It is driven by a system gears inside the housing to balancer shaft 2 and the duocentric oil
of gears running off the crankshaft. The module consists of a pump. The gear drive system is designed to drive the balancer
housing made of cast iron, 2 contra-rotating balancer shafts, the shafts at twice the speed of the crankshaft. The gear backlash in
helical-gear drive system and the integral duocentric oil pump. The the gearing system is set by means of a coating on the idler gear.
rotation of the crankshaft is transmitted to the idler gear on the When the engine is first run, that coating wears off so that a
outside of the housing. The idler gear transmits the drive to defined gear backlash is obtained.
balancer shaft 1.
Crankshaft gear
Housing
Drive gear for

balancer shaft 2
Coated idler gear
Duocentric oil pump
Drive gear for

balancer shaft 1
626_142
38
Cylinder head
The cylinder head forms the upper part of the combustion Depending on the engine type, there may be components of other
chamber. On V engines, each cylinder bank has its own cylinder engine subsystems attached to the cylinder head, such as:
head. The cylinder head is rigidly attached to the cylinder block by
screw fixings (cylinder head bolts). • Fuel system
• Engine timing and camshaft adjustment
A cylinder head gasket in between the two components ensures • Ignition system
that the combustion chambers are reliably sealed. The coolant and • Air intake and turbocharger systems
oil channels are also sealed off from the combustion chambers. • Cooling system
The upper closure is formed by a bolted on cylinder-head cover. • Crankcase breather
• Oil supply
Manufacture Casting methods used:
Cylinder heads are almost exclusively manufactured by casting. • Sand casting

Special mould cores are used in the casting process to form the • Gravity die casting
coolant galleries. The materials used are aluminium or grey cast • Lost foam casting (full mould process)
iron. All engines have the same basic design and large number of • Pressure die-casting
components.
Overall view
(cylinder head of a 5-cylinder in-line engine)
Crankcase breather Rocker cover
Upper timing gear

housing cover
Bearing cap frame with

camshaft bearing caps
Valve gear Fuel injector
Cylinder head bolt

Air intake port with
tumble plate
Spark plug
Cylinder head
Cylinder head gasket
626_062
39
Classification
Cylinder heads can be classified according to the following charac-
teristics:
• Naturally aspirated engines (with carburettor) or injection • Diesel engines with glow plugs and fuel injectors
engines (without carburettor) • Pushrod or overhead camshaft
• Four-stroke engines (with 2, 4 or 5 valves per cylinder) • Single camshaft or double camshaft with separate camshafts
• Petrol engines (with spark plugs) and fuel injectors for intake and exhaust valves
• Cross-flow cylinder head
Components in/on the cylinder head

(as illustrated by the cylinder head of a 4-cylinder FSI engine)
12
11 13
10
14
6
15
16
4
17
3
1 18
626_063
Key:
1 Fuel injectors N30 - N33 14 Camshaft timing adjustment valve 1, N205

2 Cylinder head 15 Camshaft sprocket
3 Cylinder head bolt 16 Camshaft timing adjuster
4 Oil pressure switch F1 17 Oil strainer
5 Valve gear 18 Cap (anti-freeze plug)
6 Inlet camshaft
7 Cap
8 Exhaust camshaft
9 High-pressure fuel pump
10 Roller tappet (pump drive)
11 Hall-effect sensor G40 (detects camshaft position)
12 Cylinder head cover bolts
13 Cylinder head cover Scan the QR code to find out more about the design of
a cylinder head.
40
Bolt fixing concept
Fundamentally, a cylinder head is mounted directly onto the

cylinder block by multiple bolt fixings. Those fixings consist of
stretch bolts that have to be tightened to specific torques and
Bearing frame
tightening angles.
"Bolt-in-bolt" fixing (see illustration)
The bearing cap frame is fastened to both internal bolt rows by

bolting it to the heads of the cylinder head bolts directly using
what is referred to as a "bolt in bolt" fixing. This concept is espe-
cially space-saving and thus allows the cylinder spacing to be very
Bolt-in-bolt fixing
small. This principle is used on 4-cylinder unit-injector engines, for
instance.
Cylinder head
Cylinder head bolt
Cylinder block
626_066
Cylinder heads in diesel engines
Compared with the cylinder head of a petrol engine, cylinder heads On a diesel engine with common-rail fuel injection, the fuel injec-
on diesel engines have a number of particular features. For tors are fixed in the cylinder head by bolted clamps. In addition, on
example, all diesel engines have glow plugs in the cylinder head. the cylinder heads of some diesel engines there is a mechanically
driven vacuum pump that provides the vacuum supply for other
subsystems.
Rocker cover
Clamp for fixing fuel injector
Common-rail fuel injector
Intake port
Glow plug
626_065
41
Integrated areas and systems
The cylinder head closes off the cylinders of the engine at the top Inside the cylinder head there are various spaces for consumable
and in doing so forms part of the combustion chamber. That is the fluids and for supplying the cylinders. They include:
area in which the inlet and exhaust valves and the fuel injectors are
located. • Coolant channels
The design of the combustion chamber is essentially determined • Intake and exhaust ports
by the operating principle of the engine and the number of valves, • Oil channels
as there are many possible valve configurations.
Exhaust port Exhaust valve Coolant channel Inlet valve
Cylinder head
Air intake port with tumble plate
Fuel injector
Combustion chamber
626_067
Venting channel in diesel engine cylinder head
If there is any leakage from around the copper injector seal, the It prevents the pressure from the combustion chamber passing
combustion pressure can escape through a channel from the into the impeller side of the turbocharger via the crankcase venting
combustion chamber. The venting channel is located in the cylinder system and causing malfunctions or damaging any seals.
head above the exhaust manifold.
Fuel injector
Access to crankcase venting system

via oil gallery in cylinder head
Injector seal
Venting channel
Seal between injector

and combustion
chamber
626_233
Note
If there are leaks from the venting channel, first check the injector seal and replace it if necessary.
42
Coolant channels
A liquid-cooled cylinder head contains a large number of coolant The coolant chamber is subdivided into upper and lower sections,
channels that are predominantly arranged around the extremely and the volumetric flow rate in the upper coolant chamber is
hot combustion chamber and the injector socket. They connect to reduced by means of restrictor ports in the cylinder head gasket.
the coolant gallery in the cylinder block through the cylinder head Both coolant chambers are supplied via separate intakes from the
gasket. cylinder block.
A cylinder head with a 2-part coolant chamber has been developed As in the basic engine, the webs between the cylinders are cooled
for the V6 biturbo engine to counteract the higher thermal loads. by the cylinder head by utilising the pressure differential between
the upper and lower coolant chambers as the driving gradient.
This arrangement allows a larger volume of coolant to be directed
through the lower coolant chamber, cooling the areas between the
valves and the injector seats.
The principle of cross-flow cooling has been retained, and likewise

the separate head and block cooling systems of the basic engine
controlled by the thermal management system.
626_068
Upper coolant chamber Lower coolant chamber
In the upper coolant

chamber, the volumetric flow
rate of the coolant is limited
by a flow restrictor.
Lower coolant chamber fed

by cylinder cooling channels
in cylinder head for efficient
heat removal in area close to
combustion chambers.
626_234
43
Gaskets and seals on the engine

Gaskets and seals are used on internal combustion engines in Gaskets also play a part in power transmission, however. For
many different varieties and material compositions. The primary instance, the cylinder head gasket between cylinder head and cylin-
task of a gasket/seal is to keep the various fluids such as gases, der block has a substantial influence on force distribution within
coolant and oil separate from one another and seal them against the overall stressed system and the component deformations
leaking out. In performing those tasks, gaskets and seals have to brought about by it.
withstand corrosive fluids, high pressures and high temperatures
for the entire life of the vehicle.
Overall view
(illustrated by 1.4l TFSI engine, EA111)
Cylinder head cover gasket

Cylinder head cover gaskets are made of an elas-
tomer material.
Manifold gasket
Metal gaskets are used on the exhaust manifold
and elastomer gaskets on the inlet manifold.
Injector seals
Teflon seals (e.g. on 3.2l FSI engine) or metal seals
(e.g. on 3.0l TDI engine) are used on the fuel injec-
tors.
Cylinder head gasket

On the timing gear end, the seal is provided by the
timing case. This is made of an aluminium alloy.
An elastomer-coated sheet metal gasket is used in
this case.
Sealing flange
On the flywheel end of the engine, the crankshaft is
sealed by a sealing flange incorporating a shaft
seal. It also holds the engine speed sensor G28.
Timing case gasket

Three-layer metal cylinder head gasket.
Oil seal
The crankshaft oil seal can be replaced.
Sump gasket
The seal between the sump and the cylinder block is
provided by a liquid sealant.
626_195
44
Cylinder head gasket Cylinder head gasket
The cylinder head gasket is located between the cylinder head and
cylinder block and seals off the combustion chambers and the oil
and coolant channels. The cylinder-head gasket also provides a
stabilising effect in some engines.
Cylinder block
Types 626_072
Soft-faced material gaskets Multi-layer metal cylinder head gaskets
Soft-faced metal gaskets are used in some petrol engines. Multi-layer metal cylinder head gaskets consist of multiple metal
A metallic core plate forms the basis. It has serrations cut into it layers that are shaped to form beads and metal surrounds. The
that retain the soft facing material that is applied on both sides. holes for the passage of fluids are surrounded by an elastomer
When the cylinder head bolts are fully tightened the soft material coating. This type also ensures optimum sealing performance
deforms thus providing an effective seal. Disadvantages of this under high loads. As well as being primarily used in diesel engines,
design: High temperatures and vibrations can lead to a reduction they are also increasingly found in petrol engines.
in the compressive effect in the area of the seal.
Partial seal (elastomer) Serrations Partial seal (elastomer)
Combustion chamber
surround Metal layers Beads Metal surrounds
Soft facing material
Plastic layer
626_073 626_074
Areas of a cylinder head gasket
Combustion chamber surround Tightening forces Combustion chamber stopper Holes for passage of fluids
The combustion chamber surround or stopper refers to the sealing

edge around the cylinder lip. Its height varies along the edge that
meets the combustion chamber. This special shaping distributes
the tightening force more evenly around the combustion chamber
when the cylinder head bolts are tightened. That reduces sealed-
joint vibration and distortion of the cylinder bores.
Land bracing
The land bracing areas are in the vicinity of the two outer cylinders.
They create more even distribution of the tightening forces applied
by the outer cylinder head bolts in those areas. That reduces
twisting of the cylinder head and deformation of the outer cylinder
bores.
Land bracing
626_075
45
Camshafts
The valves are actuated by camshafts. The positions of the cam- They generally run in plain bearings which are formed by bearing
shafts determine the times at which the valves open and close. In cap or "ladder" frames. This design contributes significantly to the
most engines the camshafts are in the cylinder head. rigidity of the cylinder head. In terms of manufacture, a distinction
is made between cast and composite camshafts.
Composite camshaft Camshaft bearing frame
626_231
Exhaust camshaft
626_049
Inlet camshaft
Cam profile
The shape of the individual cam determines the opening behaviour

of the corresponding valve. That relates to opening period, valve
lift and the entire sequence of movement.
Pointed-lobe cam Steep-lobe cam Asymmetrical cam
Valve opens
Valve closes
Function • Valve opens and closes • Valve opens and closes • Valve opens slowly and closes
slowly. quickly. quickly.
• Valve is only fully open for a • Valve is fully open for longer. • Valve is only fully open for a
short time. short time.
Use • Exhaust valve • Inlet valve • Exhaust valve
Effect • Exhaust gases expand evenly • Powerful induction effect in • Slow opening results in gradual
without abrupt pressure intake port. release of pressure.
peaks. • A large amount of intake air • Fast closing prevents back-flow
enters the cylinder. of gases.
46
Backlash compensation Design
On some engines, the inlet and exhaust camshafts are connected The wider part of the spur gear is shrink-fitted onto the camshaft
by backlash-compensating spur gears. The spur wheel of the intake so that it forms a frictional joint with the shaft. On the front face it
camshaft is driven by the spur wheel of the exhaust camshaft. The has a number of sloping lugs. The narrower part of the spur gear is
backlash compensation ensures low noise levels when the cam- attached in such a way that it is capable of relative rotational and
shafts are driven. axial movement. On the back of the movable spur gear are
recesses that mate with the sloping lugs on the fixed spur gear.
Spur gears
Diaphragm spring
626_158
Function
The movable spur gear is forced against the fixed spur gear by a
dished spring. The sloping lugs force the two spur gears to twist
relative to each other. This produces an offset between the teeth
of the two spur gears, which has the effect of cancelling out the
gear backlash.
Installation position Backlash compensation
626_159 626_160
47
Engine timing
Valve gear
In a reciprocating engine, the gases flow into an out of the cylin- The inlet valves are controlled by the inlet camshaft. The valves are
ders through inlet and exhaust ports. To make that possible, the opened by the cams acting on bucket tappets, rocker arms or
ports have to be periodically opened and closed. Those operations roller-type rockers which rest on the hydraulic valve clearance
are controlled by the valve gear, which consists of various compo- adjusters. The valves are closed by the valve springs. The valves are
nents that are normally accommodated in the cylinder head. basically divided into inlet and exhaust valves.
Multi-valve engines generally have 2 overhead camshafts.
The diameter and lift of a valve must be large enough for the gas
They are then referred to as DOHC (double overhead camshaft) replacement cycle to take place unhindered. Exhaust valves usually
engines. The individual valves are opened and closed by one or have a smaller diameter as the exhaust gases are forced out of the
2 camshafts. The exhaust camshaft has the task of controlling the combustion chamber quickly by the released pressure.
exhaust valves.
Multi-valve technology
As the number of valves per cylinder is not the same on all engines, Whereas in the beginning there were only two valves per cylinder,
the valve gear has to be adapted to the particular engine design. there are now engines with as many as five valves per cylinder.
However, because of the lower cost of manufacture, engines with
Over the history of engine development, it has been possible to 4 valves per cylinder have become widely established. Such engines
provide the cylinders with increasing numbers of valves in order to have 2 inlet and 2 exhaust valves for each cylinder.
improve the gas replacement cycle.
4 vpc system 5 vpc system
Exhaust camshaft Inlet camshaft
Roller-type rocker
Inlet side with

3 inlet valves
Exhaust side with

2 exhaust valves
Valve spring
Exhaust valves
Inlet valves
626_077 626_045
48
Valves
Valves are subjected to very high stresses. As well as the mechani- To reach the valve stem, which also plays a part in cooling, the heat
cal stresses in the course of actuation, there are also thermal has to travel a relatively long way. To shorten that distance, and
stresses and friction to contend with. As a result, there are specific simplify the cooling process, a sodium filling can provide assist-
requirements regarding design and material properties. Some ance. When compared directly with other valves, these hollow-
valves are filled with sodium, for example, to be able to conduct stem valves can be identified quite easily as they have usually have
the high temperatures better. a noticeably thicker stem. The cavity in the valve stem is just under
Exhaust valves are subjected to significantly greater thermal ⅔ filled with sodium. The sodium liquefies at temperatures above
stresses than inlet valves, as they hardly come into contact with 97°C and is thrown back and forth by the movement of the valve
the cooling intake gases. They can reach temperatures as high as when opening and closing. Its superior temperature coefficient
700°C and dissipate the heat largely through the valve seat. compared, for instance, to steel is especially effective with regard
to heat conductivity.
Design
Roller-type rocker
Annular groove
Rest
Upper valve spring retainer
Valve collets
Valve stem oil seal
Valve stem
Valve length
Valve spring
Sodium filling,
liquefies at 97°C
Valve guide
Valve stem
Valve head
Valve head
Valve seat
Valve seat
626_092 626_232
Valve head diameter
Valve seat grinding
If valves have to be replaced in the course of repair work, they have

to be ground (lapped) into the valve seats in the cylinder head to a
specified valve seat width.
In the process of designing a cylinder head, it is possible to
increase the effective valve throat and/or induce a swirling motion
on the part of the intake air by precisely altering the contour of the
valve seat.
In a cylinder head in its original state, that profile normally con-
sists of three angled faces (see illustration). The creation of multi-
ple facets produces a trumpet-shaped profile.
Further machining of valve seats by milling is no longer possible

Valve seat insert Adjustment angle Valve seat width
on modern engines as they exclusively use hardened valve seats.
Seat angle
Adjustment angle
626_094
Note
When lapping in valves into the cylinder head it is imperative to follow the instructions for the particular engine concerned in
the workshop manual.
49
Valve clearance adjustment
In the course of operation, the valves expand to varying degrees The actuating components of the valve gear wear over time,
depending on material and thermal conditions. So that the valves resulting in an increase in the valve clearance. To counteract that
can close perfectly in all operating situations, a degree of play effect, modern engines have systems for automatically adjusting
between the valve actuating components is provided for. The the valve clearance. There are 2 systems that have become estab-
exhaust valve clearance is generally designed to be greater than lished. Firstly, there are systems that have a clearance adjuster
the inlet valve clearance. The reason for that is the higher tem- integrated in the roller-type rocker, and secondly, there are
peratures that the exhaust valves are subjected to in operation. systems with separate hydraulic valve clearance adjusters.
Valve clearance adjuster in roller-type rocker

Camshaft Cam
Function on unit-injector engines
Oil reservoir
The roller-type rockers pivot around a shaft and are actuated by the
cams above them. The valve clearance compensating element is Non-return valve
located directly above the valve stem. Oil is supplied to the valve Piston Roller-type rocker
clearance adjuster from the shaft via a branch channel in the
roller-type rocker. Inside each clearance adjuster there is a piston
and a cylinder that are able to move relative to one another. The Branch
two components are pressed apart from one another by a clear- channel
ance adjuster spring. That action has the effect of reducing the
valve clearance and continues until there is no longer any play Cylinder
between the roller-type rocker and the camshaft. A non-return High-pressure chamber
valve regulates the filling and sealing off of the high-pressure
chamber. Clearance adjuster spring
626_046
Valve stem
Cam leading edge in contact
The cam presses on the roller-type rocker and pressure builds up in

the high-pressure chamber. As the oil cannot escape from the
high-pressure chamber and cannot be compressed either, the valve
clearance adjuster acts like a rigid component when the valve is
being opened. Surplus oil can escape through an annular groove
between the pressure pin and the guide sleeve.
626_047
The cam is no longer pressing down on the roller-type rocker and

the intake or exhaust valve closes. The pressure in the high-pres-
sure chamber falls. The clearance adjuster spring pushes the
Valve clearance
cylinder and piston apart until there is no longer any clearance
between the cam and the roller-type rocker. The non-return valve
opens and oil flows out of the reservoir chamber into the now
expanded high-pressure chamber.
626_048
50
Valve clearance adjustment by separate hydraulic clearance adjuster
This system compensates for variations in the length of the valve

gear components by hydraulic actuation of the force transmission
components. Zero valve clearance is maintained while the engine is
Oil channel Piston with oil bore
running.
Design Cylinder
The hydraulic valve clearance adjuster consists of a piston, a

cylinder and a piston spring, and is connected to the engines oil
circulation system. There is also a non-return valve in the lower oil Upper oil chamber
chamber.
Lower oil chamber
Non-return valve
Piston spring
626_095
Rocker roller Cam

If valve clearance arises, the piston is pushed out of the cylinder

until the rocker roller is in contact with the cam. As the piston is
pushed out, the oil pressure in the lower chamber drops. The Valve clearance
non-return valve opens and oil flows through. As soon as the
pressure difference between the upper and lower oil chambers has
equalised, the non-return valve closes again.
626_097
Cam leading edge in contact
As the cam leading edge acts against the rocker roller, the pressure
in the lower oil chamber rises. As the oil trapped in th chamber
cannot be compressed, the piston cannot be pressed any further
into the cylinder. The valve clearance adjuster now acts like a rigid
component on which the roller-type rocket rests. The action of the
cam is transmitted to the valve, which opens accordingly.
626_100
51
Camshaft timing adjuster

On engines without variable valve timing, the camshafts connected Long valve overlaps, on the other hand, produce a higher
to the crankshaft by a rigid mechanical system. The camshafts are maximum power output at the expense of the torque at lower
driven at half the speed of the crankshaft by means of a timing engine speeds. The cause of those effects are speed-dependent
belt or timing chain. On such engines, the times at which the flow patterns during the induction stroke. By selectively varying
valves open and close are thus determined by the design of the the camshaft timing or using a variable valve timing system it is
system and cannot be varied. As the process of controlling those possible to alter the valve timing according to engine speed and
times also controls the engine's gas replacement cycle, it is load so as to achieve the most efficient cylinder fill across all
referred to as valve timing or engine timing. The period for which engine speed bands. This can be achieved by various systems such
both the inlet and the exhaust valves are open is called the valve as:
overlap. The valve overlap has a decisive influence on the charac-
teristics of an engine. A short valve overlap produces a high • Camshaft timing adjustment by chain adjuster
maximum torque at low engine speeds but also a low maximum • Camshaft timing adjustment by vane-type adjuster
power output at high engine speeds. • Audi valvelift system
Camshaft timing adjustment by chain adjuster
In the case of camshaft timing adjustment by a variable chain

adjuster, only the inlet camshaft is adjusted. The chain is tensioned
at the same time. The system is actuated by a hydraulic solenoid
valve. To change over from the basic position to the torque posi-
tion, the chain adjuster is pressed downwards. This changes the
deflection point of the chain. The intake camshaft timing is
advanced.
626_199
Hydraulic Chain adjuster
solenoid valve
Camshaft timing adjustment by vane-type adjuster
With this system, both camshafts can be separately adjusted.

Therefore, the adjustment angles of the two camshafts can differ.
In this case the adjustment is controlled by rotors that move in
response to controlled oil flows.
Design Hydraulic motor (stator)
Solenoid coil for

camshaft timing adjustment valve 1
N205
Cover with gear
Hydraulic motor (rotor)
Mechanical locking pin
Cover
Spring
626_111
Control valve of camshaft timing adjustment valve 1
52
Function
The swivel motor is supplied with pressurised oil by the volume- The outer ring (stator) is fixed to a gear which engages a gear on
controlled oil pump via a separate pressure line in the cylinder the driven camshaft. The camshaft is adjusted relative to the
head. The camshaft is adjusted by the engine control unit by crankshaft by applying oil pressure to working chambers (A) and
means of a 4/2-way proportional valve, which is activated in a (B) between the rotor and stator. To achieve rapid adjustment of
pulse-width-modulated manner. The inner vane ring (rotor) of the the hydraulic motor, the oil pressure is temporarily stored in a
swivel motor is connected to the camshaft. piston-type pressure accumulator.
Oil strainer
Hydraulic motor (rotor)

Non-return valve
Piston pressure accu-

mulator
Hydraulic motor (stator)
Mechanical locking pin
Solenoid coil for camshaft timing Control valve from camshaft

adjustment valve 1 timing adjustment valve 1 626_112
N205
Valve timing advanced Valve timing retarded
626_200 626_201
Scan the QR code to find out more about variable valve

timing using a vane-type adjuster.
53
Audi valvelift system
Another means of influencing the valve overlaps is offered by the One cam in each pair produces a small valve lift and the other, a
Audi valvelift system. The system is based on 2-stage control of large valve lift. By changing the positions of the cam sleeves, the
the valve lift. The system is operated directly on the camshaft. This valves can be variably controlled according to the engine load.
involves the use of cam sleeves that fit over the camshaft and can Some engines also use this system to control selective cylinder
be moved relative to the camshaft in an axial direction. On the cam shut-down for the "cylinder on demand" function.
sleeves there are pairs of directly adjacent cams with different cam
profiles.
Camshaft design
The camshafts are provide with splines which engage with the cam
sleeves. The sleeves can be moved by 7mm in an axial direction and
have 2 cam profiles.
Cam sleeves with internal spline
Hydraulic motor
Camshaft with external splines
626_117
Scan the QR code to find out more about the Audi val- Scan the QR code to find out more about selective cyl-
velift system. inder shut-down using the Audi valvelift system.
54
Camshaft bearings
The cams sleeves are moved along the camshaft by 2 metal pins When the sleeve reaches the limit of its movement, the metal pin
that are positioned perpendicular to the camshaft in the cylinder of the powered-off actuator is pushed back to its original position
head and can be extended by means of electromagnetic actuators. by the profile of the slot bed. The cam sleeve is now positioned
They engage in grooves incorporated in the cam sleeves. When precisely against one side it the thrust bearing. The original cam
lowered, the metal pins engage in helical grooves at the ends of sleeve position is restored by the 2nd metal pin in combination
the cam sleeves. The effect of the helical grooves is to move the with a slot at the opposite end of the cam sleeve.
cam sleeve along the camshaft when it rotates.
Actuators with metal pins
Camshaft bearing frame
Axial bearing
Camshaft
Displacement groove
Cam sleeve
626_118
Low cam profiles

Cam profile
The cam sleeves have 2 cam profiles for each valve. The valve
timings produced by each cam profile are designed to achieve the
desired engine characteristics. The lower cam profiles produce a
valve opening lift of 6.35mm. The opening period is 180° degrees
of crankshaft rotation. The exhaust valve closes at 2° after TDC.
The full valve lift produced by the higher cam profile is 10mm and
the valve remains open for 215° of crankshaft rotation.
The exhaust valve closes at 8° before TDC.
High cam profiles 626_121
Valve lift
Low cam profiles High cam profiles

(low engine speeds) (high engine speeds)
626_122 626_123
55
Engine lubrication
A petrol or diesel engine consists of a multitude of moving parts The aim of reducing wear and energy loss is achieved by means of a
including, for example, pistons, valves and crankshaft. When an lubrication system (oil circulation system) that has to satisfy the
engine is running, parts move and come into contact with others, following requirements:
as in the case of the pistons and cylinder walls, for instance.
During this process, energy is lost and wear occurs. The most • Reduction of friction
important aim is to minimise those two effects. • Heat dissipation
• Precision sealing
The graphic below provides an illustrative overall view of the • Residue removal
lubrication points and components in the oil circulation system of • Corrosion prevention
an engine. • Noise and shock absorption
• Reduction of fuel consumption
• Preserving/extending component life
It is particularly important that the lubrication system works

reliably under all conditions. Otherwise, increased wear or even
engine failure can very quickly occur.
Lubrication points and components in oil circulation system
The labelling on the graphic also shows the numbers from the
diagram on page 57.
Valve clearance adjusters (B) Camshaft timing adjuster Oil filter (3)
Vacuum pump (1) Camshaft bearing (A) Oil cooler (2) Oil pressure switch for
reduced oil pressure
F378
Oil pressure switch

F22 (4)
Piston cooling
jets (5)
Turbocharger (9)
Oil pressure regulating valve

N428 (6)
Balancer shaft
bearing (C)
Standard oil pump (7)
Key:
Sump with oil level/
temperature sensor
Unfiltered oil
G266 (8)
Clean oil
Piston cooling jets Crankshaft bearing (E) 626_087
56
Forced-feed lubrication
Most 4-stroke engines are equipped with force-feed lubrication. The overriding objective is to achieve a short lubrication route, so
This is currently the most commonly used lubrication system for the oil reaches the lubrication points as quickly as possible.
petrol and diesel engines.
Basic principle of operation
A pump draws the lubricant from the sump through a filter. This is In some engines, heavily stressed components such as the piston
normally driven by the crankshaft via a chain or gear wheels. A crown are also cooled by cooling jets. The oil is cleaned by a filter,
pressure limiting valve is installed downstream of the pump to normally in the form of a paper element, before being used for
limit the system pressure thus preventing damage to the system. lubrication. If the filter is clogged or if the oil is still too cold, the
The sump is at the lowest point in the engine and serves as the resistance of the oil will be too great to pass through the filter. In
engine oil reservoir. Its surface is also used to remove heat from that case, a bypass valve opens. The oil then travels the lubrication
the oil filling. Some sumps even have cooling ribs for this purpose. points unfiltered. This bypass valve is normally integrated into the
In the sump, a sensor detects the oil level and temperature. oil filter.
In high-performance engines, there is also an oil cooler incorpo- The oil travels to the lubrication points through bores and pipes in
rated in the oil circulation system. It may be combined with the the engine. There will be one or more sensors on the engine to
filter element to form a unit or may be integrated into the system detect the oil pressure. Oil retaining valves are installed to prevent
as a separate component. reverse flow of the oil when the engine is switched off.
Cylinder head
Bearing cap
A A A A A A 1
B B B B B B B B
B B B B B B B B
A
A A A A
Cylinder block
9
2 3 C D C D D C D
4
Auxiliaries mounting bracket

E E E E E
5 5 5 5
C C C
7
6
8
Sump
626_235
Key: A Camshaft bearing

B Valve clearance adjusters
Low pressure circuit C Balancer shaft bearing
High pressure circuit D Connecting rod
E Crankshaft bearing
57
Oil pumps
An oil pump basically has the task of supplying the oil circulation Ongoing development of oil pumps is aimed primarily at regulat-
system and, therefore, all lubrication points with the required ing their delivery rate in response to demand so that they only
amount of oil at the required pressure. Various different types of deliver precisely the amount of oil required by the engine at any
oil pump are used on Audi engines. particular time.
Duocentric pump
(illustrated by 1.4l TFSI engine, CAVG, EA111)
To oil circulation system Outer rotor Inner rotor
The inner rotor is driven by the drive shaft from the chain sprocket
and in turn drives the outer rotor. The outer rotor rotates inside
the regulator ring. The inner and outer rotors each rotate around a
different axis. This produces an increase in volume on the intake
side. Oil is drawn in and delivered to the pressure side. The reduc-
tion in volume on the pressure side pressurises the oil and forces it
into the oil circulation system.
The duocentric oil pump is a fixed-displacement pump, i.e. its

delivery rate is constant. Oil pressure is regulated by a spring-
loaded control piston integrated in the oil pump. The pressure
control valve opens at a pressure of 4 ± 0.5bar. The diverted oil
flows back into the sump.
Intake port Drive shaft Regulating spring

and piston
626_107
Regulated duocentric pump

(illustrated by 1.4l TFSI engine, CAXC, EA111)
Pressure side Intake side
This operates in basically the same way as a simple duocentric
pump. However, it has the added feature of a regulating function To oil circulation system Outer rotor Regulator ring
that adjusts the delivery rate to suit the current demand from the
engine.
Regulating process
If the demand for oil increases because the engine speed is rising,
there is a pressure drop in the oil circulation system. The force of
the regulating spring is then able to move the regulator ring so
that the space inside the pump increases. The delivery rate of the
pump increases.
If the engine speed, and thereby its demand for oil, drops, there is
an increase in oil pressure. This acts against the regulator ring and
Control spring
compresses the regulator spring. The twisting of the regulator ring
reduces the pump volume. Consequently, the volume of oil deliv-
ered is reduced.
Inner rotor Drive shaft Intake port
626_114
Scan the QR code to find out more about the duocentric

pump.
58
Regulated external gear pump

Pump drive gear Regulating piston To oil circulation system
In an external gear pump, the oil is carried inside a housing in the
gaps between the teeth of two gears, one of which is an idler gear.
On some external gear pumps, one of the gears (the idler gear) can
be moved along its axis. By varying the axial position of the gear,
the delivery rate and pressure in the oil circulation system can be
influenced in a controlled manner.
This involves the engine control unit operating the oil pressure
regulating valve N428 to open or close a switchable oil channel so
that oil pressure acts on the surfaces of the regulating piston
according to the engine operating mode.
The control concept is based on the fact that 2 different pressures

are created. Pressure regulation is achieved by controlling the
volumetric delivery rate of the pump gears. Precisely the amount 626_110
of oil is delivered that is required to obtain the desired clean oil
pressure downstream of the oil cooler and oil filter. Intake port Pump idler gear Cold start valve
That is achieved by axial movement of the adjuster unit and, (adjustable in axial direction)
therefore, of the gears in relation to one another. When the two
gears are precisely in line with each other the delivery rate is at its
highest. When the axial position of the idler gear is at its
maximum adjustment, the delivery rate is at its lowest (only the oil
displaced between the overlap of the pump gears is delivered).
Scan the QR code to find out more about the oil pres-
sure regulation on an external gear pump.
Low pressure stage Switch-over to high pressure stage
If the engine speed increases, the oil pressure also slightly Upwards of an engine speed of around 3,500rpm, the system
increases and moves the control piston against the force of the switches over to the high pressure stage. To achieve that, the oil
regulating spring. This closes off the pressure channel to the front pressure regulating valve N428 is powered off. This closes off the
face of the adjuster unit piston and simultaneously opens the switchable pressure channel and simultaneously opens the connec-
connection to the unpressurised oil return to the sump. The tion to the unpressurised sump. As the control piston is no longer
hydraulic force on the rear face of the adjuster unit piston is now actively pressurised, the force of the regulating spring takes over.
greater than the force of the spring. The adjuster unit therefore The control piston moves back so that the channel to the front face
compresses the spring. The pump idler gear is moved in an axial of the adjuster unit piston is opened. The oil pressure now acting
direction relative to the pump drive gear. The volumetric flow rate on the front face of the piston and the force of the spring push the
is reduced and adjusts to the engine's demand for oil. Adjustment adjuster unit back so that the two gears of the pump are almost
of the volumetric flow rate keeps the oil pressure at a relatively completely in line with each other and the pump operates at its
constant level. maximum delivery rate.
Pump idler gear To oil circulation system Pressure channel on clean oil side
(adjustable in axial direction)
Oil pressure control valve

N428
Oil channel to front face of piston
Compression spring Regulating piston

of adjuster unit
Oil channel to rear face of piston

Pump drive gear
Adjuster unit
Control spring
Rear face of adjuster

unit piston
626_115
59
Vane pump
The vane pump is designed in such a way that it can operate in Control surface Delivery chamber Adjuster ring
2 pressure stages. In addition, it constantly adjusts to the oil
demand from the engine by means of pump volumetric flow
regulation (in both pressure stages).
For that purpose, the pump has an eccentrically mounted adjuster

ring which is part of the pump interior. Twisting the adjuster ring
alters the volume of the pump interior space and thereby varies
the delivery rate or, when switched over, the pressure in the
system.
As the engine speed increases, the pressure in the system drops

due to the increased demand from the lubricated components. The
consequence of that is that the control spring moves the adjuster
ring so that the volume of the pump interior is increased. As a
result, the delivery rate of the pump increases.
If the engine speed, and thereby its demand for oil, drops, it
produces an increase in oil pressure. The higher pressure acts on
the control surface of the adjuster ring and moves it so that the
Control spring Vane cells Control piston
pump interior volume is reduced. The delivery rate of the pump
decreases.
626_203
Oil pressure control
Low pressure level (low delivery volume) High pressure level (high delivery volume)
In the lower engine speed range, the powered-on oil pressure In the upper engine speed range or at high engine load (full-
control valve N428 is connected to earth by the engine control unit throttle acceleration), the oil pressure control valve N428 is
J623 and opens the switchable oil channel to the control piston. disconnected from ground by the engine control unit J623 in order
The oil pressure now acts on both faces of the control piston, to vent the active oilway. The force of the remaining surface under
pushing the piston against the control piston spring and opening oil pressure is less than the force of the control piston spring and
the oilway to the control surface of the adjustment ring. The oil closes the oilway to the control surface of the adjustment ring. In
pressure acts on the control surface. The resultant force is greater the absence of oil pressure, the control spring swivels the adjust-
than that of the control spring and swivels the adjustment ring ment ring clockwise about the counter-bearing. The adjustment
anti-clockwise into the centre of the vane pump, thereby reducing ring now swivels out of its centre position and enlarges the deliv-
the delivery space between the vane cells. The lower pressure level ery space between the individual vanes. Oil delivery is increased by
is selected on the basis of the following variables and reduces the enlarging the spaces between the vane cells. The higher volumetric
drive power of the oil pump: oil flow is countered by the oil ports and by crankshaft bearing
• Engine load play, causing the oil pressure to increase. This made it possible to
• Engine speed create a regulated-flow oil pump with 2 pressure stages.
• Oil temperature
• Other operating parameters
Control piston spring Control piston Switched Oil pressure control valve
oil channel N428
Sump Non-return valve Oil pressure from oil gallery Control port
626_236 626_237
60
Regulated pendulum slider pump

(illustrated on the 3.2l FSI engine)
Oil pressure control valve
N428
The so-called regulated pendulum slider pump requires much less
driving power than pumps used previously. With a delivery volume
reduced by 30%, the pump operates with a regulated flow rate and
hence in response to demand. The result is better fuel economy. An
electrically operated valve, the oil pressure regulating valve N428,
is located above the oil pump in the cylinder block.
Scan the QR code to find out more about the regulated 626_108
pendulum slide pump.
Regulated pendulum slider pump
Design Function
The pump is driven by a shaft running off the chain drive system As the pump rotates, the cells in the intake zone increase in size.
(see overview of chain drive system). The shaft is rigidly attached That creates negative pressure and the oil is drawn into the pump
to the rotor. The rotor interlocks with the cage via 7 pendulum via the strainer. The rotating movement carries the oil around to
vanes. In the rotor, the pendulum vanes are able to move inside the pressure side. There, the cells decrease in size and the oil is
the radial grooves. The rotor, vanes and cage rotate together inside forced out of the pump under pressure. The appropriate amount of
the slider. The slide also acts as the bearing bush for the cage. The oil is delivered according to the demand.
rotor is eccentrically mounted relative to the slider and the cage.
That means that, as with a vane pump, variably sized spaces inside The pump is controlled by the oil pressure in the main oil gallery.
the individual cells are formed. For that purpose, part of the oil flow is diverted off from the main
The particular feature is that the slider can be pivoted inside the gallery and directed to the oil pump via a control line and the oil
pump housing against the force of an auxiliary spring. Each cell is pump control valve N428.
formed by 2 pendulum vanes, the cage, the rotor and the side caps
of the pump.
Cage Slider To oil cooler Drive shaft Auxiliary spring
Pendulum vane
Rotor
Slider pivot axis
Intake port Control bores Control spring Graduated piston

626_120
61
Oil filter
All petrol and diesel engines have an oil filter, which is normally of Replaceable oil filter element Screw-on oil filter cartridge
the full-flow type. Its job is to remove abrasion particles and other (permanent-housing filter) (replaceable filter)
residues, such as from combustion, from the oil. There are basi-
cally 2 types that are used (see illustration).
• Screw-on oil filter cartridge (replaceable filter)

• Oil filter with replaceable element (permanent-housing filter)
Whereas a replaceable filter has to be entirely replaced at every oil

change, with a permanent-housing filter only the inner part of the
filter, i.e. the filter element is replaced.
626_124
Oil filter modules
Oil filters are generally integrated in a separate module. In addi-

tion to inherent manufacturing benefits, a large number of addi-
Oil filter element under-
tional components can be incorporated into the system. This
neath screw cap
includes for example a range of sensors, actuators, or even an oil
cooler. In practice, there are examples of oil filter modules with
replaceable filters as well as with permanent-housing filters.
Oil pressure switch for

reduced oil pressure
F378
Oil pressure switch

F22
Connections to the oil cooler
626_128
Oil filter cartridge screwed directly onto engine (illustrated by 1.4l TFSI engine, EA211)
The oil filter cartridge is screwed onto the upper part of the sump. Sump top section Filtered oil to cylinder block
When the engine is running, the oil flows from the oil pump
through a channel to the oil filter. After passing through the filter,
the clean oil flows though a riser pipe into the cylinder block and
from there to the oil cooler. It is then directed to the individual
lubrication points.
A diaphragm valve in the oil filter prevents the oil running out of
the filter when the engine is not running.
Oil filter cartridge with diaphragm

valve
Oil flow from oil pump 626_125
62
Oil filter module with replaceable element (illustrated by 3.0l TFSI engine, EA837)
The oil filter module is part of the sealing flange (timing case That function is performed by a spring clip with an integral sealing
cover) on the back of the engine. The basic design is the same as cap. The oil arriving from the oil pump flows through the filter and
other upright oil filter modules such as on the EA888 engine. is then cooled down in the oil cooler. It is then directed to the
However, it no longer has the outlet that opens/closes the oil drain engine's lubrication points.
out of the oil filter module.
Oil cooler
Oil filter module with replaceable

filter element
Oil pressure
switch Spring clip with drain outlet seal
F22
Oil flow to lubrication points
Coolant channel
Oil flow from oil pump
Sealing flange (timing case cover)
626_126
Oil back-flow when changing the oil
When the oil filter element is removed, the spring clip is released
and opens the drain channel. The oil remaining in the oil filter
module can then run out.
In the course of oil filter replacement, i.e. before fitting the new
filter element, it is essential to make sure that the spring clip is
correctly seated. If the spring clip does not create a proper seal, oil
pressure cannot be generated.
Removed oil filter element
Spring clip opens drain

outlet when released
Drain outlet
Oil drain channel
Oil drain into timing case
626_127
Note
When carrying out an oil change pay careful attention to the instructions for removing and refitting the oil filter element in
the workshop manual, and especially the instructions regarding the spring clip.
63
Dry sump lubrication (illustrated on the 5.0l V10 TFSI engine in the Audi RS6, Type 4F)
To be able to reliably supply engines in sports cars with pressurised The scavenged oil is conveyed by means of the oil pump module to
oil in all driving situations and at high cornering speeds, dry sump the oil reservoir via an oil thermostat. From there, the oil is drawn
lubrication is used. out again and pumped into the oil circulation system under pres-
Instead of a sump, an engine with dry sump lubrication has a sure by the oil pump module. When the oil is pumped to the oil
scavenging module through which all the oil running back from the reservoir, it either takes a direct route or passes through the oil
bearings, cylinder heads and timing case is scavenged. cooler on its way, depending on the position of the oil thermostat.
When changing the oil, make sure that all oil drain plugs are
opened.
System overview
Oil reservoir
with integral crankcase
breather
Oil filter module
Oil cooler
(liquid cooled)
Oil thermostat
Scavenging module
(windage tray)
Oil return from cylinder

head of left-hand cylinder
bank
Scavenged oil return

from turbocharger
Oil and coolant

pump module
Direction of travel Cooling air flow
Supplementary oil cooler

(air/oil)
626_129
Scan the QR code to find out more about dry sump

lubrication.
64
Oil reservoir
The oil that is pumped from the oil pump module into the oil In the upper part of the oil reservoir, the rising blow-by gases pass
reservoir passes into a 2-branch oil pipe inside the reservoir, which to the oil separator. Integrated in the oil reservoir are the oil filler
discharges into a cyclonic separator. Directing the oil into the pipe, the oil dipstick and the oil level and temperature sensor
cyclonic separator causes it to rotate, which removes its gas G266.
content. When the oil runs into the oil reservoir, it passes through
swash baffles which de-foam and settle the oil.
Oil dipstick
Crankcase breather
Oil filler pipe
Blow-by gases to fine oil

separator
Cyclone
Oil level/temperature sensor
G266
De-foaming and settling

chamber
Oil collection chamber
Extraction
Oil flow to oil pump Oil flow from oil thermo-

stat
626_130
Oil pump module
The oil pump module is mounted on the outside of the engine and In the scavenging pump, the oil running back from the lubrication
is driven by the chain drive system. It consists of the scavenging points is drawn in via the scavenging module and pumped to the
and delivery pump for filling the oil reservoir, the scavenging and oil reservoir. In the pressure pump, the cooled oil from the oil
pressure pump for the engine's oil management system, and the reservoir is drawn in and pumped into the engine's oil circulation
scavenging pump for the turbocharger oil return. The oil pump system.
forms a single unit with the coolant pump.
Scavenging pump
for oil return
from turbocharger Housing partition
Drive shaft
Scavenging
pump
Pressure pump
626_131
Oil extraction
(multi-stage) Oil flow to main oil channel
Oil flow to oil thermostat Oil flow from oil reservoir
65
Oil level detection on newer Audi models (for example, the Audi A4, Type 8K)
The electronic oil gauge was first used on the Audi A4 (Type 8K) With the advent of the electronic oil gauge, the oil dipstick has
and has since been adopted on many other Audi models. It pro- been dispensed with. A special oil gauge tester, the T40178, has
vides the customer with all the necessary information on the been developed for workshop use. For the precise procedure for
instrument panel or the MMI Car Menu. checking the oil level, please refer to ELSA (Maintenance Manual)
and the owner's manual for the vehicle.
Possible indications on instrument cluster
max max max
Please add Please

1 l of oil top up
Oil level OK Oil level!
maximum. oil
Sensor defective!
Vehicle can still urgently.
be driven. min min
min
33540 km.1975.5 33540 km.1975.5 33540 km.1975.5 33540 km.1975.5
D4 8°C D4 8°C D4 8°C D4 8°C
626_135 626_134 626_136 626_137
Electronic oil gauge
There are 2 methods used when calculating the oil level. The static measurement takes place with:
Dynamic measurement when the vehicle is in motion. Important • Ignition "On" (to obtain a measurement result as quickly as
measurement factors are: possible, the measuring process is started as soon as the
• Engine speed driver's door is opened)
• Linear and lateral acceleration from ESP control unit • Engine oil temperature > 40°C
• Bonnet switch (bonnet must be closed) • Engine at standstill longer than 60 seconds
• Engine temperature (engine should be at operating tempera-
ture) During the static measurement, ESP takes the acceleration values
• Driving cycle since last bonnet switch signal > 50 km into account (vehicle on incline). In addition, the parking brake
• A specific number of measured readings within the driving cycle signal is not used in this case. A low fill level or high fill level
must be available. warning is issued if the current fill level could result in engine
damage.
Although the dynamic measurement is more accurate and is the
method that is mainly used, it is not always possible.
The measurement is interrupted in the following cases:
• Acceleration levels greater than 3 m/s²,
• Oil temperature > 140°C
• Bonnet contact switch F266 has been actuated.
Oil gauge tester T40178
The oil gauge tester T40178 is a special tool which is used to check
the oil level indicated by the oil gauge. For precise details of its
use, please refer to the workshop manual.
626_133
66
Oil level/temperature sensor G266 (PULS oil level sensor)
The sensor is screwed into the sump and works according to the The PULS oil level sensor forms the basis for a realistically com-
ultrasound principle. The acronym PULS stands for "Packaged puted oil gauge reading with the instrument cluster or MMI
Ultrasonic Level Sensor". display as the only means of checking the oil level. The system was
The transmitted ultrasound impulses are reflected by the oil/air first used on the Audi A5 (Type 8T) with the 3.2l FSI engine. On
boundary layer. The current oil level is determined based on the introduction of the system, the oil dipstick was discontinued.
time difference between outgoing and incoming impulses with
reference to the speed of sound.
Cylinder block Virtual cylinder, with no

reflective surfaces or
moving parts, dia. 20mm
Static
120 mm
measurement
range
Dynamic
75 mm
measurement
Current oil level range
Zero point
of system
15 mm
626_141
Sump Oil level/temperature sensor
G266
Oil changes on newer Audi models such as the Audi A4 (Type 8K)
According to the service specifications the engine oil must be

drawn off in the course of a service. The work involved has been
taken into account in the labour time specifications.
Oil extraction
Negative pressure in the oil extractor unit is achieved by means of

a section-jet pump and a compressed air line. Extraction probes
with a range of diameters (5 - 8mm) are available. To ensure that
the engine oil is completely drawn off, a special plastic part that
acts as a guide for the extraction probe has been fitted to the
bottom end of the oil suction pipe, see illustration. This allows the
suction probe to be guided to the base of the oil pan.
On some engines there is also a guide channel for the extraction

probe in the base of the sump. The suction probe is guided along
the channel to the deepest point in the oil pan.
626_132
Note
When carrying out an oil change, it is essential to pay careful attention to the instructions in Maintenance Manual as to
whether the oil can be drawn off.
67
Engine oils
There are large temperature differences inside an engine. That As a result, exacting demands are placed on the properties of an
must not, under any circumstances, be allowed to result in the engine oil.
lubricant film breaking away. Other chemical and mechanical
stresses and thinning of the oil by fuel cause ageing and contami-
nation of the lubricant which impairs its lubricity.
Constituents of engine oil Additive
Modern lubricants are for the most part made up of base oil and Oil-soluble ingredients and agents are added to base oils to
additives. Base oils can be subdivided into 3 main groups: improve their operating characteristics – they are known as addi-
tives and include:
• Mineral oils: Mineral oils are nothing more than a large number
of hydrocarbon compounds. These are obtained from the • Detergents that help loosen dirt
distillation of the raw material, crude oil. One of their salient
characteristics is the irregular arrangement of the hydrocarbon • Dispersion agents that hold particles in suspension
molecules.
• Viscosity index improvers
• Partially synthetic oils: Partially synthetic oils form the 2nd
group. Put simply, these are mineral oils that have been refined • Wear inhibitors that help protect against wear
to improve their characteristics.
• Oxidation inhibitors that help prevent ageing
• Synthetic oils: Synthetic oils are produced from petroleum. In
contrast to mineral base oil, they contain regular arrangements • Corrosion inhibitors that provide corrosion-proofing
of molecule chains.
Base oil
► Mineral oil
► Partially synthetic oil
► Synthetic oil
Viscosity index improvers
Detergents
Additive
Dispersing agents
Wear inhibitors
Other constituents
626_096
68
Viscosity
An important characteristic of all base oils is their viscosity, which A viscosity-temperature diagram provides an extremely good
indicates the oil's flow resistance. The viscosity depends on the indication of the viscosity characteristics in relation to temperature
temperature which means that the oil is thicker at low tempera- change. The numeric value indicates the gradient of the character-
tures and thinner at high temperatures. More precise conclusions istic curves and increases as the curve flattens. The viscosity index
can be drawn using the viscosity index. This indicates which flow is used for classification in accordance with the SAE system. The
characteristics an oil has at different temperatures. The viscosity of viscosity index of mineral oils is around 90 to 100, while syntheti-
an oil is determined using a special viscosimeter. The viscosity cally manufactured oils, on the other hand, have a considerably
index on the other hand is a mathematically calculated numerical higher index which is roughly between 120 and 150.
value.
Viscosity-temperature diagram
The viscosity of an oil with constant viscosity remains the same at
High
all temperatures (red line). In practice that is not possible.
An oil with poor viscosity characteristics (light grey characteristic
curve) is highly viscous when cold and has a low viscosity when hot.
This means that it can only be used within a limited temperature
range as a reliable lubricant layer can only be guaranteed within
Viscosity
this range.
Oil with good viscosity characteristics (dark grey characteristic
curve) can reach the lubrication points faster than an oil with poor
viscosity characteristics when it is cold. It can also form a reliable
lubricant layer at high temperatures.
Low
Viscosity index Low Temperature High
• Synthetic oils: 120 - 150

• Mineral oils: 90 - 100 Ideal viscosity characteristics
Poor viscosity characteristics
Good viscosity characteristics
626_098
SAE system
The viscosity was used as the basis for initial classification accord-
ing to the SAE system (SAE = Society of Automotive Engineers).
This makes selection of engine and gear oils for the various tem-
perature ranges easier. Thus there are special single-grade oils,
such as SAE 15W winter-grade oil and SAE 50 summer-grade oil.
The SAE viscosity classification starts at 0W and ends at 60. As

engine oils are used irrespective of seasonal temperature fluctua-
tions, they have a 2-part classification. These are known as multi-
grade oils and cover several viscosity classifications at the same
SAE 15W - 50 synthetic oil
5W - 20 fully-synthetic oil
time.
The first number represents the cold flow characteristics in winter,
SAE 15W - winter oil
SAE 50 - summer oil
which is why it is prefixed by a "W". The lower this number is, the
better the cold characteristics of the oil are.
SAE 15W - 50
The other number indicates the minimum viscosity at 100°C, i.e.

under high mechanical loads, such as in the high rpm range. The
higher this code number is, the thicker the oil will be at high
temperatures.
However, the SAE system provides little indication of overall
quality as viscosity is only one of very many quality factors.
626_099
69
Oil standards
The required properties of an oil are defined by numerous oil Examples of criteria for defining engine oil standards:
standards. The American API classification is used worldwide. In
Europe, the European automobile manufacturers' association • Oxidation stability
(ACEA) defines the quality standards. Although this body describes • Wear
the minimum requirements for engine oils and specifies the • High-temperature deposits
worldwide standard, further oil standards since come into exist- • Oil consumption
ence, some of which are highly specific. • Fuel economy
Flexible maintenance intervals
Many Audi models have flexible service intervals and indicate when It follows therefore that the relevant vehicle data must always be
the next service event is due. For this, a control unit evaluates checked when carrying out maintenance work on these kinds of
various engine data and calculates from this a theoretical service vehicles. If the vehicle has flexible maintenance intervals, only the
life for the engine oil. oil types specially approved for this vehicle may be used.
As the oil is in use in the engine for extended periods it is particu-
larly likely to show signs of ageing, such as thickening or sludge These oils must not be used in older vehicles for which flexible
formation. This can be prevented using very thin oils, with high maintenance intervals are not intended as this could damage the
concentrations of additives which means that these vehicles can be engine.
operated with one oil filling for much longer.
Computation of service events
Duty period recording Control unit in dash panel insert

J285
Evaluation of engine data for calculation of
theoretical oil service life:
► Oil level
► Oil temperature
► Oil pressure
► Mileage
► Fuel consumption
Car Handbook
Service intervals
Next oil change:
-- / --
Next inspection:
in 30,000 km / 640 days
CAR systems
12:00
Oil level/
MMI display
temperature sensor
J685
G266
(or instrument cluster display)
► Display of next service event
Engine control unit Diagnostic port

J623
626_103
Reference
Information on current engine oil standards and a list of oil manufacturers with the types of oil they supply is available on
the Audi Service Net (HSO Chapter 6.2).
70
Subsystems
Crankcase breather
When the engine is running, leakage flows passing between the These are known as blow-by gases and escape downwards past the
piston rings and the cylinder walls result in small amounts of gas piston rings. Therefore, it is necessary to draw them out of the
entering the crankcase from the cylinders. crankcase and feed them back into the combustion process. That
task is performed by a crankcase venting system.
Basic principle of operation
The blow-by gases are extracted from the crankcase via a pipe. To The pre-cleaned gas is then passed into a fine oil separator. There,
do so, the depression in the intake manifold is utilised. Integrated any remaining very fine oil particles are removed and returned to
in the piping is a coarse oil separator. It separates the liquid the sump. Gaseous components are led via the intake manifold to
components from gaseous components. The oil thus separated is the combustion chambers directly and burnt. The fresh air required
collected and runs directly back to the sump via an oil return pipe. is supplied to the system by the crankcase ventilation (PCV)
system.
Design and function (illustrated on 1.8l TFSI engine, EA888)
On the EA888, the crankcase is ventilated via the engine block. For The oil passes into the sump via the engine's oil return channel. To
that purpose, underneath the coolant pump there is an oil separa- prevent oil being drawn up, there is a non-return valve fitted in the
tor in which the blow-by gases are passed through a labyrinth. This sump The cleaned blow-by gas is then passed into the 2-stage
coarse oil separator operates with 2 separation stages according to pressure regulating valve. This prevents excessive build-up of
the baffle-plate principle. The separated oil is returned to the negative pressure in the crankcase. The pressure-regulating valve is
sump via oil return pipes. The pre-cleaned gas is then passed to the fitted in a housing together with 2 non-return valves. They regu-
engine cover where there is a fine oil separator. This has been late the intake of clean blow-by gases according to the pressure
configured as a single-stage cyclone separator with a parallel conditions in the engine's intake system. If there is negative
bypass valve that filters out any residual ultra-fine oil particles. pressure in the intake manifold, the blow-by gases are drawn
The oil thus separated passes into the cylinder head. directly into the manifold. If turbocharger boost pressure is
present, the blow-by gases are directed into the turbocharger.
Non-return valves
Pressure control valve

Blow-by gases fed into
intake manifold
Cyclone separator
Blow-by gases
fed into turbocharger
Blow-by gases from
the crankcase
Oil return
Blow-by pipe
Crankcase ventilation
pipe
Coarse oil separator
Oil return
Non-return valve
626_148
71
Design and function (illustrated on 2.0l TDI engine, EA288)
The cylinder head cover is made of polyamide. Its principal task is Fine oil separation takes place here. After passing through the
to seal the cylinder head and integrate the vacuum reservoir. cyclones, the blow-by gases flow to the pressure control valve. In
addition, they are fed into the combustion chamber through the
Additional functions, such as the separation of coarse and fine of intake manifold.
the oil from the blow-by gases and pressure regulation in the
cylinder crankcase, are also integrated. The blow-by gases flow
from the crank chamber into the coarse oil separator through
small ports and then from the crank chamber into the cyclones.
Heating resistor
Vacuum reservoir
(crankcase breather) N79
(cold climates only)
Pressure control valve
Fine oil separation

(cyclones)
Oil return from fine oil separator Gravitational valve for oil recirculation
626_247
72
Engine cooling system

In addition to mechanical energy, internal combustion engines This means that a cooling system has to satisfy many require-
convert a considerable amount of their input energy into heat. The ments. It should be light and compact but also deliver an effective
heat is produced primarily by the combustion process but also by cooling performance. It is also important that all relevant compo-
internal friction. nents are cooled as conditions demand at all times.
To protect components against increased wear and possible
destruction, the heat must therefore be removed from the engine.
This is achieved by selectively targeted cooling that also has a
direct effect on the following operating characteristics of an
engine directly and, therefore, its efficiency:
• Cylinder charge
• Fuel consumption
• Knocking tendency (petrol engines only)
• Compression ratio
Components in the coolant circulation system
The illustration shows an example of the design of a coolant The illustration shows the coolant circulation system of a vehicle
circulation system and its components. The design of a coolant with the 1.8l TFSI engine, EA888 Gen. 3, with manual gearbox and
circulation system essentially depends on the following factors: no auxiliary heater. The labelling on the graphic also shows the
numbers from the key on the next page.
• Engine size and type
• Type and design of turbocharger system if present
• Additional equipment such as auxiliary heater
• Vehicle size (number of heat exchangers)
Connections from and to Rotary slide valve 2 Rotary slide valve 1 Coolant expansion tank
heater matrix 8 8 6
1
Coolant circulation pump

V50
4
Gearbox heating connection
Ducts of the integral

exhaust manifold
Turbocharger
9
626_144
Engine oil cooler Radiator

11 15
73
System overview
1
2
3 4
7
8
10
9
11
12 13
15
14 626_143
Cooled coolant
Heated coolant
Key:
1 Heater matrix 9 Turbocharger

2 Transmission oil cooler 10 Integral exhaust manifold
3 Climatronic coolant shut-off valve N422 activated 11 Engine oil cooler
4 Coolant circulation pump V50 12 Radiator fan V7
5 Transmission coolant valve N488 13 Radiator fan 2 V177
6 Coolant expansion tank 14 Coolant temperature sensor at radiator outlet G83
7 Coolant temperature sensor G62 15 Radiator
8 Coolant pump with engine temperature control
element N493 (rotary slide valves 1 and 2)
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Dual-circuit cooling system
The cooling system has undergone rigorous continuous develop- Cylinder block cooling circuit
ment to reduce friction in the engine and emissions. One line of First of all the cylinder block cooling circuit is shut off by the
development produced engines that are equipped with 2 separate low-pressure-controlled ball valve positioned in the coolant outlet
and independent cooling circuits. and the engine runs without the coolant circulating so as to
shorten the engine warm-up phase and reduce frictional power
The cooling system of the Audi V6 TDI engine, for instance, loss. Once the engine has warmed up thoroughly, the temperature
employs a split cooling concept, i.e. coolant flows through the level of the cylinder block cooling circuit is regulated to around
cylinder block and cylinder heads in two separate, parallel cooling 105°C with the aid of the low-pressure-controlled ball valve. The
circuits. The continuous-duty coolant pump in the inner vee at the crankgear can, thus, be operated in the ideal temperature range in
front end delivers the coolant in the cylinder block to the exhaust frictional terms. For this purpose, the ball valve is activated in a
sides of the engine. The coolant flow divides here into two streams pulse width modulated (PWM) manner by the cylinder head
to the cylinder heads and to the cylinder block, returning to the coolant valve N489.
intake side of the coolant pump and after flowing through both
sub-circuits. Coolant is admitted to the cylinder head cooling Cylinder head cooling circuit
circuit on the exhaust sides of the cylinder banks via a non-return The temperature level of the cylinder head cooling circuit is con-
valve. The non-return valves serve to avoid coolant back-flow trolled via a mapped thermostat with a heated wax expansion
between the two cylinder banks and eliminate unwanted heat element. The thermostat is de-energised during the warm-up
dissipation from the cylinder block. phase and opens at 90°C. Thus, no thermal energy is dissipated to
the main radiator in order to achieve this temperature. The tem-
perature level of the cylinder head cooling circuit can be reduced
– within the physical bounds of the radiator – by energising the
map-controlled engine cooling thermostat.
Engine-mounted components (illustrated on the 3.0l V6 TDI engine)
Heater inlet
Connection to air bleed valve from

cylinder block Radiator outlet coolant
G62
EGR cooler Coolant shut-off valve
Map-controlled
engine cooling
thermostat
F265
Return from radiator
Coolant pump
Radiator inlet
Cylinder head
cooling circuit
Engine temperature
Cylinder block control temperature
cooling circuit sender
626_252 G694
75
System overview
Heated coolant
1 Cooled coolant
3 4
6 7
11 9
10
12
13
16
14 17
15
18 19
20
22
21
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Key:
1 Heater matrix 12 Engine block

2 Bleed screw 13 Oil temperature sensor G8
3 Heater coolant shut-off valve N279 14 EGR cooler
4 Auxiliary heater 15 Engine oil cooler
5 Coolant circulation pump V50 16 Coolant shut-off valve
6 Thermostat for ATF cooling 17 Engine temperature control sensor G694
7 ATF cooler 18 Thermostat for data-map controlled engine cooling F265
8 Turbocharger module 19 Coolant pump
9 Coolant expansion tank 20 Radiator outlet coolant temperature sensor G83
10 Coolant temperature sensor G62 21 Radiator
11 Cylinder head 22 Auxiliary radiator
76
Coolant pump
In a liquid-cooled internal combustion engine, circulation of the On some engines, the coolant pump's impeller is covered over in
coolant is effected by the coolant pump. Depending on the particu- certain situations in order to obtain "non-circulating coolant". That
lar engine, a coolant pump with a different type of pump impeller helps certain areas of the engine to warm up more quickly when
may be used. The coolant pump is driven by being incorporated the engine is first started.
either in the engine's timing gear drive system or a belt drive
system.
Cylinder head coolant valve

Switched coolant pump N489 on
The control valve can slide hydraulically over the impeller, thus
preventing coolant from being circulated. The impeller has an
integral cast-in stainless steel plate which acts as a wobble plate.
Static coolant Control valve slid

over the impeller
An axial piston pump integrated in the pump casing is actuated by

Pump liner
the wobble plate. The axial piston pump recirculates the coolant to
the cooling circuit via the cylinder head coolant valve N489 through
the lifting motion of the wobble plate.
When the solenoid valve is energised, the return port to the
coolant circuit closes. The lifting motion of the axial piston pump
produces a hydraulic pressure at the annular piston. The control
valve slides over the impeller against the force of a pressure spring
and seals the impeller off from the cylinder block. No coolant is
circulated.
Impeller
Wobble plate with

race for axial piston
pump
Annular piston displaced
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Coolant is circulated
If the solenoid valve is de-energised, the return port to the coolant The impeller is again free and the coolant begins to circulate.
circuit opens, and the annular piston is pushed back by the com- The axial piston pump operates whenever the engine is running.
pression spring and restores the control valve to its original posi-
tion.
Low-pressure actuated type

Pilot valve piston Resetting spring
Evacuating the vacuum chamber exerts force on the pilot valve

piston. Thus, the pilot valve is pushed over the impeller on the
cylinder block against the pressure of the spring via the guide rods.
The coolant flow is hereby restricted at the pump outlet on the
pressure side. The 3 circumferential return springs ensure that full
delivery is maintained in the event of problems with the vacuum
supply.
The pump is not activated at coolant temperatures below –20°C

because the seals and diaphragms could otherwise suffer damage.
The pump is not activated on restarting the engine either.
Guide rods Slide control valve
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Coolant thermostat as 3/2-way valve

The coolant thermostat, or simply thermostat, may contain either The thermostat is usually mounted directly on the engine. In
1 or 2 thermostats depending on the design. It is actuated by a some cases, the thermostat is also integrated in the coolant pump
wax expansion element. housing.
Secondary cooling circuit (micro circuit) Primary cooling circuit (high temperature circuit, controlled)
from from
cylinder block cylinder block
is hereby entered into by open:
and connection to Connection to
main radiator main radiator
open: is hereby entered into by

Short circuit and short circuit
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626_255 to coolant pump to coolant pump
Thermostat for data-map controlled engine cooling F265
To increase efficiency, the coolant temperature is electronically In the example shown (4.0l V8 TFSI engine), the thermostat is
controlled according to a data map. The regulation of coolant positioned on the intake side of the coolant pump. It is opened by
temperature should be regarded as a system. The specified coolant a temperature-controlled wax element. In addition, a heater
temperature is achieved with the aid of the electrically-heated element can be used to effectively lower the temperature at which
coolant thermostat F265 and the controlled-speed hydraulic fan. the thermostat opens. That function is controlled by the engine
A required coolant temperature is computed from the engine control unit which has a data map stored in its memory.
speed, engine load, outside temperature and engine oil tempera-
ture. The control unit uses the input variables air temperature, engine
load, speed and coolant temperature to perform the computation.
On a petrol engine, the anti-knock function also influences the From that information it works out how much heat to apply to the
specified coolant temperature. In the event of combustion knock- expansion element using the infinitely adjustable electric heater.
ing, the target coolant temperature is reduced whenever possible. The mechanism of the thermostat is the same as an annular-slide-
The specified coolant temperature is the primary reference vari- valve thermostat.
able for controlling the F265 (thermostat).
Thermostat closed (bypass open) Thermostat open (bypass closed)
From From the From the

Bypass turbochargers, transmission turbochargers, transmission From
cooler and expansion tank cooler and expansion tank Radiator
626_156 626_157
Thermostat bypass valve To the Thermostatic valve
(small disc) coolant pump (annular slide valve)
78
Innovative Thermal Management (ITM)
ITM is a subsystem of the engine control unit. The subsystems Heating of the cabin
indicate their "status" to the ITM (e.g. heating required, no heating
required, etc.). If the customer wants the cabin to be heated as quickly as pos-
The ITM function weighs up requirements and decides which users sible, heat is transferred as quickly as possible in order to heat the
have the highest priority and, thus, determines which actuators cabin. In this case, the engine coolant is not stationary.
need to be activated. ITM sends activation commands to the users,
which in turn activate the actuators.
Gear oil cooling/heating
Units are warmed up in 2 phases:
However, the gear oil is not only heated. It can also be cooled, as
• 1st phase: the stationary coolant produces a more rapid required. Since there is no separate cooling circuit, the gear oil is
increase in temperature within the engine, thereby reducing cooled down to the temperature level of the engine cooling circuit.
friction losses. The injection cycle can also be optimised.
• 2nd phase: the hot coolant is now used to rapidly heat the gear The coolant flow to the gear oil cooler is shut off by the coolant
oil via an heat exchanger. For this purpose, the heat flow is flow control valve during the optimal gearbox temperature phase.
diverted by an electrical control valve actuated by the gearbox
control unit.
The mixing phase is cycled to avoid excessive thermal stresses
and ensure that the hot engine coolant is not circulated imme-
diately (this would impair the frictional properties of the
engine).
Technical summary of innovative thermal management on AUdi V6 engines
2.8l V6 FSI engine 3.0l V6 TFSI engine 3.0l V6 TDI engine
• Switched coolant pump • Switched coolant pump • Cylinder head coolant valve N489
• 2 sensors: • 2 sensors: • 3 sensors:

• Temperature sender for engine tem- • Temperature sender for engine tem- • Temperature sender for engine
perature control G694 perature control G694 temperature control G694
• Coolant temperature sensor G62 • Coolant temperature sensor G62 • Radiator outlet coolant tempera-
ture sensor G83
• Coolant temperature sensor G62
• Gear oil heating/cooling • Gear oil heating/cooling • Gear oil heating/cooling
• Heating cut-off • Heating cut-off • Heating cut-off
• Thermostat opens at 95°C • Thermostat opens at 87°C • Data-map controlled thermostat

(65°C - 90°C)
• Oil cooler bypass thermostat
Scan the QR code to find out more about the thermal

management on the V6 TDI engine.
79
Electric coolant pumps
As well as the mechanically driven coolant pump, which pumps the They also make it possible for the cooling system to run on after
coolant continuously as long as the engine is running, there are the engine has been switched off in order to prevent heat build-up
also other types of coolant pump that are electrically driven. They in certain areas such as the turbocharger. Electric cooling pumps
allow subsystems such as the intercooler, the turbocharging are operated by the engine control unit in response to demand. As
system or the vehicle interior heating to be operated according to an example, the illustration shows the auxiliary cooling system for
demand. the two turbochargers on a 4.0l V8 TFSI engine.
Coolant flow from turbocharger
Coolant return from turbocharger
Coolant circulation pump 2

V178
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Temperature sender for engine temperature control G694
On some petrol-engine vehicles, a modified sensor is used to

detect engine temperature. A special feature of this type of sensor
Sensor housing
is that it has a larger surface area due to its thread being in the
heat transfer zone (allowing faster heating and cooling). The
temperature sender G694 is mounted in the cylinder head, i.e. in a
position where components can be expected to reach critical
temperatures most quickly. Contacts
The technical reason for the use of temperature sender G694 is to

provide component protection. It ensures that coolant pump drive
is maintained even in the event of a torn ribbed V-belt and sudden
or gradual coolant loss - situations in which a conventional coolant
sensor would be left "high and dry" and unable to deliver any
information on engine oil temperature.
Resistance
The new sensor also protects against "coolant boil-off" since it
enables warnings to be issued earlier by providing a "faster" Moulding compound
measurement at the "critical point".
The Innovative Thermal Management control unit performs the

following functions:
• Control of warm-up phase with non-circulating coolant
• Actuator control (e.g. active coolant pump)
• Heater coolant Heat conducting paste
• Coolant radiator fan Temperature sensor
• Coolant protection against boiling (NTC)
Sensor tip
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Air supply system

To ensure complete fuel combustion and reliable engine running, Depending on the type of engine, different technologies may be
the fuel has to be mixed homogeneously with air. The supply of used inside the intake manifold, such as:
sufficient intake air to the engine is effected by means of the • Throttle valve in intake manifold
intake manifold module. The basic body of the intake manifold • Intake manifold flaps
module is made of polyamide. It consists of two half-pipes that are • Swirl flaps on diesel engines
welded together. • Tumble flaps on petrol engines
• Drumble flaps
• Variable-length intake manifold on petrol engines
Throttle valve in intake manifold
The throttle valve controls the rate at which intake air flows into The throttle valve module J338 consists of:
the intake manifold. In conjunction with the control of the quan-
tity of fuel introduced, it is therefore possible to actively control • Throttle valve positioner G186 for electronic power control
the speed and, therefore, the power output of the engine. The • Throttle valve drive angle sender 1 with electric power control
position of the throttle valve is controlled by operating the accel- G187
erator pedal, though not in a direct interrelationship. Instead, the • Throttle valve drive angle sender 2 with electric power control
accelerator pedal position is communicated to a control unit which G188
actively controls the opening or closing of the throttle valve. The
speed at which the throttle opens and closes is also determined by
the control unit. For safety reasons, 2 angular position sensors
with resistance characteristics that are the inverse of each other
(see graph) are used. If one angular position sensor fails, the
second maintains the electronic accelerator function by means of a
safe-mode program. Throttle valve
Contacts for angular position sensor
Throttle valve module

J338
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Signals from angular position sensors
The angular position sensors are 2 magneto-resistive sensors. The

throttle vale positions are signalled to the engine control unit as
analogue voltage signals (see graph). The characteristics of the two
Resistance in Ω
sensors the opposite of one another.
Throttle valve opening in %
Key:
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Angular position sensor 1 G187

Scan the QR code to find out more about the air intake
system of a V8 TFSI engine. Angular position sensor 2 G188
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Tumble flaps
Tumble flaps are used on petrol engines with direct fuel injection. In older engines, tumble flaps are used to achieve what is known
The are located in the intake manifold just upstream of the fuel as a stratified cylinder charge.
injector. Tumble flaps of this kind are used to induce turbulence in
the intake air in the form of a tumbling motion around an axis
parallel to the piston crown.
Function
To create turbulence in the intake air, the intake manifold is In conjunction with a specially designed piston crown geometry,
divided into an upper and a lower half by a divider plate. Fitted in this concentrates the air at the centre of the spark plug. The fuel is
the bottom half of the manifold branch to each cylinder is a injected precisely into that area and the fuel-and-air mixture then
tumble flap. When it is closed, the intake air has to flow through ignited. In the peripheral areas of the combustion chamber there
the top half of the manifold branch and, therefore, over a certain is then pure air. This acts as an insulator and so reduces heat loss.
part of the inlet valve. In that way a tumbling motion is imparted At higher engine speeds, the tumble flaps are opened so as to
to the column of air. achieve better volumetric efficiency.
Tumble flap open
Divider plate
Intake manifold
Open tumble flap
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Tumble flap closed
Closed tumble flap
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Scan the QR code to find out more about how tumble

flaps work.
82
Drumble flaps
Engines do not all have the same cylinder capacity. Therefore, the One possible solution is the use of what are known as drumble
cylinder charge behaviour when the intake manifold flap is closed flaps (the name is a contraction of "Drall", the German word for
varies from one engine to another. To obtain the same results on swirl, and tumble). They make it possible to asymmetrically close
all engines, it would be necessary to use different intake manifolds off the tumble port, which produces superimposed swirling and
for engines of different capacities. It is possible to get around this tumbling motions on the part of the cylinder charge.
problem by using modified swirl flaps.
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Tumble flap Drumble flap
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Swirl flaps Function
Swirl flaps are only used on diesel engines and are located in the The intake air flow into each cylinder passes through two separate
intake manifold. Their function and design are comparable with ports, the charge port and the swirl port. The charge port can be
those of a throttle valve. Depending on the position of the swirl closed off by a swirl flap. This induces a higher air flow velocity in
flaps, they impart a varying degree of swirl to the air flow whereby the swirl port and, therefore, to significantly better mixing of fuel
it rotates around the axis of the cylinder. and air at low engine speeds. Lower fuel consumption and emis-
sions are the result. At higher engine speeds, the swirl flaps are
opened.
Swirl flaps closed Swirl flaps partially open/closed
The swirl flaps are closed when the engine is idling and at low The swirl flaps are continuously adjusted when the vehicle is in
engine speeds. This produces a strong swirling motion on the part motion with reference to load and engine speed. This ensures
of the intake air that facilitates the mixing of fuel and air. optimum movement of air in the combustion chamber through all
operating ranges.
Swirl flap Swirl flap

626_164 626_165
Swirl flaps open
When the engine is first started, in limp mode and at full power
upwards of about 3,000rpm, the swirl flaps are opened. The air
can then enter the cylinder through both the swirl port and the
charge port. The greater air flow volume thus achieved ensures
optimum charging of the combustion chamber.
Swirl flap
Charging port
Swirl port
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Intake manifold
Variable intake manifolds operate according to the principle of gas
vibration. The compression and depression waves inside the intake
manifold are utilised to charge the cylinders and increase volumet-
ric efficiency at the same time.
Function
As the inlet valve opens, the piston is moving downwards towards The engine thus benefits from a so-called "internal supercharging".
bottom dead centre. That produces depression in the cylinder The closing of the inlet valve prevents the supercharge from
which results in a depression wave in the area of the inlet valve. flowing back into the intake manifold. As the two pressure waves
That wave propagates through the intake manifold branch con- always move at a constant speed, the time required for the air flow
nected to the cylinder and finally ends up in the central intake process is always the same That contrasts with the lengths of time
manifold header. The intake manifold branch can be referred to as for which the inlet valves are open. Those intervals vary according
an oscillation tube in this context. In the intake manifold header, to the engine speed so that as the engine revs faster, the opening
the depression wave acts on the volume of air already there and periods of the inlet valves become shorter and shorter. As a conse-
draws it into the oscillation tube. The air then flows through the quence, the mass of air that can enter the cylinder diminishes at
tube towards the inlet valve of the cylinder. The pressure wave thus high engine speeds. A possible means of counteracting that effect
created is of equal magnitude to the depression wave it replaces. and keeping the internal supercharging effect at a constant level is
The air now travels back through the oscillation tube and is forced to adjust the length of the intake manifold to the different engine
past the open inlet valve into the cylinder until the pressures in the speed ranges. Intake manifolds that are able to do that are called
cylinder and the oscillation tube have equalised. variable intake manifolds.
The principle is as follows:
Engine speed range Intake manifold setting Intake path
Low to medium Torque setting Long
High Power setting Short
Variable intake manifold in torque phase Variable intake manifold in power phase
(e.g. on a 5.2l FSI engine) (e.g. on a 5.2l FSI engine)
Variable manifold flap closed Variable manifold flap open
Central intake-manifold header Central intake-manifold header
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3-stage variable intake manifold
Stage 1: lower engine speed range
When the engine is not running, both flaps are open. When the Stage 3 variable manifold flap
engine is idling, the two vacuum units are evacuated by the rel-
evant variable intake manifold solenoid control valves. The variable Stage 2 variable manifold flap
manifold valves are thus closed from idling speed up to the switch-
over speed.
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Stage 2: medium engine speed range
In the medium engine speed range, the variable intake manifold

solenoid control valve N156 connects atmospheric pressure to the
stage 2 variable manifold flap vacuum unit. The stage 2 variable
manifold flap is opened and the intake path is shortened.
626_249
Stage 3: upper engine speed range
In the upper engine speed range, the stage 3 variable manifold

flap is also opened. The intake air enters the combustion chamber
by the shortest route.
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Switching over the variable intake manifold Main header
The selector shaft for the variable manifold flaps is actuated either
by a data-map controlled electric motor or a vacuum unit, depend-
ing on the engine model. If actuated by a vacuum unit, it is con-
trolled by the variable intake manifold solenoid control valve.
Power header
Oscillating tubes
Vacuum unit for

selector shaft actuation
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Torque setting Power header
Selector shaft closed

At engine speeds upwards of 1,100rpm, variable intake manifold
solenoid control valve is operated and the vacuum unit switched
over. This causes the selector shaft for the variable manifold flaps
to rotate through 90° and the power runners are closed off.
The cylinder that is currently drawing air takes it from the main
collector directly via the long oscillating tubes.
Torque runner
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Power setting
Selector shaft open
At engine speeds above 4,100rpm, the variable intake manifold

solenoid control valve is powered off and atmospheric pressure is
applied to the vacuum unit. The force of a spring now turns the
selector shaft back through 90° to its initial position. The cylinders
are now supplied with air from the power header via a short intake
path. Air is supplied to the performance collector via the oscillat-
ing tubes of the other cylinders that are currently not drawing in
air.
Power runner
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Forced induction systems

Forced induction systems provide the facility for increasing an The systems used at Audi comprise not only the widely employed
engine's volumetric efficiency. This is achieved by pre-compressing turbochargers but also supercharger modules in the form of Roots
the intake air. That results in improved power output and effi- blowers. Both systems also incorporate additional equipment for
ciency. There are different types of forced induction system that controlling the boost pressure.
can be used.
Turbocharger
The basic principle of a turbocharger is based on utilising the

kinetic energy of the exhaust to pre-compress the intake air. When
the engine is running, the exhaust gases drive the turbocharger's
turbine and its impeller compresses the intake air.
Scan the QR code to watch a turbocharger in operation.
Engine-mounted components
(illustrated on the 2.0l TFSI engine, EA888)
Air filter Wastegate actuator Turbocharger Intake manifold flap valve

V465 N316
Intake air temperature

sensor G42
with intake manifold pres-
sure sensor G71
Throttle valve module

J338
Intake manifold
Intake air Intake manifold flap

potentiometer
G336
Boost pressure sensor

G31
Intercooler
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88
Design of a turbocharger
(illustrated on 2.0l TFSI engine, EA888)
Wastegate actuator Intake air

V465
Flange con-
necting to
cylinder head
Lubricating oil connection
Exhaust
gases
Impeller
Wastegate valve Turbocharger bypass valve

N249
Coolant chamber
Shaft
Turbine housing
Integrated pulsation damper
Turbine wheel Compressed air
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Component Features
Impeller housing The impeller housing is made of cast aluminium. Inside it is the rotating impeller which is
and impeller attached to the turbine by a common shaft.
Turbine housing Because of the high temperatures of the exhaust, the turbine housing is made of a cast steel
and turbine material. The turbine in this case is a mixed-flow turbine (semi-radial turbine).
Wastegate actuator V465 Electric actuator for the wastegate valve which is operated by the engine control unit in order
to regulate the boost pressure by means of the wastegate valve. Compared with an electro-
pneumatic actuator is offers quicker and more precise response. It can also be operated inde-
pendently of the current turbocharger boost pressure.
Wastegate valve Opens or closes a bypass channel. The wastegate is operated by the wastegate actuator V465
via a rod linkage, and on other engines by means of a vacuum unit and a solenoid boost pres-
sure limiting valve N75.
Turbocharger bypass valve When the throttle valve is closed, the boost pressure still present produces back-pressure in
N249 the impeller duct. In that situation, the turbocharger bypass valve N249 is operated by the
engine control unit and opens a bypass channel into the intake duct upstream of the impeller.
Flange connecting to cylinder In order to achieve the best possible firing sequence separation, the flange provides 2 flutes
head that merge just before the turbine. The flange is connected to the cylinder head by stud bolts
and nuts.
Lubricating oil connection Due to the high speeds at which the turbocharger shaft rotates, lubrication is absolutely
essential and is supplied via a connection to the engine's lubrication system.
89
System overview
2
2 4
1
V465
G581 N249
6 J623
G31
N316
G336 J338
7
G186
G187
G188
G42
G71
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Key:
1 Exhaust gas flow G31 Boost pressure sensor
2 Turbocharger G42 Intake air temperature sensor
3 Air filter G71 Intake manifold pressure sensor
4 Intake air flow G186 Throttle valve actuator motor for electric throttle
5 Wastegate valve G187 Throttle valve motor angular position sensor 1 for electric
throttle
6 Intercooler
G188 Throttle valve motor angular position sensor 2 for electric
7 Intake manifold flaps throttle
G336 Intake manifold flap potentiometer

Sensor lead
G581 Wastegate actuator position sensor
Actuator lead
J338 Throttle valve control unit
Exhaust gases
J623 Engine management control unit
Intake air (depression)
N249 Turbocharger bypass valve
Charge air (boost pressure)
N316 Intake manifold flap valve
Bypass air (boost pressure)
V465 Wastegate actuator
90
Boost pressure control

In some engine operating situations turbocharger boost pressure Exhaust flows through bypass
is not required, for example when the engine is idling or overrun- Intake air
ning.
When no or only very little boost pressure is required, the engine

control unit operates the wastegate actuator V465.
The wastegate actuator then opens the wastegate valve by means
of a rod linkage. The exhaust gases now flow past the turbine
through a bypass without being used. The turbine shaft rotates
more slowly and the boost pressure decreases, which is detected
by the boost pressure sensor G31.
Once the boost pressure has dropped sufficiently or if higher boost

pressure is required again, the wastegate actuator V465 closes the
wastegate valve so that the exhaust flow passes over the turbine
again.
Open wastegate valve Intake air

(no boost pressure)
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Impeller
Bypass valve control
Intake air
When the throttle valve is closed, for example when the engine is
overrunning, the boost pressure still present produces back-
pressure in the impeller duct. That subjects the turbocharger
impeller to high deceleration forces. When the throttle valve is
opened again, the turbocharger then has to be brought back up to
speed again.
The turbocharger bypass function reduces the turbo lag that would
otherwise occur. The turbocharger bypass valve N249 operates
electromagnetically and is controlled by the engine control unit.
Turbocharger
bypass valve
N249 opens
bypass
Intake air
(no boost pressure)
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91
Turbochargers with variable turbine geometry on diesel engines
Variable turbine geometry (VTG)
Control of the boost pressure from a turbocharger is extremely That makes the operating characteristics considerably easier to
important. As well as designs with a wastegate valve and exhaust manage. This design is used chiefly on diesel engine at Audi.
bypass, there are also turbochargers with variable turbine geom-
etry (also known as variable vane or variable geometry turbocharg-
ers).
Design
(illustrated on a 3.0l TDI engine)
Adjustable vanes are arranged around the turbine wheel. Their

position is altered by means of an adjuster ring. The turbocharger
control module operates a rod linkage on the turbocharger. The
Scan the QR code to watch a VTG turbocharger in oper-
vanes have an aerofoil-like profile and their purpose is to change ation.
the exhaust flow response characteristics of the turbine.
Turbocharger control module 1

J724
Rod linkage for actuation
Adjustable guide blades
Adjuster ring
Turbine wheel
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Function
When the vanes are moved, the spaces in between them become Once the boost pressure has reached a certain level, the vanes are
narrower. That makes the exhaust gases flow through more adjusted to enlarge the intermediate spaces. This slows down the
quickly. This is similar to the effect of a venturi jet in the carburet- exhaust gas flow and the turbine no longer turns as quickly so that
tor. A sensor in the intake manifold continuously sends informa- the boost pressure decreases.
tion on the boost pressure to the engine control unit.
626_174 626_175
Vanes almost closed so that the exhaust flow has to pass Vanes open wide so that the exhaust flow has a wide gap to pass
through a narrow gap. through.
92
Variable vane operation

Vacuum unit with wastegate
Depending on the engine, the vanes are operated either by a actuator position sensor
turbocharger control module J724 or a vacuum unit with a dia- G581
phragm. The vacuum unit is operated by the boot pressure control
solenoid valve N75, which is controlled by the engine control unit.
Mounted on the vacuum unit is the wastegate actuator position
sensor G581.
626_176
Turbocharger with variable
turbine geometry (VTG)
Wastegate actuator position sensor G581
This electric proximity sensor for detecting turbine adjustment The Hall-effect sensor has self-diagnostic capability. It can detect a
travel provides for improved control accuracy. short circuit to positive or earth or a circuit break. If the sensor
The wastegate actuator position sensor G581 is integrated in the fails, a substitute data map is not used and the function is deacti-
turbocharger vacuum unit. A movable probe detects the travel of vated instead.
the vacuum unit diaphragm when the variable vanes are operated.
The diaphragm position therefore indicates the attack angle of the
guide vanes.
Not actuated Actuated
Hall-effect
Sensor housing
sensor
Movable gate
Magnet
Diaphragm
Sensor probe
Vacuum connection
Vacuum
Vacuum unit Atmospheric pressure

with diaphragm
Actuator linkage
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93
Supercharger module (Roots blower)
The central forced induction component is the supercharger The name Roots blower originates from the brothers Philander and
module that sits in the V of the engine. It incorporates the Roots Francis Roots who first patented the design in 1860. In terms of
blower and the intercooler, and on some engines the bypass basic design, a Roots blower is a rotary lobe pump. It operates as a
controller as well. displacement pump without internal compression.
Complete system
Supercharger module Intake muffler Intercooler for cylinder bank 2
Intercooler for cylinder bank 1 Throttle valve module

J338
Control flap control unit Rotors

J808
Air filter
Intake air inlet
Supercharger magnetic clutch

N421
Supercharger speed sensor 1

G688
Intake manifold flap module
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94
Design
The supercharger module consists of a housing in which there are They thus mesh with one another. A particularly important aspect
2 rotors. This particular Roots blower has rotors with 4 lobes. Each of the design is that the lobes form a seal with one another and
lobe on the two rotors is twisted along the length of the rotor the housing. The difficulty with that is that it must be achieved
through 160° relative to the rotor axis. This produces a continuous with as little resulting friction as possible. When the supercharger
delivery of air with low pulsation. The two rotors are mechanically is in operation (rotors are spinning), the air is conveyed in the
driven, for example by a drive belt running off the crankshaft. The spaces between the lobes and the outer wall from the air inlet
two rotors are synchronised by a gear set outside the housing and (intake side) to the air outlet (pressure side). Pressurisation of the
rotate in the opposite direction to one another. pumped air is brought about by back-pressure.
Locating mount for Damper plate Throttle valve module Lifting eye
engine cover J338
Rotors Control flap control unit

J808
626_185
Belt pulley Supercharger Supercharger Intercooler Boost pressure sensor G447

magnetic clutch speed sensor 1 Intake manifold pressure
N421 G688 sensor G430
Mechanical forced induction using supercharger module compared with turbocharger
Advantages: Disadvantages:
• Boost pressure available immediately when required; boost • Very complex and costly to produce sue to the very tight manu-
pressure is supplied continuously and increases with engine facturing tolerances (between the lobes of the two rotors and
speed. between the lobes and the housing).
• Fast, dynamic torque generation; peak torque achieved at low • Greater sensitivity to the ingress of foreign objects in the
engine speed resulting in good pull-away characteristics. filtered air duct.
• Compressed air travels only a short distance to the cylinders. • High cost of noise insulation.
• Better emission characteristics because the catalytic converter • A certain amount of engine power is lost in order to drive the
reaches its normal operating temperature more quickly. On an supercharger.
engine with a turbocharger, some of the thermal energy is lost
in order to drive the turbocharger.
95
Dual forced induction (illustrated by the 1.4l TFSI engine with dual forced induction)
Some engines operate with a combination of supercharger module The position of the control valve in the regulating valve control
and turbocharger. This means that, depending on torque demand, module determines whether the intake air flows through the
the engine is boosted not only by the turbocharger but also by a supercharger module and/or directly to the turbocharger. The
supercharger. Intake air is drawn in through the air filter. intake air from the turbocharger flows into the intake manifold via
the intercooler and the throttle valve control module. Boost
pressure is regulated by the boost pressure limiting solenoid valve
N75.
System overview
Regulating valve Intake manifold pressure sensor G71 with
control module J808 intake air temperature sensor G42
Intake manifold pressure sensor 3 G583 with Intake manifold Mechanical supercharger module
intake air temperature sensor 3 G520
Air filter Intake air
Belt drive for

Roots blower Throttle valve control unit
J338
Magnetic clutch
Boost pressure sensor G31 with
intake air temperature sensor 2
Belt drive for G299
auxiliary units
Intercooler
Exhaust mani-
fold Boost pressure limiting
solenoid valve
N75
Catalytic
Exhaust
converter
Turbocharger
Turbocharger bypass valve

N249
Wastegate Vacuum unit 626_189
Operating ranges
The engine control unit decides on the basis of the torque demand Up to a maximum engine speed of 3,500rpm, the supercharger
whether boost pressure is required and, if so, by what means it is module is brought on stream in response to demand. This is
to be generated. At low engine speeds the energy of the exhaust necessary, for example, if the vehicle is driven at constant speed
alone is not enough to produce the required boost pressure. within this range and then accelerated rapidly. Due to the inertia of
From a minimum torque demand up to an engine speed of the turbocharger, this would result in delayed acceleration (turbo
2,400rpm, the supercharger module is constantly on stream. The lag). Therefore, the supercharger module is activated, so that the
boost pressure delivered by the supercharger module is controlled required boost pressure is attained as quickly as possible.
by the regulating valve control module.
96
Intercooler
Intercooling enables forced-induction engines to operate more This is because there are more oxygen molecules in cooler air than
efficiently. The torque and power output can be further optimised in the same volume of hotter air. And that improves the volumetric
with this system. When the intake air is pre-compressed by the hot efficiency of the engine and increases power output. The tempera-
turbocharger, it heats and expands. It is heated up to temperature of the intake air can be reduced by as much as 50°C by install-
tures as high as 200°C, mainly due to the compression process, but ing an intercooler between the turbocharger and intake manifold.
also because the turbocharger itself is very hot. However, this Other benefits of the cooling process are a reduced tendency to
works against the desired boost pressure effect. knock (on petrol engines) and lower nitrogen oxide emissions.
Air/air intercooler
(illustrated on 2.5l R5 TFSI engine)
Intake air
The intake air heated up by the turbocharger flows through a
cooler where its heat passes into the aluminium fins. The fins, in
turn, are cooled by the ambient air (air flow created by vehicle
motion). The cooled intake air is carried to the intake
manifold.
Intake manifold
Turbocharger
Heated intake air
Intercooler in front end of vehicle
626_208
Air/water intercooler
(illustrated on 3.0l V6 TFSI engine) Supercharger module with
integrated intercoolers
The intercooler cooling system is an independent cooling system.
However, it is connected to the main coolant circulation system
and shares the same coolant expansion tank. The prevailing tem-
peratures in the intercooler circuit are normally lower than in the
main circulation system.
The electric intercooler coolant pump V188 is responsible for
circulating the coolant.
Intercooler in front end of vehicle

Intercooler
coolant pump
V188
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97
Exhaust gas recirculation

At high combustion chamber temperatures, a combustion process That reduces the proportion of fresh, oxygen-rich intake air and so
with surplus air will produce unwanted nitrogen oxides in any hinders the chemical reactions taking place in the combustion
internal combustion engine. A large proportion of those nitrogen chamber. That results in lower combustion temperatures, which in
oxides can be eliminated by exhaust gas recirculation. Often turn produce significantly lower NOx levels. A distinction is made
referred to simply as EGR, the system returns a proportion of the between internal and external EGR systems according to the point
exhaust back to the combustion chambers. Depending on the at which the exhaust is tapped.
particular engine, the recirculated exhaust may then make up to as
much as 20% of the cylinder charge.
External exhaust gas recirculation
External exhaust gas recirculation is distinguished by the fact that This involves the recirculated exhaust being passed through a data-
the exhaust taken from the exhaust manifold on the exhaust side map controlled gas/water EGR cooler on its way back into the
of the engine before being fed back into the intake side. To further engine. Cooling makes it possible to recirculate a larger quantity of
increase the nitrogen-oxide reducing effect, modern engines also exhaust and at the same time further reduces the combustion
use cooled external EGR systems. chamber temperature.
Design
(illustrated on a V12 TDI engine)
EGR valve
EGR cooler
Throttle valve
Vacuum unit
Vacuum unit
EGR valve Control valve Control valve
626_183
Scan the QR code to watch an external EGR system in

operation.
98
Variable EGR cooler
Modern engines have a variable EGR cooler through which the The EGR cooler switches active cooling of the exhaust on or off
recirculated exhaust passes before being fed back into the com- according to the operating temperature. This enables nitrogen
bustion process. To keep the temperatures of the recirculated oxide emissions to be even further reduced. When the engine is
exhaust gas to a minimum, the EGR cooler is connected to a cold, the hot recirculated exhaust is returned directly to the
separate low-temperature cooling system. Coolant is extracted combustion chamber via the bypass. This ensures rapid heating of
directly at the main radiator outlet and conveyed to the EGR cooler the oxidation catalytic converter and the coolant. The illustrations
by means of an electrical pump. below show the 3-stage control process on the 6.0l V12 TDI
engine.
EGR cooler bypassed, auxiliary cooler bypassed
Stage 1 – bypass mode
• Bypass valve at EGR cooler inlet is closed.

• Recirculated exhaust flows directly into intake manifold when
engine is cold and outside temperature is low.
Bypass valve closed Bypass valve closed
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EGR cooler on stream, auxiliary cooler bypassed
Stage 2 – medium cooling capacity
• Cooling mode 1
• Bypass valve at EGR cooler inlet is open.
• Bypass valve in EGR cooler is closed.
• Recirculated exhaust flows though lower part of EGR cooler into
intake manifold.
Bypass valve open Bypass valve closed
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EGR cooler on stream, auxiliary cooler on stream
Stage 3 – maximum cooling capacity
• Cooling mode 2
• Engine under load
• High outside temperature
• Bypass valve at EGR cooler inlet is open.
• Bypass valve in EGR cooler is open.
• Recirculated exhaust flows though all cooling channels of EGR
cooler into intake manifold.
Bypass valve open Bypass valve open
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Control map for external exhaust gas recirculation

Full throttle
Maximum cooling capacity

Load
Medium cooling capacity

Medium engine
load
Engine speed
Bypass mode
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Internal exhaust gas recirculation on petrol engines
Internal exhaust gas recirculation also returns exhaust gases to

the combustion process in order to reduce nitrogen oxide emis-
sions. The difference from external EGR is that the exhaust is not
taken from the exhaust system.
The essential requirement for internal exhaust recirculation is that

the engine has variable valve timing.
With internal EGR, a proportion of the exhaust is drawn back into Inlet port
the combustion chamber immediately after combustion. This is
achieved by retarding the exhaust camshaft so that the exhaust
valves close slightly later than they otherwise would. As a result, Intake air
some of the exhaust that has just been expelled into the exhaust
port is drawn back into the cylinder as the piston starts to move
downwards and mixes with the incoming intake air and the
injected fuel.
Exhaust port Exhaust gases
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100
Secondary air system on petrol engines
Because of the very rich mixture used when the engine is started Under those operating conditions, the catalytic converter cannot
from cold and during the warm-up phase, the exhaust contains a perform its function because
high proportion of unburned hydrocarbons during that phase.
• It has not reached its required operating temperature
• A mixture ratio of λ = 1 must be present for the unit to operate
to full effect
Combination valve 1 (vacuum controlled) Secondary air injection valve Combination valve 2 (vacuum controlled) Injection port into
N112 exhaust port
Secondary air injection channel
Non-return valve Vacuum pump Secondary air pump motor

V101
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Function
Injection of air downstream of the exhaust valves enriches the The secondary air system consists of:
oxygen content of the exhaust and brings about re-oxidation
(re-combustion) of the hydrocarbons and the carbon monoxide. • Secondary air pump V101
The thermal energy thus released provides additional heat for the • 2 combination valves
catalytic converter so that it reaches operating temperature more • Secondary air injection valve N112
quickly.
101
Exhaust manifold
The job of the exhaust manifold is to receive the exhaust expelled

from the individual cylinders and pass it on to the exhaust system.
It may be bolted directly onto the engine, integrated in the engine
or form part of an integrated manifold/turbocharger module. External exhaust manifold
External exhaust manifold
An external exhaust manifold is directly bolted onto the outside of

the engine block. The disadvantage of this design is that the
catalytic converter, through which the exhaust next passes, cannot
be mounted directly on the engine block. Consequently, the cata-
lytic converter does not benefit from the direct heating effect of
the engine and requires longer to reach its operation temperature.
This effect can be counteracted by the used of an air-insulated
exhaust manifold. Such exhaust manifolds are enclosed in an
additional metal jacket. Between the jacket and the exhaust
manifold, an air-filled space is thus created which insulates the
manifold. Consequently, the exhaust reaches the catalytic con-
verter at a higher temperature and brings it up to operating
temperature more quickly.
626_194
Integral exhaust manifold
In an integral exhaust manifold, the exhaust ports join together

inside the cylinder head and exit at a single flanged outlet. The
catalytic converter is mounted directly on that flange. As well as
offering fuel-efficiency and thermal advantages, this design
solution saves weight compared with a conventional exhaust
manifold.
Integral exhaust manifold

626_204
Turbocharger
Integrated manifold/turbocharger module
With this particular variation, the exhaust manifold and the

turbocharger are combined in an integrated module. The advan-
tages of this compact design are a saving in weight, the elimina-
tion of a sealed joint and a reduction in the number of compo-
nents. One considerable disadvantage is that if one of the
components fails, the whole module has to be replaced.
Exhaust manifold
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102
Exhaust system Components
In most cases, the exhaust system runs along the vehicle's under- Exhaust systems may include the following components:
body. It consists of multiple components and has to perform a
number of tasks including: • Exhaust pipes
• Exhaust manifold
• Muffling the strongly pulsating exhaust exiting the combustion • External exhaust manifold
chamber to an extent that a certain noise level is not exceeded. • Integral exhaust manifold
In the process, engine power loss has to be kept at a minimum. • Integrated manifold/turbocharger module
• Safely carrying away the exhaust gases so that they are pre- • Catalytic converters
vented from entering the passenger compartment. • 3-way catalytic converter on petrol engines
• Reducing the harmful components of the exhaust to within the • Oxidation catalytic converter on diesel engines
specified legal limits. • Diesel particulate filter on diesel engines
• Keeping noise emission within required limits while producing • SCR system on diesel engines
the type of exhaust noise desired. • Isolating elements
• Silencer
• Baffle silencer
• Absorption silencer
• Exhaust flaps
Design and function

(illustrated on Audi TT RS with 5-cylinder TFSI engine)
Directly after combustion, the exhaust flows through the inte- Next, the exhaust passes through the isolating elements. These
grated manifold/turbocharger module. The now merged exhaust exhaust-pipe sections absorb unwanted vibrations ans so prevent
flow first passes through a catalytic converter which filters out transmission of the vibrations to the rest of the exhaust system or
harmful exhaust components. Positioning it close to the engine the bodywork. Depending on the vehicle model, there may be more
has the advantage that it quickly reaches its operating tempera- catalytic converters in the next part of the exhaust system. In the
ture after the engine is started. Upstream and downstream of the final section of the exhaust system, the exhaust gases pass
catalytic converter there are oxygen sensors. The oxygen sensor through one or more silencers which reduce the noise level to
upstream of the catalytic converter checks the oxygen content of within a specified limit. The connecting pipes between the indi-
the exhaust to establish a base value. The oxygen sensor down- vidual components are aluminium-coated steel pipes.
stream of the catalytic converter checks the level again and com-
pares it with the base reading so as to evaluate how the catalytic
converter is working.
Oxygen sensor upstream of catalytic converter
3-way catalytic converter (pre-converter)
Isolating elements Rear silencer
Centre silencer
Oxygen sensor after catalytic converter
3-way catalytic converters
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103
Catalytic converters
Catalytic converters are used to treat the exhaust products of

combustion. The aim is to convert the harmful substances con-
tained in the exhaust partially or entirely into harmless sub-
stances. Different systems may be used for the task depending on
the type of engine.
3-way catalytic converter on petrol engines
Exhaust cleaning on petrol engines is performed by 3-way catalytic The catalytic converter starts to perform its cleaning function once
converters. The name derives from the fact that this type of the temperature reaches about 300°C and, therefore, requires a
catalytic converter can simultaneously convert 3 harmful sub- certain time to heat up when the engine is started from cold. So
stances. Control of catalytic cleaning is performed by the engine that the warm-up phase can be shortened and exhaust cleaning
control unit by reading the signals from the oxygen sensor indicat- can start sooner, modern exhaust systems employ catalytic pre-
ing the oxygen content of the exhaust and adjusting the fuel/air converters. Such pre-converters are positioned close to the exhaust
mixture to obtain a ratio of λ = 1. manifold, are usually smaller and thus reach operating tempera-
ture more quickly.
Catalytic cleaning
The basis for the catalytic cleaning function are 2 chemical proc-
esses:
Chemical process Characteristic
Reduction Oxygen is removed from the exhaust constituents.
Oxidation Oxygen is added to the exhaust constituents.
With the aid of those two chemical processes, the 3-way catalytic
converter simultaneously converts 3 types of harmful substance as
follows:
Reduction Oxidation
Nitrogen oxides NOx are reduced to carbon dioxide CO2 and nitrogen N2. Carbon monoxide CO oxidises to carbon dioxide CO2.
Oxidation
Hydrocarbons HC oxidise to carbon dioxide CO2 and water H2O. 626_211
104
Catalytic converters on diesel engines
Diesel engines operate with a surplus of oxygen in the fuel-and-air To be able to convert the different types of harmful emission,
mixture (λ > 1), which results is a high concentration of oxygen in diesel engines have several catalytic converters, each of which
the exhaust. For that reason, operation of the catalytic converter performs a different function.
does not require control of the oxygen content using oxygen
sensors.
Oxidising catalytic converter Oxygen sensor Reducing agent injector

G39 N474 (water cooled)
The oxidising catalytic converter makes use of the high proportion
Oxidising catalytic converter
of residual oxygen in the exhaust. It can, however, only convert the
oxidisable constituents of the exhaust. The oxidation reactions
that take place are identical to those in a 3-way catalytic converter.
Because of the low exhaust temperatures, oxidising catalytic
converter on diesel engines are usually located close to the
exhaust manifold. The core of the catalytic converter is made of
platinum and palladium.
Diesel particulate filter
The diesel particulate filter is positioned downstream of the

oxidising catalytic converter in the exhaust system and filters the
soot particles out of the exhaust. So that the particle filter does
not clog up with soot particles and its function is not impaired, it
has to be regularly regenerated. The regeneration process consists
of converting the accumulated soot particles in the particulate
filter into carbon dioxide by means of a reaction (oxidation) with
nitrogen dioxide. Mixer 626_243
SCR-coated diesel particulate filter

Regeneration of the particulate filter consists of the following
stages:
Regeneration stage Characteristic
Passive regeneration During passive regeneration, the soot particles are continuously burned without intervention
by the engine management. This takes place primarily at high engine loads, for example
when driving on a motorway, at exhaust temperature of 350°C - 500°C.
Active regeneration In urban driving conditions, the exhaust temperatures are too low for passive regeneration.
The filter then starts to clog up with soot particles. Once a defined level of soot build-up is
reached, active regeneration is initiated by the engine management. This involves actively
raising the exhaust temperature to as much as 750°C so that the accumulated soot particles
are burned off.
Regeneration run by customer If the vehicle is only ever used for very short journeys, the exhaust will not reach the tempera-
ture needed to regenerate the diesel particulate filter. If the build-up of soot in the filter
reaches a defined limit, the driver is notified by a warning lamp on the instrument cluster
that a regeneration run is required. This involves driving the vehicle at higher speeds for a
short period so that a sufficient exhaust temperature can be reached to be able to carry out a
regeneration cycle.
Service regeneration If the regeneration run has bot been successfully completed and it has not been possible to
reduce the soot build-up in the filter, a service regeneration at a garage is necessary. In such
cases, the driver is informed by warning lamps and/or display messages on the instrument
cluster that the car needs to be taken to a service agent.
105
Selective catalytic reduction
This system is a subcomponent of the emission control system. The reducing agent used is a highly purified, transparent, 32.5%
With the aid of a DeNOx‑ catalytic converter and a reducing agent, urea/water solution that in Europe is marketed under the brand
this unit binds the nitrogen oxides that have not been caught and name AdBlue® and in the USA under the name AdBlue® diesel
converted by the oxidising catalytic converter and diesel particu- exhaust fluid.
late filter and converts them into nitrogen and water by a chemical
reaction.
NOx sensor 1 control unit

J583
Design
(illustrated on 3.0l V6 TDI engine in Audi Q7)
Oxygen sensor
G39
NOx sensor 1
G295
Exhaust temperature sensor 2

G448
Catalytic converter temperature sensor 1

G20
Exhaust temperature sensor 3

G495
Diesel particulate filter Injector
Function
The DeNox catalytic converter reaches its operating temperature at As long as hot surfaces are present, the isocyanic acid can be
an exhaust temperature of 180°C a few minutes after the engine is converted by hydrolysis into carbon dioxide and a further ammonia
started. Once that temperature is signalled to the engine control molecule.
unit J623 by the exhaust temperature sensor 4 G648 upstream of
the DeNox catalytic converter, injection of the reducing agent (in The water required for the reaction is available in the exhaust flow
metered quantities) can begin. In the section of the system as the reaction product from the engine combustion processes.
between the urea injector N474 and the DeNox catalytic converter, Thus 2 molecules of ammonia can be obtained from one molecule
various chemical processes take place. of urea and utilised for reactions in the reduction catalytic con-
verter.
When the reducing agent is injected into a hot stream of exhaust,
the first thing that happens is that the water evaporates. Then the Thermolysis = a chemical reaction in which an initial substance is
thermolysis process takes place in which the urea breaks down into broken down into several substances by the action of heat.
isocyanic acid and ammonia.
Hydrolysis = breaking down of a chemical compound by water.
Ammonia is stored in the DeNox catalytic converter and reacts with
nitrogen monoxide (NO) and nitrogen dioxide (NO2) in the exhaust
to form nitrogen (N2) and water (H2O).
106
Scan the QR code to watch an exhaust system with SCR

system in operation.
Reducing agent tank with:

• Reducing agent tank sensor G684
• Reducing agent temperature sensor G685
• Reducing agent tank heater Z102
Engine control unit

J623
Reducing agent pump

V437
NOx sensor 2
G687 NOx sensor 2 control unit
J881
Reducing agent injector
N474
626_210
DeNOx catalytic converter
DeNOx catalytic converter NOx sensor 2 Reducing agent injector Reducing agent mixer
G687 N474
626_212 626_213
107
Exhaust cleaner module on diesel engines
On some diesel engines, what is known as an exhaust cleaner Control of the storage and regeneration of nitrogen oxides in the
module is used. This module combines both an oxidising catalytic NOx storage catalytic converter is based on an algorithm in the
converter and a diesel particulate filter in a single assembly so that control unit. The algorithm uses information from the tempera-
it is possible to mount the two components close to the engine. ture sensors and oxygen sensors. The diesel particulate filter also
That enables the exhaust cleaner module to reach the desired serves as a trap catalytic converter for hydrogen sulphide (H2S),
operating temperature more quickly. So as to be able to store the which is produced during desulphuration of the NOx storage
nitrogen oxides in the exhaust, the oxidising catalytic converter is catalytic converter. For that purpose, the diesel particulate filter is
designed as a NOx storage catalytic converter. coated with a metal oxide.
Exhaust gas temperature sender 1 Oxygen sensor Exhaust gas temperature sender 3
G235 G39 G495
Exhaust gas temperature sender 2 NOx storage catalytic converter

G448
Exhaust pressure sensor 1

G450
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Oxygen sensor after catalytic converter Diesel particulate filter with oxidising catalytic con-
G130 verter and hydrogen sulphide (H2S) trap coating
Exhaust gas temperature sender 4 Differential pressure sensor

G648 G505
108
Engines with EU6 emissions rating without SCR system
To utilise the low pressure exhaust gas recirculation system across This excess pressure results in a positive flow gradient (purging
the full mapped range, the complete exhaust gas flow from the rate) via the EGR cooler and the following EGR valve. The quantity
diesel particulate filter is shut off in a controlled manner by a of recirculated exhaust gas is controlled by the EGR valve.
motor-operated exhaust flap. This produces an excess pressure of
approx. 30 - 40mbar downstream of the particulate filter relative
to the exhaust pressure downstream of the exhaust flap.
System overview
Diesel particulate filter
Flexible pipe
EGR cooler
EGR
throttle valve
Coolant return
EGR servomotor
V338
Exhaust flap control module

J883
Cooled exhaust
gases to turbocharger
Coolant flow Exhaust intake from

diesel particulate filter
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109
Design
(illustrated on 3.0l V6 TDI engine in Audi A84, Type 4H)
Exhaust gas temperature sender 2

(upstream of oxidising catalytic converter)
G448
Oxygen sensor Reducing agent injector

G39 N474 (water cooled)
Engine control unit

J623

with catalyst heater1)
SCR-coated diesel particulate filter
NOx sender 2 with control unit

G687
Ammonia slip catalyst
Catalyst heater control unit 11)

J1021
Components
The exhaust gas aftertreatment system comprises the reducing Multiple temperature sensors are integrated in the exhaust system
agent tank system together with the water-cooled reducing agent upstream and downstream of the turbocharger together with the
injector, a close-coupled heated catalyst1), an SCR-coated diesel oxidising catalytic converter, the diesel particulate filter, the
particulate filter and an ammonia blocking catalytic converter oxygen sensor and the NOx sender. The exhaust aftertreatment
located upstream of the main silencers. process is monitored with the aid of the various sensors.
1)
Installed in a limited number of models only.
110
In the first stage, emissions and fuel consumption are reduced by To achieve the EU 6 emission limits, new components, sensors and
minimising friction; in the second stage, emissions are minimised actuators are used to minimise nitrous oxide emissions in addition
by the exhaust gas aftertreatment system. to the familiar AdBlue® reducing agent.
Reducing agent Reducing agent metering

filler neck system control unit
J880
Swirlpot with reducing

agent pump
Heater metering line V437
Reducing agent
transfer pump
V436 Reducing agent
active tank
Reducing agent
passive tank
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111
Isolating element
The movement and vibration of the engine would be transmitted Braided outer
right down to the tail pipe if the exhaust system were entirely rigid sleeve
without any isolating elements. That would produce unwanted Wire mesh
noise and heavily stressed component joints with the exhaust pipe
could break within a very short time. The isolating element pre- Concertina
vents not only the large deflections but also the small vibrations
that are imparted to the exhaust system by the engine. Without
isolation, such motion would also penetrate into the passenger
compartment as noise and – because of the large resonation space Inner liner
(metal hose)
– even be amplified.
When replacing an exhaust system, it is important to follow the

installation instructions in the workshop manual. Incorrect han-
dling and installation may cause damage to the isolating element
that within a very short time would lead to loss of function again. End sleeve
Therefore, major deflection of the isolating element (flexible pipe
joint) on the exhaust pipe should be avoided.
626_218
Silencer
In the centre and rear sections of the exhaust there are one or On larger engines, twin-pipe exhaust systems are used so that
more silencers. The purpose of the silencers is to reduce exhaust twice the number of silencers is used. The wall thickness of some
noise. Different types of silencer are used according to the vehicle silencers are optimised for low weight by using high-grade stain-
model. They are adapted to the engine-specific acoustic properties less steel without having to compromise on corrosion-resistance.
by means of their shape and internal structures.
Isolating element
Front silencer Rear silencer
Centre silencer
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112
Baffle silencer
The silencer comprises multiple (typically 4) chambers to utilise

Perforated pipes
the principle of sound reflection. Sound pressure amplitude is
averaged during multiple passes through the inner chambers, thus
reducing the sound pressure peaks.
Reflections are produced in a silencer by baffles, as well as by
sectional widenings and narrowings. Depending on the design,
however, this results in higher exhaust gas back-pressure. Reflec-
tion principally attenuates low-band frequencies in the silencer.
626_220
Absorption silencer
An absorption silencer contains porous material, normally rock

wool, glass wool or glass fibre, which partially absorbs the sound
Space filled with
energy by converting it to heat. The sound absorption effect is porous material
intensified by multiple reflection. A 50 dB(A) reduction in exhaust
noise is possible, corresponding to a factor 300 reduction in sound
pressure. Absorption principally attenuates high-band frequencies
in the silencer.
Normally, both processed are combined in an exhaust system,
either as a separate silencer (centre and rear silencer) or in a
single, combined silencer. In this way, it is possible to cover as
wide a range of frequencies as possible.
626_221
Variable exhaust flap
A vehicle has to satisfy all specified requirements regarding noise On Audi vehicles the exhaust flaps are pneumatically operated by
emission. That can be achieved by an exhaust system that is means of a vacuum actuator or by an electric actuator motor. The
designed to be variable by the use of exhaust flaps. In the tail opening and closing points are computed using a data map stored
pipes of some rear silencers there are exhaust flaps for influencing on the engine control unit.
the noise emissions.
Pneumatic actuation Electric actuation

Exhaust flap
control module
J883
Vacuum actuator
626_222 626_223
113
Ignition system
As the fuel-and-air mixture in a petrol engine does not ignite of its An ignition system essentially consists of the following compo-
own accord, it requires an "external" ignition system. The develop- nents:
ment of ignition systems has advanced very rapidly. The exhaust
regulations in particular and the associated requirement to reduce
harmful emissions have made more precise systems necessary.
Component Purpose and function
Ignition coil This consists of a thick primary winding and a thin, fine secondary winding. They are wound around a lami-
nated iron core. The coil has the task of transforming the low battery voltage of normally 12 volts into
several thousand volts so that a powerful spark across the spark-plug electrodes can reliably be produced.
Ignition distributor The distributor performs several functions at once. It distributes the high-voltage ignition current to the
individual spark plugs and it accommodates the contact-breaker points, condenser, centrifugal governor
and vacuum advance unit.
Ignition leads and The ignition leads are special leads that are capable of carrying voltages of several thousand volts to the
spark plugs individual spark plugs and to the distributor from the coil (connection no. 4). The spark plugs are screwed
into the cylinder head and the spark produced across their electrodes ignites the fuel-and-air mixture in the
combustion chamber.
Contact-breaker The contact-breaker points have the task of charging and then breaking the primary coil circuit at precisely
points the right moment. On older systems they are operated by a cam in contact with the rotating distributor
shaft.
Condenser The condenser has the task of suppressing the contact breaker arc when the primary circuit is broken and
thereby increasing the life of the contact breaker points.
Design
Ignition coil
Spark plugs
Contact breaker
626_260
Ignition distributor
114
Fully electronic ignition system
Modern vehicles use a fully electronic ignition system. Such a That data map is optimised for high performance, low fuel con-
system no longer has any moving parts, i.e. no distributor rotor sumption and low emissions. If one of the sensors should fail,
arm for distributing the electric current for producing the ignition there is an integrated safe mode program. Frequently there is a
spark. separate coil for each cylinder mounted directly above the spark
plug and individually operated by the control unit.
An engine control unit, which in most cases also controls fuel injec-
tion, calculates the optimum firing point using a stored 3D data
map on the basis of the signals from the sensors for:
• Engine speed
• Engine load
• Engine temperature
• And, if applicable, the Knock sensor
Ignition lock Engine control unit
Output stage
Unit ignition coils
Spark plugs
Tempera- Knock sensor

ture sensor
Vehicle battery Speed sensor

626_261
Advantages:
• No moving parts, no wear • Lower fuel consumption

• High ignition accuracy in all engine modes • Good suppression characteristics as no sparking occurs in the
• Refined engine running characteristics distributor cap or on the rotor arm.
• Increased engine performance • High ignition capacity
• Lower exhaust emissions • Idling speed control
115
Spark plugs
The spark plug initiates the power stroke in a petrol engine by If the gap is too large, ignition sparking will not occur and the
igniting the fuel-and-air mixture in the cylinder. mixture in the cylinder is not ignited. If the gap is too small, the
A voltage of roughly 30 to 40 kilovolts is applied to the terminal ignition spark will often be too small. In this case the flame front
and passes through the spark plug. This causes an electric arc – the is not large enough to fully ignite the fuel-air mixture.
ignition spark – between the centre electrode and the earth elec-
trode. The electrode gap plays an important role in ensuring that
the ignition spark is strong enough which is why vehicle manufac-
turers provide precise specifications in this regard.
Design
Terminal stud Isolator Plug element Heat-shrinkage zone Earth electrode
Glass body Centre electrode 626_228
Types
In terms of their design form, not all spark plugs correspond to a Spark plugs with 3 or 4 electrodes are very common nowadays.
top electrode. The use of spark plugs with several side electrodes is The advantage of these is that the thermal load is distributed
becoming more widespread. A combination of top and side elec- across several earth electrodes which significantly increases their
trodes is also possible and is referred to as a hybrid. stability.
Top electrode Side electrode Hybrid
626_229
116
Heat rating
A spark plug has the correct heat rating if it quickly reaches a Spark plugs with a high heat rating, also referred to as "hot" spark
temperature of 450°C during operation and it cannot exceed a plugs, normally have a longer insulator nose. These spark plugs
temperature of 850°C at full throttle. The heat rating essentially dissipate the heat at a much slower rate. However, the insulator
reflects the operating range. Low temperatures at the spark plug nose has a larger surface area which means it can absorb a much
would lead to soiling, whereas excessively high temperatures greater amount of heat. The spark plug therefore gets hotter and
would lead to dangerous post-ignitions. Post-ignition occurs for has a higher heat rating.
example if the temperature of the insulator nose rises to above
850°C. The fuel-air mixture could then ignite itself and destroy the These spark plugs are predominantly used in engines that operate
engine. at low speeds. Modern spark plugs have an extensive heat-rating
Different types of spark plugs are those with a low heat rating; range which means they can quickly reach their operating tempera-
often also referred to as "cold" spark plugs. They normally have a ture, this is particularly important for short journeys. Undesirable
shorter insulator nose which means they can quickly discharge the post-ignitions at high loads are also avoided. This is possible using
heat absorbed. However, as the insulator nose only has a small modern materials and by making engineering design improve-
surface area, the spark plug can only absorb a small amount of ments.
heat. It therefore remains cold and has a low heat rating. These
spark plugs are especially used in high-performance engines, in
sports cars for example.
Short insulator
Long insulator
Low heat rating High heat rating

("cold" spark plug) ("hot" spark plug)
626_230
Note
When replacing the spark plugs pay attention to the information in the current service literature, especially the details of
replacement intervals and correct part numbers.
117
Glow plug system

A diesel quick-start glow plug system enables a diesel engine to be It eliminates long pre-heating times and the starting process is
started immediately under all climatic conditions. comparable with that of a petrol engine.
System overview (illustrated for a 4-cylinder TDI engine)
Glow plug 1
Engine control unit
Q10
J623
Engine speed sensor

G28
Glow plug 2
Q11
Coolant temperature sensor

Glow plug 3
G62
Q12
Control unit in
dash panel insert
J285
Electrical system control unit

J519
Glow plug 4
Glow plug Q13
indicator lamp
K29
626_214
Preheating Post-heating
The steel glow plugs are operated by the engine control unit via For the post-heating phase, the load factor of the electrical system
the automatic glow plug control unit J179 using a phase-shifted voltage is set within the PWM duty factor so as to produce an
pulse-width modulation (PWM) signal. The voltage at the indi- effective voltage of 4.4V. Post-heating continues until a coolant
vidual glow plugs is adjusted via the frequency of the PWM signals. temperature of 24°C is reached after starting the engine but for no
For quick starting at an outside temperature of below 24°C, the longer than 5 minutes. Post-heating helps to reduce hydrocarbon
maximum voltage applied is 11.5V. That ensures that the glow emissions and combustion noise in the engine warm-up phase.
plug heats up to over 1000°C in a very short space of time
(max. 2 seconds). That reduces the preheating time before the
engine can be started.
Phase-shifted operation of glow plugs

Glow plug
In order to reduce the load on the electrical system during the
glow-plug heating phases, the glow plugs are operated in a phase- Cylinder 1
shifted sequence. The falling signal edge always triggers the next
glow plug in each case. Cylinder 2
Cylinder 3
Cylinder 4
626_217
118
Design of a ceramic glow plug
Ceramic glow plugs exhibit a minimum degree of ageing and

therefore have a long service life. They also improve cold starting Terminal stud
behaviour and exhaust emission values.
Ceramic glow plugs consist of a body, connecting bolt and ceramic
heating element. The heating element consists of a conductive
ceramic heating element inside insulating ceramic sheathing.
A ceramic heating element is used instead of the control and
heating coil in the metal glow plug.
Heater
Effect of failure
If the automatic glow period control unit J179 detects that the
power consumption or resistance of the connected glow plugs is
too high, the relevant glow plugs are no longer actuated.
Ceramic protective
layer
Ceramic heating
core
626_216
Cylinder-pressure governed combustion control
For precise control of fuel injection and the air intake system, the From the signal from the number-3-cylinder combustion chamber
engine management takes account of the pressure progression pressure sensor and the engine speed sensor G28, a software
inside the cylinder during combustion. The engine control unit algorithm on the engine control unit computes the pressure
obtains the information on the actual pressure progression in the progression for each cylinder. Based on the differences between
cylinder from the number-3-cylinder combustion chamber pres- the specified and actual readings, adjustment values for the
sure sensor G679. That sensor is integrated in the glow plug body injection timing and injection period are calculated.
on cylinder number 3. Cylinder-pressure governed combustion
control is capable of adjusting the injection timing and, therefore,
the pressure progression during combustion to take account of the
varying exhaust recirculation rates, fuel qualities and component
tolerances over the life of the engine.
Diaphragm (piezo-resistive effect) Axially movable heating rod
Boot
Glow filament
Combustion pressure
626_215
119
Fuel system
Petrol engine
The overwhelming majority of modern petrol engines operate with The fuel supply for the high-pressure pump on cylinder bank 2 is
a direct-injection fuel system. On some engines, the system is delivered by the high-pressure pump on cylinder bank 1. The
equipped with an auxiliary intake-manifold injection system. low-pressure section operates at a variable relative pressure of
between 5 and 6.5bar. The system always attempts to keep the
The fuel system is subdivided into a low-pressure and a high- pressure as low as possible. The high-pressure section operates at
pressure section. Both sections function on a demand-response between 20 and 120bar. The mechanical pressure regulating valve
basis and without a fuel return circuit. opens at a pressure of 145bar.
The fuel supply pump G6 in the fuel tank is controlled by the fuel
pump control unit J538. The maintenance-free filter is fitted in the Each cylinder bank has its own high-pressure circuit.
fuel delivery unit in the tank.
Fuel pump control unit Fuel supply pump

J538 G6
Fuel pressure sensor

G247
Engine control unit

J623
Battery (positive)
Earth
Fuel injector for
cylinder 4 Fuel metering valve
N33 N290
Fuel injector for cylinder 8
N86
Fuel pressure sensor 2
Fuel injector for G624
cylinder 3
N32
Fuel metering valve 2
N402 Fuel injector for
Low-pressure cylinder 7
Fuel injector for fuel pressure sensor N85
cylinder 2 G410
N31
Fuel injector for

High-pres- cylinder 6
Fuel injector for N84
sure pump 2
cylinder 1
N30 High-pres-
sure pump 1
Fuel injector for
cylinder 5
N83
Fuel rail 1 Fuel rail 2
High-pressure fuel (20 to 120bar)
Low-pressure fuel (5 to 6.5bar) 626_244
120
Dual injection system
The dual injection system was developed in response to mounting Pressure is supplied on demand by the fuel supply pump G6. The
criticism over the fact that direct injection petrol engines were fuel supply pump G6 is activated by the fuel pump control unit
producing as much as 10 times the particulate emissions of J538 via the engine control unit. The MPI rail is made of plastic.
current diesel engines. The MPI injectors (N532 - N535) are integrated in the plastic
intake manifold and aligned to obtain the optimum fuel jet direc-
MPI injection system tion.
The MPI system has its own pressure sensor, the low-pressure fuel
pressure sensor G410.
Fuel filter
To engine Earth
control unit
Battery Fuel pump control unit Fuel supply pump G6

(positive) J538
Fuel metering valve
N290
Low-pressure fuel pressure sensor

G410
Low-pressure fuel rail
Injector 2, cylinders 1 - 4
N532 - N535
Fuel pressure sensor

G247
High-pressure fuel rail
High pressure injection system

All parts in the high pressure tract have been adapted for system
pressures of up to 200bar. The injectors have been sound insulated
from the cylinder head using steel spring discs.
Likewise, the high pressure rail has been separated from the intake
manifold and bolted onto the cylinder head. The position of the
high pressure injectors has been slightly retracted. This improves
homogenisation of the air-fuel mixture and reduces the thermal
stress on the valves.
Fuel injectors for cylinders 1 - 4

N30 - N33 626_267
121
Diesel engine
The common-rail fuel injection system is a high-pressure accumu- The injectors are of the piezo-electric or solenoid-valve type. The
lator injection system for diesel engines. The term derives from common-rail injection system is controlled by the Bosch EDC 17
the fact that the system uses a common high-pressure fuel rail, or engine management system. Depending on the engine perform-
accumulator, for all injectors. In this fuel injection system, pres- ance and design, the maximum rail pressure can be between 1,800
sure generation and fuel injection are separate functions. A sepa- and 2,00bar and is combined with the appropriate injector-nozzle
rate high-pressure fuel pump generates the fuel pressure required hole pattern. That pressure is generated by a high-pressure pump
for injection. That pressure is stored in a high-pressure accumula- with an aluminium housing that has either 1 or 2 plungers. The
tor (the fuel rail) and supplied to the fuel injectors via short high- pumps concerned are the CP4.1 and CP4.2 respectively.
pressure fuel lines.
Fuel metering valve Fuel pressure sensor

N290 G247
Injectors for High pressure accumulator 2 (rail)

cylinders 4, 5, 6
N33, N83, N84
High pressure accumulator 1 (rail)
High pressure pump

CP4.2
Fuel pressure
regulating valve
N276
Injectors for
Flow restrictor
cylinders 1, 2, 3
N30, N31, N32
Retention valve
To engine control unit J623
Battery (positive)
Fuel temperature sender Fuel filter Fuel pump

G81 (pre-supply pump)
G6
Fuel pump Baffle housing

control unit
J538
High-pressure fuel (up to 2000bar)

626_245
Low-pressure fuel (demand-controlled up to 5bar)
122
Annex
Information on QR codes
This SSP has been enhanced by electronic media (animations, All e-media are managed on the Group Training Online (GTO)
videos and mini-WBTs) for more effective illustration of the platform. Before you can retrieve the media, you need a user
content. The references on the pages to the e-media are hidden in account for GTO and have to log in after scanning the QR code. On
QR codes, which are two-dimensional pixel patterns. You can scan an iPhone, iPad and many Android devices, you can store your login
those codes using a tablet or smartphone running the appropriate credentials in the mobile browser. This way, you can log in more
app, which will decipher the hidden web address. To follow the link easily the next time. Make sure you protect your mobile device
you require an internet connection. against unauthorised use by setting a PIN.
To read the QR codes, you need to obtain a QR scanner from the Please note that using the e-media over the mobile phone network
Apple® or Google® app store and install it on your mobile device. can be very expensive, especially if using data roaming tariffs
For some media, other players may be required in some cases. abroad. This is your responsibility alone. The best option is to use a
Wi-Fi connection.
On PCs and notebooks, the e-media can be selected in the SSP PDF
and then retrieved online after logging into GTO. Apple® is a registered trademark of Apple® Inc.
Google® is a registered trademark of Google® Inc.
123
Audi Vorsprung durch Technik
626
All rights reserved.

Technical specifications are subject to
change.
Copyright
AUDI AG
I/VK-35
service.training@audi.de
AUDI AG
D-85045 Ingolstadt
Technical status 08/14
Printed in Germany
A14.5S01.11.20

SSP 626 Audi Basics of Engine Technology

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SSP 626 Audi Basics of Engine Technology

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Self Study Programme 626

For internal use only

Audi Basics of Engine Technology

New engine technologies have been presented in the Audi self-

Training modules on the Audi power units

ATE 219 P.1 ATE 231 P.1 ATE 226 P.1

ATE 218 P.1 ATE 225 P.1

ATE 217 P.1 ATE 224 P.1

ATE 216 P.1 ATE 223 P.1

ATE 215 P.2 ATE 222 P.1

ATE 214 P.1

ATE 213 P.1

ATE 212 P.2

ATE 211 P.1

ATA 211 P.2 ATA 222 P.2

ATA 201 P.2

Learning objectives of this self-study programme

Principle of operation of a four-stroke petrol engine

1st stroke – induction 2nd stroke – compression and ignition

Inlet valve (I) Exhaust valve (E)

3rd stroke – power 4th stroke – exhaust

Engine technology at Audi

1.2l TFSI engine

The development of a new engine has to take account not only

As well as adopting new technologies, the Audi range of

Among the diesels, the 3.0l V6 TDI is worthy of special

The continuing development of engines at Audi will undoubt-

3.0l V6 TFSI engine

Introduction Answers to frequently asked questions:

The allocation of the new engine codes can be illustrated by the

2.0l 103kW TDI 2.0l 100kW TDI 2.0l 96kW TDI

BKD AZV BEE

CAGA, 105 kW CAGB, 100 kW CAGC, 88 kW

CAHA, 125 kW CAHB, 120kW

Engine code on the vehicle

On the timing belt cover:

On the cylinder block:

On the engine control unit:

In the spare wheel well:

In the service record:

The in-line and the V engine

Direction of travel when

Firing orders: Bank 1

The VR and the W engine

Direction of travel 626_012

Cylinder block variations according to cylinder configuration

5-cylinder in-line engine 12-cylinder W engine

Oil channels Cooling system

Oil flow to cylinder head Main oil gallery

Piston cooling jet

Distinguishing between different cylinder block types

Open-deck construction Cylinder liners Die casting

Composite technology Sand casting

Design of the upper face

Open-deck construction Closed-deck construction

Characteristics of the cylinders

The character of a cylinder is definitively determined by 4 aspects:

Cylinder inner surface material

Coating Direction of burner rotation Coating powder Plasma gas Burner

For this process, it is an essential requirement that the cylinder

Surface finishing by honing

Honing plasma-coated cylinder surfaces

Honed cylinder wall

Honing cylinder walls manufactured by the Alusil® process