Audi 2.0 tfsi engine problems. What is a TFSI engine? Engine code CPTA

But the car did not make much of a splash with its appearance. It even seemed to many that nothing had changed in its appearance in comparison with the B8. It seems that Audi has been unusually conservative in design in recent years, but is that really the case?

If you don’t look closely, the only things that distinguish the new product are the headlights with a suspicious Z-shaped profile along the bottom line, more appropriate for another German brand, and the rear optics. In the base, the head light costs xenon, for a little over 80 thousand - LED, for 130 “with a tail” - matrix, “smart” and again with LEDs.

Continuity is not a vice

As a first approximation, you have almost a B8 in front of you, which lasted on the assembly line for about eight years. But if you put this couple side by side, you see not rejuvenation, but rather what is delicately called continuity of generations.

No one can detect an increase in size of a couple of centimeters by eye, but slightly harsher lines have appeared, most visible on the hood, and mirrors “growing” from the door panels. The hexagon of the radiator grille remains almost unchanged, but this “almost” hides not only other crossbars, but also the black trim required for the S-Line. However, a lot of little things from the politically correct Frank Rimili are not the whole of B9.

Wheelbase:

If the body remained made of high-alloy steel - the A4 is still not a huge A8 - then the chassis was supplemented with parts made of light alloys, so beloved by Audi. The engine subframe, suspension arms, brake calipers are the main parts made of aluminum. Small things can be omitted: they simply cannot be counted, but non-ferrous metal does not reduce the cost of the car.

The point is not so much in the above facts, but in the fact that the current “four” is built according to the laws of MLB architecture, oriented towards a longitudinal engine arrangement. In addition, this is its second generation, or, as it is sometimes called, MLB Evo. The transition to it for almost the entire Audi line is just around the corner.

To tell the truth, it never bothered me that all Audis are fundamentally similar to each other. Yes, there is probably a secret marketing intent in this. A person has grown up, moved to another level of income - here he has a new A6 instead of A3 or A4, slightly changed his image - A5 or A7... But the meaning of moving up the steps does not change: neither for an excellent manager, nor for someone who is equally correct and prudent in nature car.

No surprises, but with some tricks

That is why I was almost sure that there would be no surprises in the salon. Moreover, I am guaranteed to like it. I admit that warm feelings for Audi have been wandering within me for several years, almost like for Grundig equipment. First of all, for its laconicism, in the face of which I do not need to bow down in praise... But behind which everything that is needed today is hidden.

Anyone who hopes to get a full-fledged five-seater car in the form of a middle-class sedan is, alas, mistaken. Yes, it is, naturally, larger than its Golf brother A3, more spacious in the cabin, but the massive central tunnel is more integral to the Audi than the optional quattro all-wheel drive.

Hardly anyone will choose the central place on the back sofa of their own free will. But sharing the massive folding armrest and the deflectors of the third autonomous climate control unit is comfortable and convenient. Provided that the height of passengers does not exceed 180-182 cm.

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The suitcases of four crew members can easily fit in the 480-liter trunk, which is especially true if we assume that the “four” will be registered in a corporate fleet or taxi. But hardly anyone is interested in the hold of a premium sedan for personal use. Those who need it will, of course, choose the Avant version.

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But let's return to the interior, or more precisely, its front part, from which I did not expect much novelty. Everything turned out to be much more interesting. Firstly, the aforementioned S-line and several other optional packages have left their mark on the interior. Secondly, even without additional stages it looks much more interesting than in the previous version. An elegant frameless rear view mirror – why not a “trick”?!

Fuel consumption according to manufacturer

mixed cycle

The absence of a central console as such turned out to be an unexpected plus: there was a lot of space for dual-zone climate control and nine buttons under it, three of which are muted and, apparently, reserved for options, and the rest are responsible for controlling Start/Stop, ESP, switching Drive Select modes, and parking sensors , as well as turning off the 8.3-inch multimedia display. They didn’t motorize it, although they should have, but left it monumental. The control, as is customary at Audi, was organized through the MMI washer located in front of the automatic transmission selector, but several fixed function keys and eight more buttons with numbers were added to it. Do not try to use them to change stations or tracks in a playlist. In principle, this is possible, but the functionality of this series is much higher. Each button can be programmed for a separate action, from music to navigation or telephone. The test version also included a wireless access point with a SIM card.

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About seven years ago, when I saw this in the A6, I was delighted, but now my 4G in my smartphone turned out to be much faster than the Internet from the proposed operator. True, access to Internet radio fully justified the presence of the card, and the traffic jam service in the built-in Google navigation is, of course, a useful thing.

The interior trim in gray leather and Alcantara also turned out to be good, with which the aluminum inserts of the front panel and doors look especially advantageous and emphatically laconic. Only the upholstery is not neat everywhere, and the age-old wrinkle on the previously mentioned rear armrest and the lack of perforation in the seats are clearly not befitting the A4.

I would hardly have paid attention to this in a mass-segment brand, but Audi... I’ll bite, as they say, loving: the craft of working with leather is worth learning from the Bavarian Alpina... And not only for Ingolstadters, but also for the rest of the German “premiums”.

But in terms of adequate and convenient electronics, Audi, it seems to me, is in a leading position.

In the “base” of the A4 there is an analog instrumentation with a large LCD display between the speedometer and tachometer dials. The one offered for testing includes a high-resolution, full-color 12.3-inch “digital” Audi Virtual Cockpit. In addition to two options for displaying information, switched by the button, you can also display a map, which is initially displayed on the main multimedia display.

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With a fair amount of information on the dashboard, there is no feeling of overload. First of all, due to the fact that the designers did not cram a maximum of icons into a minimum area. Yes, you won’t remember the entire location the first time, unless you have the memory of Stirlitz, and even in the absence of numerous additional features and assistants, the number of displayed symbols will be less. In general, for a person who constantly works with wearable gadgets, the entire “audio” interface will not cause any problems.

But the best part of the test car is, of course, hidden from view. The two-liter 249-horsepower gasoline turbo engine of the EA888 series can be identified only by the exhaust pipes located at the edges of the stern. It is modernized and, according to the manufacturers, will not annoy the owner with oil.

The S-tronic transmission of the A7 version with two clutches has also been redesigned, as well as the quattro drive, which has received the appendage Ultra in its name. It is completely new, from Magna, and differs from Torsen, first of all, in its two-coupling design.

The first, multi-disc, is located at the output of the gearbox, the second, with an electric drive, is located in the rear differential. The point of the innovation is to completely disable the driveshaft when driving only with front-wheel drive, reducing friction losses and, accordingly, reducing fuel consumption.

Herr Delicacy

It would be strange to get uncomfortable seats in an Audi, in which you have to fidget, squeezing your individual buttock profile, push the side bolsters with your back, and adjust to the headrest. I don’t know how the stock seats are, but the electrically adjustable sports seats did not raise any questions. Cool!

The top power for the Russian version of the A4 cannot be determined at idle. The noise has been so thought out and brought to mind that you can only notice the operation of the engine using a virtual tachometer.

Five possible driving modes, one of which is “individual”, are traditionally configured according to the parameters “Engine/Transmission”, “Steering” and “Damping”. Our version has another one - ACC, or active cruise control. It can also be adjusted depending on your driving style.

I don’t need any special frills in the city, so I choose “Auto”. The optional “traffic jam” cruise, an essential city assistant, is not installed in our A4, but the usual highway cruise is available. But in my opinion, as I have said more than once, I don’t really trust the entire possible arsenal of gas and brake control systems. And it’s much more pleasant to pilot the Audi A4 in the traditional way. We move the T-shaped automatic transmission selector, similar in shape to that on a pleasure yacht, to position D. And off we go!

A solid 370 Nm of torque available from 1,600 rpm inspires confidence. You just press the accelerator a little - and from the first seconds you understand that the engine is enough for you in any situation. And at the same time, Audi for white collar workers behaves very intelligently.

A powerful and smooth start is obtained in any mode. But it is not accompanied by jerks, wheel slipping and other attributes of deliberate sportiness, which are hardly suitable for such a car - not the RS version. Despite my skepticism about the DSG, the current generation cannot be blamed for jerkiness both when shifting up and down. Fast, smooth and very discreet...

Curb weight:

At the same time, I am aware that the turbine regularly performs its duties in almost the entire speed range. But you can hear it only for a few seconds with a sharp gas to the floor, which, by and large, is not needed. After all, 5.8 seconds to a hundred is very fast for a sedan with a curb weight of 1,585 kg.

If you don’t force the “kopeck piece”, acceleration will last six or seven seconds, which is also great. But with what comfort! And fuel consumption is completely atypical for such a powerful engine: a little more than ten liters per hundred in the city and about seven when driving on the highway.

All I can do is move the steering wheel, barely noticeable to others. In terms of configuration, it is almost the same as the Q7, but the sensations are somewhat different. Not many cars in this class can navigate arcs like this - with precise precision and no attempts to change the trajectory even by a millimeter.

It’s impossible to determine when and how the all-wheel drive is turned on, even if you turn down the voice of the optional Bang & Olufsen acoustics with a 3D effect and listen to the work of the metal inside of the “four”. It's useless and pointless. Rear axle connection time is 200 ms. It is connected when there is any hint of slipping of the front axle, when it slips or other factors that can deviate the car from the course... No matter what style you drive. And it should also turn on when there is a minus overboard... This is a real blessing for us!

Revised multi-links have made the A4 even more comfortable. What kind of speed bumps there are and once again the asphalt chewed out on the Moscow Ring Road! But it’s better not to fly into holes: regardless of the settings of the adaptive shock absorbers, the suspension doesn’t like them and hardly levels them out. Even at a speed of 10 km/h, 20 cm wide asphalt cut in the yard noticeably shakes the car. Well, this is also the price to pay for 18-inch wheels...

The machine of joy is the price of sadness...

If it were not for all the paid options, the prices for which amount to many tens of thousands of rubles, the test of the new A4 would be much shorter. Something like a list of the basic equipment of a new product, but only with comments about road behavior, convenience and comfort.

Audi A4 2.0 TFSI Quattro

Brief technical specifications:

Dimensions (L / W / H), mm: 4,726 x 1,842 x 1,427 Maximum engine power: 249 hp Transmission: 7-speed, robotic Maximum speed: 250 km/h Acceleration 0-100 km/h: 5.8 s Drive: four-wheel drive

So, with the most powerful engine and a cool new transmission, the base price of the Audi A4 2.0 TFSI Quattro of 2,639,000 rubles will not include many innovations. For example, the sports seats will be covered in System fabric, and the seemingly free combined fabric/leather trim will require another 128,736 for the S-line sports package...

And so on for almost every item in the configurator. It won’t be too difficult to pick up another half a million rubles worth of extras in passing. So the brevity that is so close to my heart with a powerful engine and modern all-wheel drive turns out to be very expensive.

You'll love the Audi A4 2.0 TFSI quattro if:

• You need a personal status sedan;
• You don't like "explosive" cars;
• The quattro drive is the standard for you.

You won't like the Audi A4 2.0 TFSI quattro if:

• You were counting on a full-fledged family sedan;
• You need avant-garde design;
• You have carefully studied the configurator.

Engines 3 .0 V6 TFSI, EA837 family (description, modifications, characteristics, problems, resource)

Engine family EA837 appeared in 2008 and was essentially a continuation of engine development V6 3.2 FSI from Audi, the volume of which was reduced to 3.0 liters, but a mechanical supercharger was added. Despite the fact that the new engine was equipped with a mechanical compressor, it still received the usual marking TFSI. Audi decided that from a marketing point of view, it would be easier for consumers if the supercharged engines had the same labeling, despite the fundamental design differences. The new engine has a slightly different cylinder block from the previous 3.2 V6 FSI, which was adapted for supercharging. This is still an aluminum V6 with a camber angle of 90° and a height of 228 mm, but inside this block there is a crankshaft with a piston stroke of 89 mm, more durable connecting rods 153 mm long, new pistons with a compression ratio of 10.5 and one balancer shaft.

The cylinder heads of the new engine are also taken from the 3.2 FSI. They do not have a system for changing the valve lift height, but at the same time, a valve timing adjustment system is installed on the intake camshafts (in other words, phase shifters). The phases can be adjusted within a range of 42 degrees. Both heads have 2 camshafts and 4 valves per cylinder (intake valves with a diameter of 34 mm, exhaust valves with a diameter of 28 mm, and a valve stem thickness of 6 mm). Compared to the 3.2 FSI, the 3.0 TFSI uses stronger valve springs.

The gas distribution mechanism is driven by a chain. In accordance with the factory manuals, the chain is designed for the entire service life of the engine, but this concept is extremely flexible and therefore it is worth replacing the chain with tensioners after 120,000 km.

The design of the new EA837 engine family uses an Eaton compressor (roots type), which was not present on the previous generation of engines. This unit is capable of developing up to 0.8 bar of excess pressure, and the service life of its belt is 120,000 km.

These engines have direct fuel injection with homogeneous mixture formation and Injection pump Hitachi HDP 3. To ensure that the engine complies with Euro 5 environmental standards, the 3.0 TFSI has a secondary air supply, and the engine is controlled by the ECU Siemens Simos 8.

CAJA- excess boost pressure 0.7 bar, power 290 hp. at 4850-7000 rpm and torque 420 Nm at 2500-4800 rpm.
CCAA- CAJA version for the North American market (complies with the ULEV 2 standard).
CGWB- CAJA version for Audi A6 C7 (with a new type of gearbox);
CGWA- CAJA version for Audi A8 D4 (with a new type of gearbox);

CAKA- excess boost pressure 0.75 bar, power 333 hp. at 5500-7000 rpm, torque 440 Nm at 2500-5000 rpm. Installed on Audi S4 and Audi S5.
CCBA- CAKA version for the North American market.
CGWC- CAKA version for installation with a new gearbox;
CGXC- CGWC version for the North American market (complies with the ULEV 2 standard).
CTWA- CAKA version for installation on Audi Q7.
CTWB- CAKA version with boost pressure reduced to 0.65, power 280 hp. for installation on Audi Q7.
CGEA- CGWC version for the hybrid Volkswagen Touareg, which had an additional 34 kW electric motor.

CMUA- excess boost pressure 0.6 bar, power 272 hp. at 4780-6500 rpm and torque 400 Nm at 2150-4780 rpm. Installed on Audi A4 and Audi A5.
CTUC, CTVA- CMUA versions, which were installed on the Audi Q5 with a different gearbox.

C.G.W.D.- modification for 310 hp. found on Audi A6, A7 and A8
CGXB- CGWD version for the North American market.

CTUD- version where the compressor is configured to create an excess boost of 0.8 bar. Power increased to 354 hp. at 6000-6500 rpm and torque 470 Nm at 4000-4500 rpm. We installed it on an Audi SQ5.
CTXA- CTUD version for the North American market.

In 2013, the 3.0 V6 TFSI EA837 Gen2 was released

The second generation engine received a modernized cylinder block with cast iron liners 1 mm thick. The crankshaft was lightened along with the piston mechanism: the pistons were now lighter and designed for a compression ratio of 10.8. The timing chains have also undergone modernization.

Phase shifters were added to the block heads at the outlet and now the range of phase adjustment at the inlet was 50°, and at the outlet - 42°. In addition, the combustion chambers, cooling system, seats and valve guides were modified. Unlike the previous generation, direct injection is used here along with distributed injection (the same as on the 1.8/2.0 TSI EA888 3rd generation). There are new high-pressure injectors, which are moved to the edge of the cylinder.

New dvi Gatels 3.0 V6 TFSI EA837 Gen2 can turn off the compressor when boost is not needed and comply with Euro 6 standards. They also received new markings:

• CREA has 310 hp at 5200-6500 rpm and torque 440 Nm at 2900-4750 rpm.
• CREC got 333 hp
• CRED develops 272 hp

Characteristics of 3.0 V6 TFSI engines with Eaton compressor, EA837 (272 - 354 hp)

Production: Volkswagen plant
Engine brand: EA837 (CAJA, CCAA, CGWA, CGWB, CAKA, CCBA, CGWC, CGXC, CTWA, CTWB, CMUA, CTUC, CTVA, CGEA, CGWD, CGXB, CTUD, CTXA)
Years of manufacture: 2008-2017
Cylinder block material: aluminum with cast iron sleeves
Type: V-shaped 6-cylinder (V6), 24 valves (4 valves per cylinder)
Piston stroke: 89 mm
Cylinder diameter: 84.5 mm
Compression ratio: 10.5 (10.8 since 2013)
Engine capacity: 2995 cc
Engine power and torque:

• CMUA, CTUC, CTVA- 272 hp (200 kW) at 4,780 - 6,500 rpm, 400 Nm at 2,150 - 4,780 rpm.
• CAJA, CCAA, CGWA, CGWB- 290 hp (213 kW) at 4,850 - 7,000 rpm, 420 Nm at 2,500 - 4,850 rpm.
• CGWD, CGXB, CTTA, CTUA- 310 hp (228 kW) at 5,200 - 6,500 rpm, 440 Nm at 2,900 - 4,750 rpm.
• CAKA, CCBA- 333 hp (245 kW) at 5,500 - 6,500 rpm, 440 Nm at 3,000 - 5,250 rpm
• CREC- 333 hp (245 kW) at 5,500 - 7,000 rpm, 440 Nm at 2,900 - 5,300 rpm
• CJTB, CJWB, CNAA, CTWA- 333 hp (245 kW) at 5,300 - 6,500 rpm, 440 Nm at 2,900 - 5,300 rpm
• CTUD, CTXA- 354 hp (260 kW) at 6,000 - 6,500 rpm, 470 Nm at 4,000 - 4,500 rpm

• city ​​- 10.8 l/100 km
• highway - 6.6 l/100 km
• funny - 8.2 l/100 km

• VAG LongLife III 0W-30 (G 052 545 M2)
• VAG LongLife III 5W-30 (G 052 195 M2)(Approvals and specifications: VW 504 00 / 507 00)
• VAG Special Plus 5W-40 (G 052 167 M2)(Approvals and specifications: VW 502 00 / 505 00 / 505 01)

The engine was installed on:

• Audi A4 B8 (10.2011 - 11.2015) - 272 hp. CMUA
• Audi S4 B8 (10.2008 - 01.2016) - 333 hp. CAKA
• Audi A5 B8 (10.2011 - 07.2015) - 272 hp. CMUA
• Audi S5 B8 (10.2011 - 07.2016) - 333 hp. CAKA, CCBA
• Audi A6 C7 (01.2011 - 11.2014) - 310 hp. CGWD, CGXB, CTUA
• Audi A6 C7 FL (12.2014 - 10.2018) - 333 hp. CREC
• Audi A7 C7 (07.2010 - 05.2012) - 300 hp. CGWB, CHMA
• Audi A7 C7 (06.2012 - 06.2014) - 310 hp. CGWD, CGXB, CTTA, CTUA
• Audi A7 C7 FL (07.2014 - 05.2018) - 333 hp. CREC
• Audi A8 D4 (11.2009 - 10.2013) - 290 hp. CREG, CGWA, CGXA
• Audi A8 D4 FL (11.2013 - 12.2017) - 310 hp. CGWD, CREA
• Audi Q5 8R FL (09.2012 - 07.2015) - 272 hp. CTUC, CTVA
• Audi SQ5 (09.2013 - 03.2017) - 354 hp CTUD, CTXA
• Audi Q7 4L FL (06.2010 - 08.2015) - 272 hp. CJTC, CJWC
• Audi Q7 4L FL (06.2010 - 08.2015) - 333 hp. CJTB, CJWB, CNAA, CTWA
• VW Touareg Hybrid (02.2010 - 12.2014) - 333 hp. CGEA, CGFA
• VW Touareg Hybrid FL (12.2014 - 07.2015) - 333 hp. CGEA, CGFA

Problems and reliability of 3.0 V6 TFSI engines with an Eaton compressor

1) High oil consumption

Often the reason for this is scuffing in the 1st and 6th cylinders. The problem occurs on 1st generation engines (EA837 Gen1), so on Gen2 they began to use new cast iron liners. To somehow delay the appearance of scuffing on the 1st generation EA837, you should:

• warm up the oil and engine;
• if you put the pedal to the metal, then only on a warm engine;
• Change the oil every 7,500 km and only with high-quality oil.

But don’t rush to immediately condemn the engine if oil consumption has increased. Sometimes the problem lies in the oil separator, which was later replaced with a new part 06E 103 547 S. Installing a new oil separator helps solve the problem of oil waste if the engine does not have seizures. Therefore, it is better to first check the cylinders with an endoscope.

2) Engine crackling when starting

The first reason is the lack of check valves in the cylinder head oil channels on CGW engines (after 2012 onwards). Because of this, when starting, the oil does not have time to rise up to the tensioners and the sound of a loose chain appears. This happens on runs up to 100 thousand km. The problem is solved by installing check valves instead of plugs.

To get to these valves you need to remove the intake and oil separator. Don’t forget to wash everything thoroughly if you do remove the intake. When you wash the intake, in the camber of the cylinders, under the oil separator, you will find a hatch, opening which you will find if you have a CAJA engine and older (before 2012) - 2 check valves of the cylinder head oil channels, which do not allow oil to drain from the channels, and when starting the engine the pump does not need to drive oil through all channels, it is already there, and, accordingly, there is no hated trrrrr sound in the morning when it’s cold. Number of correct valves - VAG 059 103 175 F- 2 pcs.

But if you have an engine CGWA and younger, then instead of these valves, the “wise Krauts” installed simply plugs with a number 06E 103 271 A, called according to the catalog "Air exhaust hose throttle", instead of valves, and the oil quietly flows into the sump and is pumped up again each time, and since the chains do not get younger, the trrrrr effect occurs much earlier than it could have occurred, and it can be cured super little loss by simply installing valves instead of plugs.

The second reason is wear of timing chain tensioners. In this case, the chain rattling continues longer and the longer the chain rattles, the worse the situation. Solved by replacing the tensioners.

3) Noise from the exhaust system

The cause of such noise is burnout of the corrugations. This usually happens in the area of ​​80 - 100 thousand km. Check, change and everything will work quietly. The original corrugations are very elastic and it is very strange that they behave this way. As a rule, they tear precisely in their lower part. This may be due to the soft rubber and single pipe mounting at the end of the box. But the fact remains a fact, so we recommend using three-layer corrugations as repair ones (they are stronger).

4) Destruction of catalysts

Damage to catalysts is usually caused by bad gasoline. Also, you should not count on their long service life after chip tuning. If you have already begun to increase engine power, you can safely remove the catalysts, since ceramic dust from their destruction gets into the cylinders and causes scuffing on the walls.

Of course, it is best to install the correct exhaust elements that have passed all the necessary calculations for a specific engine, and not something that is welded in the garage “on the knee”. The Italians from Supersprint make excellent solutions with tuned sound.

Resource3.0 V6 TFSI engines with Eaton compressor

But everything written above is not found on every car, the main thing is to maintain it on time, not to save money and to adequately operate your engine. Change the oil not once every 15 thousand km, but 2 times more often, pour only good oil, all this increases the service life. Sometimes the low-pressure fuel pump also breaks down, the pump often dies prematurely, and carbon deposits form in the manifold and on the valves, which need to be cleaned from time to time.

But with decent maintenance, the service life of a 3.0 TFSI can exceed 200-250 thousand km or more.

Tuning 3.0 V6 TFSI engines with Eaton compressor

This motor has enormous potential and you can get impressive numbers with factory hardware. Any 3.0 TFSI (no matter 272 or 333 hp) with a Stage 1 chip on 98 gasoline can be pumped up to 420-440 hp. and 500 Nm of torque. With sports fuel you can get about 20 more hp.

A small compressor pulley (57.7 mm), a cold intake, a large intercooler, an exhaust without catalysts and a Stage 2 chip can provide approximately 470 hp. on 98 gasoline and more than 500 hp. on sports gasoline. If we add to this an enlarged throttle valve and NGK spark plugs with a heat rating of 9, then 500 hp. along with 600 Nm of torque are already achievable with 98 gasoline, and with sports fuel you will get all 540 hp.

Last edited: March 17, 2019

The Stage3 pledge on these engines is simple. We modified the K04-64 turbine from the initially powerful transverse 2.0 TFSI/TSI engines, for example the Audi S3, an efficiently cooled intake, a full exhaust and, of course, competent tuning of the ECU for the whole thing. I would like to introduce you to our Stage3 kit for these engines.
Two K04-64 turbochargers, one used for conversion for installation on other in-line fours, including the old 1.8T, and one new for modernization for our project.

Refinement of the turbocharger and its final appearance.

Fitting

Since a large, productive intercooler and our piping kit are being installed, there is no point in making a built-in bypass on the compressor part of the turbine. The bypass is installed in the same way as on S3 on the outer flange, because There is a place for it and bends in the piping. The entire intake is assembled using silicone and power clamps. A flange for the boost pressure sensor is welded onto the pipe up to the throttle.

By the way, we can produce flanges of any configuration from high-quality stainless steel according to your drawings for your project. We almost always have flanges for pre-restyle 2.7biturbo engines, 2.0/1.8 tfsi/tsi including K04, nuts for lambda probes, for downpipe td04hl-19t, for cylinder heads of 4, 6, 8, 5 and 10 cylinder engines, Garrett T25 ...

Almost assembled view of the engine compartment.

During the revision process, the client asked to change the windshield, because... the old one was defective. And this is not a problem for us - our spare parts department delivered the glass and our painters replaced it in the body shop. Everything is done locally, without going outside and without interrupting the process - just moving the car inside the tuning center from workshop to workshop. The area of ​​our technical center exceeds 3000 sq.m. on three floors, and the movement of the car from workshop to workshop, from floor to floor is carried out without leaving the warm room.

While this car is being built, our other projects are standing nearby in the workshop, more or less interesting; I may talk about some of them on the pages of this blog. Most of the photos and our everyday life are in our instagram. There are photo reports of even more interesting projects.

Since the car already had an exhaust system - a spliced ​​Miltek cutback and a downpipe from another well-known company, which I will not name (prohibited by resource rules), all that was required was modification of this downpipe with the replacement of the flange for a new turbine. After dismantling the pipe, we discovered a well-known picture - I often saw this on Chinese downpipes and collectors - a crack along the weld. In pursuit of the beauty of the seam, manufacturers forget about its strength.

Well, the car is assembled, and about the stages of firmware preparation and configuration in Part 3.

How it is created correct tuning in Russia read on the pages of the logbook of our tuning center. This is the same process in a simplified form that goes through well-known foreign tuning companies when developing their modification kits and turbo kits. I will talk about our visit to Germany a couple of years ago and about our contacts with Volkswagen AG and German tuning companies later in one of the blog articles. We do not publish other people's photos; all photos on Instagram and blogs are taken personally by me and our team.

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2.0 FSI (Fuel Stratified Injection) engines are not unique in their kind, however, they are more common on the market. Mitsubishi was the first to introduce such an engine in 1997 - the 1.8 GDI.

In theory, the 2.0 FSI engine is economical and environmentally friendly. It is characterized as much more efficient than conventional injection engines. There are many advantages.

It must be admitted that if everything works as it should, then a car with 2.0 FSI and TFSI will appeal to many. You can count on a favorable performance to fuel consumption ratio. For example, the Audi A3 2.0 FSI consumes about 7.5-8 l/100 km on average, and the 200-horsepower version only consumes 2 liters more.

Perhaps this is why Volkswagen decided to develop turbocharged modifications of the engine, and FSI was withdrawn from sale. As a result, the TFSI found its way under the hood of many VW models and is currently the main engine for high-performance compacts, small sports cars and mid- and higher-class cars. If the 2.0 FSI was presented in only one boost variant - 150 hp, then the TFSI received several variations - from 170 to 272 hp.

Unfortunately, the 2-liter direct injection unit has a number of costly problems. In naturally aspirated versions, after 90-140 thousand km, carbon deposits - carbon deposits - appear on the intake valves. There are problems with camshafts and engine sensors. In addition, minor interruptions in engine operation are enough for the “Check Engine” message to appear.

In the case of a turbo engine, you should be wary of problems with the turbocharger and high oil consumption (sometimes up to 1 liter per 2000 km). In addition, there have been cases of carbon deposits on the intake valves and failure of sensors (for example, a knock sensor).

Carbon deposits on valves

Symptoms: uneven and rough operation, decreased power.

Repair: The problem mainly affects early versions of FSI. The software was later changed. Carbon deposits are removed in several ways: with special cleaning agents or mechanically.

Oil consumption

Symptoms: rapid drop in oil level, damage to the catalyst.

Repair: the problem is well known to official dealers. Excessive oil consumption mainly concerns the 200-horsepower version of the engine from the initial production period and the later 211-horsepower unit. There is only one solution - a major overhaul of the engine.

Technique

The 2-liter engine with direct fuel injection is a modern design. In addition to a special injection system, this engine has pistons and a 16-valve head made of aluminum alloy, an intake manifold with air flow control flaps, and a variable valve timing system.

A timing belt is responsible for the timing drive, but in some TFSI versions it is a chain (since 2008 - CAWA, CAWB, CCTA, CCZA and CCZC). The injection system uses a high pressure pump and an exhaust gas recirculation valve. The TFSI engine is constantly evolving, and currently the flagship version of the engine has a power of 272 hp.

Technical data 2.0 FSI / TFSI

Part 1

Note: * The engine can be powered by bioethanol; ** Option installed in Audi A4 series 8E (DTM version).

Part 2

Note: ***Only on Golf V GTI Edition, limited edition of 30 pieces; ****Only in Golf VI GTI Edition, limited edition of 35 pieces; ***** In Leon Cuprze; ****** In the Golf R - the manufacturer indicates a power of 271 hp.

Cost of spare parts ($) *

* For 2.0 TFSI / 200 HP (2006).

Application

The most common engines are in the following cars:

Audi A3 (2003-2012), Skoda Octavia II (2004-2013), Audi A5 (since 2008), Volkswagen Golf (2003-2008), Seat Leon (2005-2012), Volkswagen Passat (2006-2010).

Transcript

1 Self-study program 645 For internal use only Audi 2.0 l TFSI engines of the EA888 family Audi Service Training

2 With the four-cylinder TFSI engine, Audi completes the next stage of development, which is based on the power units of the 3rd generation. The new engine has a displacement of 2 liters and is offered in two power classes. One of them replaces the previous 1.8 l engine of the 3rd generation of the 1st power class (from 125 to 147 kW). The goal of further developments was to reduce CO 2 emissions and, due to legal requirements, soot microparticles. The 2.0 l BZ engine of the 3rd generation shows that even with an increase in displacement, fuel consumption can be reduced. The abbreviation “BZ” stands for B-cycle, the Miller thermodynamic cycle improved by Audi. The changes to the engines of both power classes are identical from a mechanical point of view. In this case, a number of measures were implemented to reduce friction. There are differences in gas exchange and the method of combustion of the mixture. The engine of power class 1 operates according to the Miller cycle, patented in 1947. In May 2015, it was presented at the Vienna International Engine Symposium as the most efficient gasoline engine in its class. More than 10 years earlier, Audi launched the first TFSI engine with turbocharging and direct injection into series production and laid the foundation for “Vorsprung durch Technik” (High-Tech Excellence) with the concepts of Downsizing and Downspeeding. This self-study program contains so-called QR codes, which allow you to open additional interactive forms of presentation of material (for example, animations), for more information, see “Information on QR codes” on page _002 Learning objectives of this self-study program: This self-study program describes the device and the operating principle of the 4-cylinder 2.0 l TFSI engine of the EA888 family of the 3rd generation MLBevo with outputs of 140 and 185 kW. After working through this self-study program, you will be able to answer the following questions: What are the mechanical differences between the engine and the 3rd generation power units? What innovations are there in the lubrication system, charging system, fuel system and fuel injection system? How does a power class 1 motor differ from a power class 2 motor? How does the Miller cycle work? 2

3 Contents Introduction Setting goals 4 Development of the engine family 5 Introduction Technical characteristics 6 2.0L TFSI engine 3rd generation MLBevo 8 2.0L TFSI engine 3rd generation MLBevo BZ (Audi ultra) 10 Engine mechanical part Crank mechanism 12 Cylinder block 14 Engine oil 0W Cylinder head 16 Chain drive 18 Engine control system Air mass meter 20 Work process 20 Cyclic process according to the Miller principle 21 New TFSI work process for Audi engines (B-cycle) 22 Maintenance Three-piece oil scraper rings 27 Scope of work for maintenance 27 Appendix Glossary of special terms 28 Test questions 29 Self-study programs 30 Information on QR codes 30 For notes 31 The self-study program contains basic information on the design of new car models, the design and operating principles of new systems and components. It is not a repair manual! The values ​​stated are for ease of understanding only and are valid for the data available at the time the self-study program was written. The self-study program is not updated. To carry out maintenance and repair work, it is necessary to use the appropriate technical literature. Terms in italics and marked with an arrow are explained in the glossary of technical terms at the end of this self-study program. Note Additional information 3

4 Introduction Setting goals With the introduction of the so-called Rightsizing ideology, the Audi brand takes another important step after implementing the concept of reducing engine displacement without reducing power and torque (Downsizing). In this case, innovative engine technologies are brought together and implemented in such a way that displacement, power and torque, as well as fuel consumption and operating conditions are optimally combined with each other. The engines are used for the first time in the newest generation of the Audi A4 (model 8W). In addition, further use is planned in numerous cars of the concern: both with a longitudinal and transverse engine arrangement. The descriptions given in this training program refer to Audi A4 engines (type 8W) with longitudinal layout at the time of production. In part-load operation, the new engines demonstrate the fuel consumption advantages of a power unit developed according to the Downsizing concept. At high loads, they have the advantages of a power unit with a large displacement. This ensures optimum efficiency and power characteristics throughout the entire engine speed range. 645_003 Further information Additional information on the first use of engines and on the fuel system can be found in self-study program 644 “Audi A4 (type 8W). Introduction". 4

5 Development of the engine family The engines of the EA113 or EA888 family have been used in numerous Audi models for several years and provide a broad basis for the use of petrol power units. When developing this engine family, the primary goal was to reduce fuel consumption and CO 2 emissions. However, the engine of this family is also installed in sports models, such as the Audi S3. The following is a brief overview of individual engine generations and their features. Engine generation EA888 3B Technological progress EA113 0/1 2 3 Year 645_010 Engine generation EA888 0/1 2 3 Important features and innovations The first EA888 TFSI engine from Audi. 1.8 L and 2.0 L options. Fuel system with flow feedback. Timing chain drive. Variable valve timing on the intake side. Oil supply with flow feedback. Audi valvelift system (AVS) on the exhaust side. Secondary air supply system for engines of vehicles with particularly low exhaust emissions (SULEV). Additional information Self-study program 384 “Audi 1.8 l 4V TFSI engine with timing chain drive”. Self-study program 436 "Changes to the 4-cylinder TFSI engine with timing chain drive". 3B See Glossary on page 28. Integrated Exhaust Manifold (IAGK). Innovative Temperature Management (ITM) with engine thermal management actuator. Pressurization system using a turbocharger with an electric wastegate. Dual fuel injection system (MPI and FSI). New TFSI workflow. Audi valvelift system (AVS) on the intake side. Replaces the 1.8 liter version. Self-study program 606 "Audi 1.8/2.0 l TFSI engines of the EA888 family (3rd generation)". 5

6 Introduction Technical characteristics Engine of power class 1 in the Audi A4 (model 8W) Power, kW Torque, N m Power, kW, in efficiency mode 1) Torque, N m, in efficiency mode 1) Speed, rpm 645_004 Features Technical characteristics 6 Engine letter Type CVKB Displacement, cm Piston stroke, mm 92.8 Cylinder diameter, mm 82.5 Number of valves per cylinder 4 Cylinder operating order Compression ratio 11.65: 1 4-cylinder, in-line Power, kW at rpm 140 at In efficiency mode: 140 at) Torque, N m at rpm 320 at In efficiency mode: 250 at) Fuel Engine management system Bosch MED Lambda regulation/knock regulation Mixture formation Exhaust gas aftertreatment system Ecological class CO 2 emissions, g/km 114 2) Unleaded gasoline with octane number 95 Adaptive lambda control, adaptive knock control System of sequential (dual) direct injection (FSI) and multipoint injection (MPI) with adaptive control of cylinder filling at idle Converter near the engine, lambda probe in front of the turbocharger and after the converter Euro 6 (W) 1) For more information on switching to efficiency mode and the associated change in the external speed characteristics of the engine, see page) Audi A4 Avant with front-wheel drive and S tronic gearbox. See Glossary on page 28.

7 Engine of power class 2 in the Audi A4 (model 8W) Power, kW Torque, N m Rotation speed, rpm 645_011 Features Technical characteristics Engine letter Type CYRB Displacement, cm Stroke, mm 92.8 Cylinder diameter, mm 82.5 Number of valves per cylinder 4 Cylinder operating order Compression ratio 9.6: 1 4-cylinder, in-line Power, kW at rpm 185 at Torque, N m at rpm 370 at Fuel Engine management system SIMOS 18.4 Lambda -regulation/knock regulation Mixture formation Exhaust gas aftertreatment system Ecological class Unleaded gasoline with octane number 95 Adaptive lambda regulation, adaptive knock regulation System of sequential (double) direct injection (FSI) and multipoint injection (MPI) with adaptive regulation of cylinder filling at idle running Converter near the engine, lambda probe in front of the turbocharger and after the converter Euro 6 (W) CO 2 emissions, g/km 129 1) /139 2) 1) Audi A4 sedan with front-wheel drive and S tronic gearbox. 2) Audi A4 Avant with quattro drive and S tronic gearbox. See Glossary of Special Terms on page

8 2.0 l TFSI engine 3rd generation MLBevo (performance class 2) The following are the most important differences from the 2.0 l TFSI engine 3rd generation. If the car is equipped with a start-stop system, version 2.0 is usually used. Further information on the versions of the start-stop system can be found in self-study program 630 “Audi TT (type FV). Introduction". The 2.0 L TFSI engine of the 3rd generation MLBevo is based on the 2.0 L TFSI power unit of the Audi A4 (type 8K) with an output of 165 kW (engine code CNCB). Piston In terms of geometry, it corresponds to the piston of the basic 165 kW engine. The material is similar to the piston of the Audi S3 engine (model 8V). Three-piece oil scraper ring. 645_016 Activated carbon adsorber system (AKF) Increased air flow. Noise reduction measures. 645_015 Engine control system Simos system Throttle valve with reduced air leakage. The throttle valve and high-pressure fuel pump are supplied by Bosch. Connecting the engine control unit to the FlexRay data bus. 645_014 8

9 Lubrication system Adaptation to free up space for electromechanical power steering (EPS) and the planned installation of a roll stabilization system. Thanks to the non-return valve in the oil filter module, maximum oil pressure is created more quickly at all lubrication points, especially on a cold engine. There is no check valve in the cylinder block or in the cylinder head. Increasing the oil volume between the minimum and maximum levels, so that even in the event of a particularly dynamic driving style, a sufficient amount of oil always remains in the intake area of ​​the oil pump. 645_017 Cylinder head Use of a different material due to higher power and therefore higher thermal load. Increasing the thickness of the cooling jacket. Adaptation of the valve mechanism due to higher power and therefore higher thermal load (e.g. sodium-filled exhaust valves). The turbocharger is designed for thermal stability up to 950 C. 645_018 Cylinder block Transition to the crankcase ventilation system via balancer shafts. Due to changes in the crankcase ventilation system, piston cooling nozzles require installation in a strictly defined direction, see repair manual. 645_012 Modifications compared to ULEV 125 (USA) No manifold injection (MPI). The ventilation hose of the crankcase ventilation system is diagnosed (legal requirement). 645_019 9

10 2.0 l TFSI engine 3rd generation MLBevo BZ (Audi ultra) (power class 1) The following are the most important differences from the 2.0 l TFSI engine 3rd generation MLBevo with 185 kW. Fuel system Increase pressure by 250 bar. Modifications to high pressure circuit parts. 645_021 Chain drive Longer damper shoes. Non-circular shape of the timing drive sprocket. Reduced tensioner force. Increased oil pump rotation speed, sprocket with 22 teeth (previously 24). 645_029 Engine control system Bosch MED system New operating process (BZ = B-cycle). Application of an air flow meter due to a new working process. 645_020 10

11 Other changes Bosch vacuum pump. More compact turbocharger, adapted thermodynamics. New engine oil 0W-20 (according to VW and VW 50900 approvals). Cylinder head Audi valvelift system (AVS) on the intake side. Modified intake ports. Masking of combustion chambers. The valve guides are completely integrated into the cylinder head body for better heat dissipation. Exhaust valve stem seals with double lip. 645_ _024 Piston Measures to reduce friction. Piston with modified bottom. 645_022 Crankshaft Reduced main bearing diameter. 645_ _025 11

12 Mechanical part of the engine Crank mechanism The main tasks in modernizing the crank mechanism were to reduce weight and reduce friction losses. At the same time, engines of power classes 1 and 2 have some features and differences. They are described below. Overview Piston Adaptation of the piston crown. Piston rings Three-piece oil scraper ring. Connecting rod The cover is separated by breaking off. Crankshaft Reduced main bearing diameter for engine power class 1. See Glossary of technical terms on page _040 12

13 Crankshaft The diameter of the main bearings for a power class 2 engine is the same as for a 3rd generation engine. For the Power Class 1 engine, the diameter of the main bearings has been reduced to the same size as the previous 1.8 l TFSI engine. Thanks to this, it was possible to further reduce weight. Both crankshafts have 4 counterweights. Performance class 1 Performance class 2 645_ _023 Pistons and valves For the performance class 2 engine, these components were adopted from the previous power unit. Only the piston rings have been modified: a three-element oil control ring is now used, see “Three-element oil control rings” on page 27. For the engine in performance class 1, further modifications have been made due to the increased compression ratio and the new TFSI operating process. The combustion chambers have increased swirl zones (valve masking), which required the use of smaller intake valves. Enlarged swirl zones improve mixing of fuel and air in the cylinder. The piston crown has corresponding recesses for the valves, complemented by an increase in height in the so-called epsilon zone. The intake and exhaust valves also have a longer stem. The diameter of the exhaust valves, on the contrary, has not changed. Power class 1 Power class 2 Valve masking Reduced intake valves Equally sized exhaust valves Adapted valve recesses Increased height epsilon zone Flow guide recess 645_ _027 13

14 Cylinder block Crankcase ventilation system As a result of the relocation of the Audi valvelift system (AVS) to the intake side for an engine in performance class 1, the crankcase ventilation system also had to be adapted. Instead of the previous sampling points in the crank chambers of cylinders 3 and 4, crankcase gases are now taken from the crank chambers in the area of ​​cylinders 1 and 2. From there, crankcase gases enter the housing of one of the balancer shafts. A slotted sleeve is added to the balancer shaft housing so that crankcase gases can flow through it. As a result of the rotation of the balance shaft, most of the oil (under the influence of centrifugal force) is separated from the crankcase gases (coarse oil separator) and flows back into the oil pan. The further route of the crankcase gases to the fine oil separator module on the cylinder head corresponds to the direction of the crankcase gases on the 2.0 l TFSI engine of the 3rd generation. Blow-by gas sampling points in crank chambers 1 and 2 Balancer shaft Blow-by gas flow to fine oil separator module 645_032 Slotted liner See Glossary of technical terms on page 28. Blow-by gases in the cylinder block Blow-by gases entry points into crank chamber 1 and 2 Additional information Additional information on the operation of the oil separator module can be found in self-study program 606 “Audi 1.8 l and 2.0 l TFSI engines of the EA888 family (3rd generation)”. 14

15 Piston cooling nozzles As a result of the transition to a crankcase ventilation system with the direction of the flow of crankcase gases around one of the balance shafts in a power class 1 engine, changes also had to be made during the manufacture of the cylinder block. This also affects the installation position of the piston cooling jets, which are no longer in contact with the crankcase. Previously, a support edge was used for these purposes. For this reason, when installing piston cooling nozzles on a new engine, it is necessary to pay attention to their exact location. Otherwise, reliable operation of the piston cooling system is not ensured. Previous version New version 645_ _026 Support edge for piston cooling nozzles on the crankcase Piston cooling nozzles that require installation in a specific position Additional information Additional information on installing piston cooling nozzles can be found in the repair manual! Note All changes and innovations described below apply exclusively to engines of power class 1. Engine oil 0W-20 To further reduce power losses due to friction and thereby reduce fuel consumption in engines of power class 1, engine oil of specification 0W-20 is used in accordance with VW and VW New approvals Motor oil has the following properties: It promotes rapid pumping because it has greater fluidity (lower viscosity). This allows the oil to reach the lubrication points faster. In addition, it is more beneficial for the driver who makes many trips over short distances, since there are fewer engine friction losses (less oil resistance). The new oil (greenish in color) has a chemical marker added to it, making it clearly identifiable in the laboratory. In addition, this oil can only be used for engines with the appropriate approval. Due to lower viscosity, oil pressure builds up more slowly. Therefore, on the 2.0 l TFSI engine of the 3rd generation MLBevo power class 1, the oil pump rotates slightly faster. In addition, a new check valve was installed in the oil filter housing. Note Observe the manufacturer's instructions for new engine oil, eg the current vehicle owner's manual. Observe the requirements for oil viscosity, as well as the corresponding tolerances for motor oils according to the inspection service tables. 15

16 Cylinder head While the cylinder head for the performance class 2 engine was adopted from the 3rd generation 2.0 l TFSI power unit, numerous changes were made to the cylinder head design for the performance class 1 engine. These were necessary to implement the new TFSI workflow. In addition, this promotes smooth running and reduces the tendency to detonation. The cylinder head of the engine in performance class 1 has the following changes: The Audi valvelift system (AVS) has been moved to the intake side. Adaptation of the cylinder head cover to the changed installation position of the Audi valvelift system (AVS). Increasing the compression ratio from 9.6:1 to 11.7:1 as a result of reducing the volume of the compression chamber: modified valve masking; reducing the height of the combustion chamber roof by 9 mm; changing the shape of the piston. FSI injectors were placed closer to the combustion chambers. The intake ducts have a new geometry, i.e. they are made more straight to optimize the movement of the air charge. The position of the spark plug and injector, as well as the shape of the piston, are adapted to the modified combustion chamber. The valve guides are completely integrated into the cylinder head body for better heat dissipation. Exhaust valve stem seals with double lip. Performance class 1 Cylinder head cover Valve lift control actuators 1 8 (AVS) F366 F373 Exhaust valve seals Intake ports Cylinder injectors 1 4 (FSI) N30 N33 Valve masking 645_031 16

17 Cylinder head cover and camshafts Due to the relocation of the Audi valvelift system (AVS), a suitably adapted cylinder head cover is used for engines in performance class 1. The connections for the valve lift control actuators of the Audi valvelift system (AVS) are therefore located on the intake side. The intake camshaft has external teeth on which the adjustable cam segments of the Audi valvelift system (AVS) are located. Performance class 1 Performance class 2 Cylinder head cover On the intake side: valve lift control actuators 1 8 (AVS) F366 F373 Cylinder head cover On the exhaust side: valve lift control actuators 1 8 (AVS) F366 F373 Intake camshaft with with movable cam segments Intake camshaft Exhaust camshaft Exhaust camshaft with movable cam segments 645_ _046 Additional information Additional information on the operating principle of the Audi valvelift system (AVS) can be found in self-study program 411 “Audi 2.8 l and 3 l engines .2 l FSI with Audi Valvelift System.” 17

18 Chain drive The principle design of the chain drive is largely adopted from the 3rd generation engine. But even in this case, improvement measures were taken. By reducing power losses due to friction, the power required to operate the chain drive has also been reduced. For the engine in performance class 1, even more significant changes have been made. The following is a list of measures taken. Chain direction The guide shoe is located between the sprockets of both camshafts. However, it practically does not touch the chain. To protect against chain jumping, the damper shoe was extended. It is bolted to the cylinder head. Stabilizer shoe Upper chain jump guard Stabilizer Lower chain jump guard Stabilizer Chain jump guard was placed on both ends of the guide. This measure has already been implemented in the current series production of the 3rd generation 2.0 l TFSI engine. 645_033 18

19 Balancer shaft drive The following modifications have been made to the balancer shaft drive to reduce friction: narrower chain design and reduction in the number of chain links from 96 to 94; smaller change in direction in the trajectory of the chain; new tensioner and damper shoes; new drive sprockets; chain damper with a softer characteristic. Balancer shafts Timing drive sprocket Timing drive sprocket The special design of the cam contours on the camshafts results in forces acting on the timing drive mechanism. Therefore, the timing sprocket on the crankshaft is not round: its shape resembles a clover leaf. This reduces the load on the chain, as well as the vibrations of the chain tensioner. This, in turn, made it possible to somewhat simplify the design of the tensioner (eliminate the pressure limiting valve). Oil Pump Oil Pump Drive The gear ratio has been changed so that the oil pump now rotates faster. The drive sprocket has 22 teeth instead of 24. This was required in order to ensure reliable supply of all lubrication points with the new 0W specification engine oil

20 Engine control system Air mass meter For engines in performance class 1, the MED control system from Bosch is used. In this system, the amount of intake air is recorded using an additionally installed air flow meter. It is necessary because during the active B-cycle the throttle valve is maximally open. As a result, detection of reverse flow is only possible using an air flow meter. 645_034 Working process In an engine of performance class 1, Audi is using a new working process for the first time. This measure has also been taken to reduce fuel consumption. This is achieved mainly by reducing the compression phase. In the history of internal combustion engines, actions of a similar nature were taken quite early on, which were supposed to increase the efficiency of gasoline engines (for example, the Atkinson cycle and the cyclic process according to the Miller principle). Atkinson Cycle Already in 1882, James Atkinson introduced a power unit with which he intended to significantly increase the efficiency of the internal combustion engine. At the same time, in this way he wanted to circumvent the patents relating to the 4-stroke engine developed by Nikolaus August Otto. In the Atkinson engine, all four strokes are implemented in one revolution of the crankshaft through a crank mechanism of an appropriate design. Since for this the crankshaft must move the piston upward twice, Atkinson made the length of these movements different. The compression stroke was shorter and the expansion stroke (power stroke) longer. Due to the kinematics of such a crank mechanism, the compression ratio is less than the expansion ratio. The piston stroke and exhaust stroke are longer than the intake and compression strokes. The intake valve closes very late, after BDC (bottom dead center) in the compression stroke. The advantage is that a higher expansion ratio results in higher efficiency. The working stroke lasts longer, due to which the amount of thermal energy lost in the exhaust gases is reduced. The disadvantage is that only relatively little torque is available in the lower speed range. To consistently deliver power without stalling, the Atkinson engine must operate at a fairly high speed. To implement the Atkinson cycle, a crank mechanism of a very complex configuration is required. Piston at bottom dead center (BDC) between intake and compression Piston at bottom dead center (BDC) between power stroke and exhaust Piston stroke during intake stroke Piston stroke during power stroke 645_ _036 Read this QR code and learn more about the Atkinson cycle . 20

21 Cyclic process according to the Miller principle Another possibility to change the degree of compression and expansion is the Miller cycle. Inventor Ralph Miller patented this principle in 1947. His goals were to implement the Atkinson cycle in engines with a conventional crank mechanism and use its advantages. At the same time, he deliberately abandoned the complex crank mechanism, which is installed in power units operating on the Atkinson cycle. Previously, the Miller cycle was used primarily in engines of some Asian automakers. Operating principle The Miller cycle engine uses a special valve control system. Primarily, it serves to close the intake valves earlier compared to a conventional gasoline engine. This causes the following features (especially during the intake stroke): reduction in the amount of intake air; approximately constant compression pressure; reducing the compression ratio; increasing the degree of expansion. Advantages By changing the valve opening time, i.e. by increasing the expansion ratio, the power can be controlled without throttling and thus significantly increase the efficiency. Reducing the compression ratio leads to a decrease in the content of nitrogen oxides in the exhaust gases. The charge temperature of the mixture is lower. Combustion of the mixture improves. Disadvantages Less torque at low speed. This disadvantage can be compensated for, for example, by supercharging. Decrease in efficiency due to reduction in effective compression ratio. This disadvantage can be compensated for by supercharging and cooling the charge air. At least one change in valve timing on the camshaft is required. 21

22 New TFSI workflow for Audi engines (B-cycle) The new TFSI workflow for the 2.0 l TFSI engine in performance class 1 is essentially a modified Miller cycle. Fuel consumption figures may be lower than those of the comparable 3rd generation 1.8L TFSI engine, although internal friction is higher due to the larger displacement. The valve opening timing on the intake side is varied using the Audi valvelift system (AVS). To do this, the AVS system switches to a cam, which firstly results in a different valve opening time (early closing of the intake valves) and, secondly, reduces the opening stroke of the intake valves. This workflow is referred to as the "boosted workflow" ("B-cycle"). However, from a physical point of view, this does not result in an extension of the expansion phase, but a shortening of the compression phase. That is, the expression “extended stroke” would be completely adequate when comparing such a process with a conventional engine of a smaller displacement, which, with a reduced piston stroke, would have a comparable compression ratio. Comparison of valve and cylinder positions At part load At full load High base compression ratio. The intake valve closes early. Brief opening of the valve. Very low exhaust emissions. The intake valve closes late. Prolonged opening of the valve. High torque. Great power. Due to the smaller stroke, the intake valve does not open wide. As a result, the flow area is smaller. Due to the full stroke, the intake valve opens to its normal width. As a result, the flow area 645_042 is larger than 645_043 Valve stroke control using the Audi valvelift system (AVS) There are two cam profiles on the cam segments for each valve. The valve timing, controlled by the cams, is designed to achieve the desired engine performance. The adjustable parameters are the duration and moment of valve opening, as well as the valve stroke (flow area). In the case of small cam profiles (shown in green in the illustration), the opening duration is Varying height 140 crank angle. At full valve stroke, the cam profile, realized by large cam profiles (in the illustration, the 140 kV influencing the stroke is shown in red), the duration of valve opening reaches 170 crankshaft rotation angle. 170 KV 645_052 22

23 Characteristics The new operating process of the TFSI engines of Audi engines is characterized by the following features: activation in engine part-load mode; shortened compression stroke (similar to the Miller cycle); the expansion ratio is greater than the compression ratio (similar to the Miller cycle); increased geometric compression ratio; changes in the design of the combustion chamber (masking, valve diameter, piston shape); modified intake channels in the cylinder head (flow swirl). Comparison of piston position during the compression stroke The illustrations below compare the piston position at the moment of closing the intake valve (ES) for a 2.0L TFSI 3rd generation engine with conventional operation and for a 2.0L TFSI 3rd generation engine with a new B-cycle. They show the piston positions at ES (hv = 1.0 mm) for the 3rd generation 2.0 l TFSI engine with the new B-cycle compared to the 3rd generation 2.0 l TFSI engine with conventional operating speed engine 2000 rpm and effective average pressure (p me) 6 bar. 3rd generation 2.0l TFSI engine with conventional operating procedure 2.0l 3rd generation TFSI engine with new operating process (B-cycle) Piston stroke during the intake stroke The intake valve closes at a crank angle of 20 BC The intake valve closes at a crank angle of 70 BC 645_041 Read this QR code and learn more about cylinder head modifications. Read this QR code and learn more about the changes throughout the engine. 23

24 Operating modes Engine starting Warm-up phase Engine operation at operating temperature B-cycle operation Full load performance Efficiency mode Intake camshaft in small cam position, which means shorter valve stroke, short intake phase 140 crank angle and short opening of the intake valve . When starting the engine, depending on the engine temperature, fuel injection (single, multiple) is carried out during the compression stroke and (or) the intake stroke. Up to a coolant temperature of 70 C, direct fuel injection (FSI) is carried out once or twice. Depending on the speed, load and temperature, the system switches to multipoint injection (MPI) mode. Depending on the load according to the B-cycle or according to the characteristics for full load. The engine operates on a B-cycle at idle and in the part-load range. Intake camshaft in small cam position. Up to an engine speed of 3000 rpm in the low and part load range, fuel injection is carried out using MPI injectors. The intake flaps are only adjustable in the low load range. The throttle valve opens as much as possible. The boost pressure increases (to an absolute pressure of 2.2 bar). This ensures that the cylinder is well filled with intake air during a short opening of the intake valve. Switching the intake camshaft to the full load cam profile using the Audi valvelift system (AVS). Here the intake phase is realized at 170 crankshaft rotation angle. The intake flaps are open in the full load range. Fuel injection is carried out according to the specifications in direct injection (FSI) mode. Depending on the requested power, up to 3 injections can be carried out. In this case, both the amount of fuel injected and the timing of the corresponding injection can vary. The throttle valve in this case goes into normal operating mode. When the driver selects the engine efficiency mode in Audi drive select, the engine control unit limits the engine torque to 250 Nm and the 140 kW output is then only available at a speed of 5300 rpm. Oil pump control stages 320 Nm 140 kW Mean effective pressure, bar Low pressure High pressure Engine speed, rpm 645_049 24

25 Fuel injection and cooling system 320 N m 140 kW Mean effective pressure, bar Direct fuel injection (FSI) Multiport fuel injection (MPI) Coolant temperature 105 C Engine speed, rpm 645_050 Intake flaps and Audi valvelift system (AVS) ) 320 N m 140 kW Average effective pressure, bar AVS with small valve stroke 1 AVS with large valve stroke Intake flaps closed Engine speed, rpm 645_051 1 Threshold for switching back from long valve stroke to small 25

26 Processes in the cylinder The following describes the conditions occurring in the combustion chamber in comparison with a conventional gasoline engine. Power stroke Intake The piston moves from TDC to BDC. Normal operating process New operating process (B-cycle) The intake valve closes significantly before the piston reaches BDC. After the intake valve closes, the pressure in the cylinder begins to decrease as the piston continues to move downward. Compression The piston moves from BDC to TDC. First the pressure drop must be compensated. At a crank angle of 70 before TDC, the pressure in the cylinder is again equalized with the pressure in the intake tract. During normal working processes, the pressure at this point is already higher. Thanks to the higher geometric compression ratio, the pressure increases faster in the new process. The pressure at TDC is approximately the same (12 bar). In general, the average pressure level in the new process is higher, so it has a higher efficiency. Beginning of the power stroke The piston moves from TDC to BDC. During expansion with a new operating process, due to the smaller volume of the combustion chamber, the pressure level is higher. Exhaust The piston moves from BDC to TDC. At this stage, the new operating process, due to different mass characteristics of the mixture and other thermal transitions, provides a slight efficiency advantage. 26

27 Maintenance Three-piece oil control rings Three-piece oil control rings consist of 2 thin steel plates and an expander. The expander presses steel plates (oil scraper rings) against the cylinder wall. Three-piece oil scraper rings can adapt very well to the shape of the cylinder despite their low pressing force. They have less friction and remove oil from the cylinder walls. Installation recommendations When installing, it is necessary to ensure the correct position of the oil scraper ring expander. This is especially important for pistons supplied with pre-installed rings. The ends of the expander can overlap each other. Therefore, to facilitate control, both ends are colored marked. The ends of the expander must not overlap, as otherwise the functioning of the oil scraper ring will not be ensured. During installation, the locks of the three-element oil scraper ring should be positioned around the circumference with an offset of 120 relative to each other. Lock Three-piece oil control ring, consisting of: Upper steel plate Ring expander Lower steel plate Color mark 1 Color mark 2 645_045 Note When installing three-piece oil rings on pistons, strictly follow the relevant procedure instructions in the repair manual. Scope of maintenance work Oil change Air filter replacement interval Spark plug replacement interval According to the maintenance indicator depending on driving style and operating conditions: from km/1 year to km/2 years km km/6 years Fuel filter replacement interval Timing drive Chain (replacement is not provided as part of the maintenance) Note The data in the current service literature always takes precedence. 27

28 Appendix Glossary of Specific Terms This glossary provides explanations for all terms that are italicized and marked with an arrow in the self-study program text. Crankcase gases Crankcase gases are gases that penetrate into the engine crankcase from the combustion chambers between the piston and the cylinder wall. The reason for their penetration is high pressure in the combustion chamber and completely normal operating clearances of the piston rings. The ventilation system removes these gases from the engine crankcase and supplies them to the combustion chambers. Connecting rod with a cover that can be separated by breaking off. This name for connecting rods is explained by the technology of their manufacture. The connecting rod rod and the connecting rod cap are separated from each other by deliberate breaking (snapping). The advantage of this technology is the exact alignment of the faults of both parts with each other with high connection accuracy. Fracture surfaces Engine power class In the Federal Republic of Germany, according to the Federal Law on the Protection against Harmful Exposures of Smoke and Wastewater (Ordinance on Emission Limit Values ​​for Internal Combustion Engines) in accordance with the Directive of the European Parliament, mobile work machines are divided into power classes. There are stages I, II, IIIA, IIIB and IV, as well as power classes 19 kW 36 kW, 37 kW 55 kW, 56 kW 74 kW, 75 kW 129 kW and 130 kW 560 kW, and the distinction is made on the basis of variable and fixed frequency rotation. MPI Abbreviation for Multi Point Injection (multiple point injection) refers to the fuel injection system of gasoline engines, in which fuel is injected before the intake valves, i.e. into the intake manifold. In some engines it is used in combination with the FSI direct fuel injection system. 645_054 Location of target failure MPI FSI injector The abbreviation for Fuel Stratified Injection is used in petrol engines to refer to Audi's technology for direct fuel injection into the combustion chamber. Fuel is injected under pressure up to 200 bar. 645_053 Intake manifold FSI injector Combustion chamber 645_055 28

29 Test questions 1. With the release of the Audi A4 (model 8W) on the market, the use of a new engine oil (0W-20) began. What engines can it be used for? a) Only for high power engines, i.e. S models. b) For all new engines as well as all older engines. c) For new petrol and diesel engines which are designed for this purpose. 2. What has been changed in the crankcase ventilation system of the new 2.0 l TFSI engine compared to the previous engines (EA888 3rd generation)? a) The system provides for upper oil separation. Fresh air ventilation is activated when the engine load is high. b) A new tap point is used for crankcase exhaust ventilation. It is located at one of the balancer shafts. The further exhaust ventilation path and purification of crankcase gases, as well as fresh air ventilation, are the same as those of the previous generation engines. c) Nothing has changed in the crankcase ventilation system of the new 2.0 l TFSI engines on the Audi A4 (type 8W) compared to the 3rd generation EA888 engine. 3. What is the purpose of the Audi valvelift system (AVS) of the 2.0 l TFSI engine with the designation CVKB? a) The Audi valvelift system (AVS) is activated if the electronic engine management system requests B-cycle operation in the partial load range. Due to this, a smaller stroke is realized on the intake valves and their opening time is reduced. b) When the Audi valvelift system (AVS) moves the cam segments on the exhaust camshaft based on a signal from the electronic engine management system, the valves open to a smaller width. This ensures an optimal exhaust flow into the turbocharger at low engine speeds, and thus a faster build-up of charge pressure. c) If the Audi valvelift system (AVS) is activated by the engine electronics in the part-load range, the valves on two cylinders stop opening. Solutions: 1 c; 2 b; 3 a 29

30 Self-study programs Additional information on the technical features of the EA888 family of engines can be found in the following self-study programs: Self-study program 384 “Audi 1.8 l 4V TFSI engine with timing chain drive” Self-study program 411 “Audi 2.8 l and 3.2 l engines FSI with Audi Valvelift System" Engine mechanical part. Fuel system with flow feedback. Audi valvelift system (AVS) valve lift control system. Self-study program 436 “Changes to the 4-cylinder TFSI engine with timing chain drive” Oil pump with flow feedback (volume flow). Self-study program 606 “Audi 1.8 l and 2.0 l TFSI engines of the EA888 family (3rd generation)” Supercharging. Mechanical part of the engine. High and low pressure fuel system. Self-study program 626 “Audi engine structure” Self-study program 644 “Audi A4 (model 8W). Introduction" Basic information about the mechanics of the engine and subsystems. Fuel system. Information on QR codes For better understanding of this self-study program, additional multimedia materials are provided (animations, videos or Mini-WBT training mini-programs). The text of the self-study program contains links to these materials in the form of so-called QR codes (square bar codes consisting of dots). To open such material on the screen of a tablet or smartphone, you need to read the corresponding QR code with this device and go to the Internet address contained in it. The mobile device must be connected to the Internet. A QR code reader (QR scanner) application must be installed on your tablet or smartphone, which can be downloaded from the App Store for Apple devices or Google Play for Android (Google) devices. Some media may also require additional applications (player) to play. To view multimedia materials on a desktop computer or laptop, you need to click on the corresponding QR code in the pdf version of the self-study program and the material will be opened online after logging into GTO. All media content is managed by the Group Training Online (GTO) learning content platform. To use it, registration on the GTO portal is required. After reading the QR code, you will need to log in before viewing the first material. On iPhone, iPad, and many Android devices, you can save your login credentials in your mobile browser. This makes subsequent logins easier. Be sure to enable PIN lock on your device to prevent unauthorized use. Please note that downloading multimedia materials on mobile networks can result in very significant costs, especially when using the Internet while roaming abroad. You are entirely responsible for these costs. The best option is to download multimedia materials via a WLAN (Wi-Fi) connection. Apple is a registered trademark of Apple Inc. Google is a registered trademark of Google Inc. thirty

31 For notes 31

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