Since the Volkswagen Group is German, official internal combustion engine performance ratings are published using the International System of Units (commonly abbreviated "SI"), a modern form of the metric system of figures. Motor vehicle engines will have been tested by a Deutsches Institut für Normung (DIN) accredited testing facility, to either the original 80/1269/EEC, or the later 1999/99/EC standards.[citation needed] The standard initial measuring unit for establishing the rated motive power output is the kilowatt (kW);[citation needed] and in their official literature, the power rating may be published in either the kW, or the 'Pferdestärke' (PS, which is sometimes incorrectly referred to as 'metric horsepower'), or both, and may also include conversions to imperial units such as the horsepower (hp) or brake horsepower (bhp). (Conversions: onePS ˜ 735.5watts (W), ˜ 0.98632hp (SAE)). In case of conflict, the metric power figure of kilowatts (kW) will be stated as the primary figure of reference. For the turning force generated by the engine, the Newton metre (Nm) will be the reference figure of torque. Furthermore, in accordance with European automotive traditions, engines shall be listed in the following ascending order of preference:[citation needed]
The EA111 series of internal combustion engines was initially developed by Audi under Ludwig Kraus's leadership and introduced in 1974 in the Audi 50 and shortly after, in the original Volkswagen Polo. It is a series of water-cooled inline three- and inline four-cylinder petrol and diesel engines, in a variety of displacement sizes. This overhead camshaft engine features a crossflow cylinder head design. The camshaft is driven by a toothed belt from the crankshaft, this belt also provides the drive for an intermediate shaft that internally operates the oil pump, ignition distributor and coolant pump. Other "V" belt-driven accessories are the alternator and (if fitted) power steering, and air-conditioning pump. In transverse mount configuration, the exhaust side is towards the vehicle firewall, in longitudinal configuration, the exhaust side is to the right as you face front in either left or right-hand drive vehicles.
The EA211 engines are a completely new four-cylinder turbocharged and direct-injection TSI engines. Compared to its predecessor, the EA211 series is significantly more compact, with installation length 50mm (2.0in) shorter, thus offering more interior space. The installation position of the engines has also been optimised. Just as in the diesels, the petrol engines are now mounted with the exhaust side facing backwards and tilted at an angle of 12 degrees. The weight of these petrol engines made of die-cast aluminium is only 97kg (214lb) for the 1.2 TSI and 106kg (234lb) for the 1.4 TSI. The crankshaft alone became lighter by 20 per cent; the connecting rods lost 30 per cent of their weight. In addition the connecting rod bearing journals are now hollow-drilled and pistons now come with flat bottoms, all of them optimized for lower weight. Regarding thermal management, the EA211 petrol engine is equipped with a modern dual-circuit cooling system. That means that a high temperature circuit with a mechanically driven cooling pump cools the basic engine, while a low temperature circuit flows through the intercooler and the turbo-charger casing. The cylinder-head circuit heats the cabin's interior. The exhaust manifold is integrated into the cylinder head, enabling the engine to warm up more quickly, in turn making heat available quickly for the passenger cabin. At high loads, the exhaust is cooled by the coolant, lowering fuel consumption.
EA 824, EA 825
EA 824 and EA 825 are families of twin turbo 90 degrees V8 spark ignition engines.
Audi uses the EA 824, while Porsche uses EA 825 for Panamera Turbo.[2]
EA 825 uses two twin-scroll turbochargers, iron coating on the cylinder linings, 250bar (3,626psi) fuel injector at centre of combustion chamber, cylinder deactivation at 950-3500rpm with a 250N⋅m (184lb⋅ft) torque limit.[3]
EA 839
EA 839 is a family of turbocharged 90 degrees V6 spark ignition engines. It includes steel cylinder liners, balancer shaft located within the vee, maximum compression ratio of 11.2:1, bore and stroke of 84.5mm ×89mm (3.33in ×3.50in).[4]
EA888
The EA888 engines are a family of three and four-cylinder engines that are currently in use across the Volkswagen Group. An EA888 family is an Audi-designed unit that features some of the latest engine technology such as direct fuel injection, sintered camshaft lobes, thin-walled engine block, variable valve timing and lift for intake and exhaust valves, downstream oxygen sensors, exhaust manifold integrated into the cylinder head, exhaust gas recirculation and cooling, distributors coil-on-plug ignition, lightweight engine internals, slide valve thermostat (some variants), and the addition of port fuel injection to aid low load fuel consumption and cold start emissions. The port fuel injection also aids in reducing the potential carbon deposits that can occur in direct-injected engines. As of 2016, the 'dual injection' system has not been offered in North American markets. Still, Volkswagen has made numerous enhancements to their engine designs such as the positive crankcase ventilation, repositioning injectors and more to lessen the potential that carbon deposits accumulate on intake valves. Currently, the EA888 engine is available in two sizes: 1.8T and 2.0T. Engine output ranges from 111kW (151PS; 149bhp) to over 223kW (303PS; 299bhp). A concept car based on the Volkswagen Golf R, dubbed R400, produced 395 hp from 2 litres of displacement. Furthermore, the R400 would be able to accelerate from 0–100 in just 3.8 seconds, thanks to a haldex 4-wheel drive system, and a 6-speed DSG gearbox.
The EA827 family of internal combustion engines was initially developed by Audi under Ludwig Kraus leadership and introduced in 1972 in the Audi 80, and was eventually superseded by the EA113 evolution introduced in 1993. Both share the same 88mm (3.46in) cylinder spacing. The latter EA113 was updated with Fuel Stratified Injection (FSI) direct injection, to be topped by the 200kW (272PS; 268bhp) 2.0TFSI used in the Audi TTS. Forty million engines have been produced. This range will eventually be superseded by the all new EA888 project, introduced with the 1.8 TSI/TFSI below, but the EA113 still remains in production.
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): camshaft-driven single-piston high-pressure injection pump supplying up to 150bar (2,180psi) fuel pressure in common rail fuel rail, four combustion chamber sited direct injection sequential fuel injectors, mounted on the intake side between the intake port and cylinder head gasket level, homogeneous mixing, stratified lean-burn operation with excess air at part load; 95RON ultra-low sulphur unleaded petrol (ULSP)
ignition system & engine management
centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; electronic engine control unit (ECU), knock control via a single knock sensor, permanent lambda control, EU5 compliant
DIN-rated motive power & torque outputs
63kW (86PS; 84bhp) at 4,800 rpm; 160N⋅m (118lbf⋅ft) at 1,500–3,500 rpm — CBZA; Volkswagen Golf Mk6 (05/10->), Audi A1
66kW (90PS; 89bhp) at 4,500 rpm; 160N⋅m (118lbf⋅ft) at 1,500–3,500 rpm — CBZC; Volkswagen Polo (05/11->)
77kW (105PS; 103bhp) at 5,000 rpm; 175N⋅m (129lbf⋅ft) at 1,550–4,100 rpm — CBZB; SEAT Ibiza
EA211 engine family. Turbocharged and direct-injection TSI engines with a four-cylinder, four-valve layout and belt driven camshafts.
1.2 TSI 66kW
The entry-level petrol engine. Turbocharging produces a maximum torque of 160 Nm (at 1,400 to 3,500 rpm).
1.2 TSI 77kW
The improved performance version of the 1.2 TSI Green tec, which includes a start/stop system and brake energy recuperation, manages an output of 77kW (105hp). This TSI engine provides a maximum torque of 175 Nm at between 1,400 and 4,000 rpm.
1.4 R4 16v TSI/TFSI
Based on the EA111, this new engine was announced at the 2005 Frankfurt Motor Show, to be first used in the Mk5 Golf GT, the 125kW 1.4-litre TSI engine is a "Twincharger", and uses both a turbocharger and a supercharger. Its displacement downsizing leads to improved fuel economy, with 14% more power than the 2.0FSI, but consuming 5% less fuel. The mechanical supercharger compressor, driven at 5times the speed of the crankshaft, mainly operates at low engine speeds from idle up to 2,400revolutions per minute (rpm) to increase low-end torque. At engine speeds just above idle, the belt-driven supercharger provides a boost pressure of 1.75bar (25.4psi). The turbocharger assumes full effectiveness at middle revs, and the engine map disengages the clutch-controlled supercharger at a maximum upper limit of 3,500rpm; the supercharger will then be bypassed once the turbocharger spools up and reaches sufficient speed to provide adequate boost in the upper rev-ranges. This engine is made at Volkswagen-Motorenfertigung, Chemnitz.
In 2007, Volkswagen announced the 90kW model which will replace the 1.6 FSI 85kW (116PS; 114bhp) engine. This engine differs from the 103kW and 125kW models in several ways. It uses only one method of forced induction – a turbocharger (and not a supercharger), and has water-cooled intercooler. The engine has reduced frictional losses, optimised camshafts, new intake ports, and new high-pressure injector valves. It is also 14kg (31lb) lighter than the 125kW model, in order to improve fuel economy and reduce emissions.
90 to 96 kW variants — two-part plastic intake manifold, turbocharger incorporated in exhaust manifold with maximum boost pressure 1.8bar (26.1psi), water-cooled intercooler integrated into intake manifold
103 to 125 kW variants — multi-ribbed belt-driven fifth-generation EatonRoots-type positive displacement supercharger operated by a magnetic clutch integrated in a module inside the water pump, internal step-down ratio on the input end of the synchronisation gear pair, and KKK turbocharger with integrated wastegate connected in series, administrated by a control flap, 2.5bar (36.3psi) pressure at 1,500rpm, front-mounted intercooler (FMIC)
fuel system
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): camshaft-driven single-piston high-pressure injection pump supplying up to 150bar (2,180psi) fuel pressure in common rail fuel rail integrated into the inlet manifold, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, mounted on the intake side between the intake port and cylinder head seal level, homogeneous mixing, stratified lean-burn operation with excess air at part load,
90 to 103 kW variants — 95 RON ultra-low sulphur unleaded petrol (ULSP)
110 to 125 kW variants — 98 RON 'Super Unleaded' ultra-low sulphur unleaded petrol (ULSP) – 95RON may be used, but will result in lower power output
cast iron exhaust manifold (with integrated turbocharger), one catalytic converter, two heated oxygen sensors monitoring pre- and post catalyst exhaust gases
Was winner of the "1.0-litre 1.4-litre" category for six consecutive years in the 2006, 2007, 2008, 2009, 2010 and 2011 annual competition for International Engine of the Year.
For 2012, these newly developed generation of modern petrol engines are manufactured at the Škoda Auto plant in Mladá Boleslav.
identification
parts code prefix: 04E
description
1.4 TFSI Green tec engine with 110kW (140hp). This engine achieves its maximum torque of 250 Nm at 1,500 to 3,500 rpm.
In North American market it is referred to as CZTA type engine (150hp). In Chilean market it is referred to as CHPA type engine (140hp) or CZDA type engine (150hp).
New lightweight aluminum construction, an integrated (into the head) exhaust manifold, and a toothed-belt drive for its double overhead camshaft valvetrain that incorporates variable intake and exhaust timing. The only aspect to be carried over from the EA111 engine that preceded it is the 82mm cylinder spacing. The cylinder bore was decreased by 2mm (to 74.5mm) while the stroke was increased to 80mm, a change which helps compactness, increases torque, and is ideal for adding boost.
DIN-rated motive power & torque outputs, ID codes
90kW (122PS; 121bhp) at 5,000 rpm; 200N⋅m (148lbf⋅ft) at 1,500-4,000 rpm — CMBA, CPVA
92kW (125PS; 123bhp) at 5,000 rpm; 200N⋅m (148lbf⋅ft) at 1,500-4,000 rpm — CZCA, CPVB
103kW (140PS; 138bhp) at 5,000 rpm; 250N⋅m (184lbf⋅ft) at 1,500-4,000 rpm — CHPA, CPTA
110kW (150PS; 148bhp) at 5,000 rpm; 250N⋅m (184lbf⋅ft) at 1,500-4,000 rpm — CZDA, CZEA, CZTA
1.5 TSI (EA211 Evo)
identification
parts code prefix: 05E
description
1.5 TFSI Green tece engine
DIN-rated motive power & torque outputs, ID codes
96kW (131PS; 129bhp) at 5,000 rpm; 200N⋅m (148lbf⋅ft) at 1,400-3,500 rpm — DACA
110kW (150PS; 148bhp) at 5,000 rpm; 250N⋅m (184lbf⋅ft) at 1,500-3,500 rpm — DADA, DPCA
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 16 valves total, double overhead camshaft (DOHC)
fuel system & engine management
multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; BoschMotronic electronic engine control unit (ECU)
This engine is also used in a very high state of tune in the one-make Formula Palmer Audi (FPA) open-wheeledauto racing series. It develops 300bhp (224kW; 304PS), with an extra 60bhp (45kW; 61PS) available from a driver operated 'push-to-pass' turbo boost button. Based entirely on road-car production engines and prepared and built by Mountune Racing, it only differs by utilising a Pi ResearchPectel electronic fuel injection and a water-cooled Garrett T34 turbocharger with closed-loop boost control.
Furthermore, an even higher 'step up' version of this engine is used in the later European-based FIA Formula Two Championship. Developed as a pure race engine and again built by Mountune Racing, this variant includes many all-new lightweight components, and has been converted to a dry sumplubrication system. For its initial 2009 season, it produced a continuous maximum power of 400bhp (298kW; 406PS) at 8,250revolutions per minute (rpm), and includes a limited duration 'overboost' to 450bhp (336kW; 456PS), aided by an all-new Garrett GT35 turbocharger and a Pi Research Pectel MQ12 ECU. From the 2010 season, base power is increased to 425bhp (317kW; 431PS), and with overboost to 480bhp (358kW; 487PS).
multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; mapped direct ignition with four individual direct-acting single spark coils; BoschMotronic ME7.5 (MBE975F on Industrial variants) electronic engine control unit (ECU), red line: 6,500rpm, rev limit 6,800rpm
Mass 149kg ('BAM' engine, dry)
DIN-rated motive power & torque outputs, ID codes, applications
CG25 grey cast iron with liquid-blasted cylinder bore honing; 88mm (3.46in) cylinder spacing, five main bearings, die-forged steel crankshaft, two simplex-roller chain driven balance shafts
cylinder head & valvetrain
cast aluminium alloy; modified inlet duct geometry for high tumble values providing superior knock resistance, four valves per cylinder (exhaust valves sodium filled for increased cooling), 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, belt and roller-chain driven double overhead camshaft (DOHC), continuous intake camshaft adjustment (42° variance from crankshaft)
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump, Fuel Stratified Injection (FSI): inlet camshaft double-cam driven Hitachi single-piston high-pressure injection pump maintaining a pressure between 30 to 110bar (440 to 1,600psi) in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled fuel injectors, air-guided combustion process, multi-pulse injection with homogeneous mixing, stratified lean-burn operation with excess air at part load
ignition system & engine management
centrally positioned Bosch longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED9.1 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
secondary air injection pump for direct injection into exhaust ports to assist cold start operation, cast iron exhaust manifold (with integrated turbocharger), one primary and one main ceramic catalytic converters, four heated oxygen sensors monitoring pre- and post catalyst exhaust gases
186kW (253PS; 249bhp) at 5,000–6,000 rpm; 370N⋅m (273lbf⋅ft) at 1,600–4,500 rpm — CDLA — Audi A5 (B9; 45 TFSI)
188kW (256PS; 252bhp) at 6,000 rpm; 330N⋅m (243lbf⋅ft) at 2,400–5,200 rpm — CDL — Audi S3 (8P), Golf R (Australia, Japan, Middle-East and North America)
195kW (265PS; 261bhp) at 6,000 rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000 rpm — BHZ — Audi S3 (8P)
195kW (265PS; 261bhp) at 6,000 rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000 rpm — CDL — Scirocco R
195kW (265PS; 261bhp) at 6,000 rpm; 350N⋅m (258lbf⋅ft) at 2,300–5,200 rpm — CDLA — Audi S3 (8P), Audi TTS, SEAT León Cupra R Mk2 facelift, VW Scirocco R
199kW (271PS; 267bhp) at 6,000 rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000 rpm — CDLF — Golf R (Europe)
200kW (272PS; 268bhp) at 6,000 rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000 rpm — CDLB — Audi TTS (Europe)
notes
the 162kW (only Polo R WRC) and higher versions have stronger pistons and gudgeon pins, new rings, reinforced connecting rods, new bearings, reinforced cylinder block at the main bearing pedestals and cap, new lightweight aluminium-silicon alloy cylinder head for high temperature resistance and strength, adjusted exhaust camshaft timing, increased cross-section high-pressure injectors, 1.2bar (17.4psi)(value only valid for Audi S3(8P)) boost pressure K04 turbocharger with larger turbine and compression rotor (S3, Cupra, GTI Edition 30), of which some components are NOT shared with the lower output variants
references
The 2.0L FSI Turbocharged Engine – Design and Function. Self-Study Program (Course Number 821503ed.). Auburn Hills, MI: Volkswagen of America, Inc. August 2005. "Audi A3 Sportback – in depth". WorldCarFans.com. AUDI AG. 19 July 2004. Archived from the original on 30 July 2013. Retrieved 2 September 2009.
awards
Was winner of the "1.8-litre 2.0-litre" category for four consecutive years in the 2005, 2006, 2007 and 2008 annual competition for International Engine of the Year,
Was placed for four consecutive years in the 2006, 2007, 2008 and 2009 annual list of Ward's 10 Best Engines
This latest EA888 family of internal combustion engines is anticipated to be an eventual complete replacement of the EA113 range. It was wholly designed and developed by AUDI AG. The only common feature with its predecessors is the sharing of the same 88mm (3.46in) cylinder spacing – which keeps the engine length relatively short, meaning it can be installed either transversely or longitudinally. Greycast iron (GJL 250) remains the choice material for the cylinder block and crankcase, due to its inherent good acoustic dampening properties. This all-new EA888 range is notable for utilising simplex roller chains to drive the two overhead camshafts, instead of the former engines' toothed-rubber timing belt. Like the final developments of the former EA113 engine generation, all EA888s only use the Audi-created Fuel Stratified Injection (FSI) direct injection. Furthermore, EA888 engines are also able to utilise the Audi-developed 'valvelift' technology, which complements the existing variable valve timing. This new family of engines is scheduled to be universally available for all markets on five continents, within all marques of the Volkswagen Group. The former EA113 range still remains in production.
Grainger & Worrall was reported to have cast 50 CGI cylinder blocks for over 12 months as of October 2013, based on the EA888 gasoline engine.[6]
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 150bar (2,180psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95RON unleaded ultra-low sulphur petrol
ignition system & engine management
centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
cast iron exhaust manifold (with integrated turbocharger), close-coupled and main catalytic converters – both ceramic
DIN-rated motive power & torque outputs, ID codes
88kW (120PS; 118bhp) at 4,000–6,200 rpm; 230N⋅m (170lbf⋅ft) at 1,500–3,650rpm — longitudinal — Audi A4 (B8), SEAT Exeo
118kW (160PS; 158bhp) at 4,500–6,200 rpm; 250N⋅m (184lbf⋅ft) at 1,500–4,500 rpm, 165N⋅m (122lbf⋅ft) from 1,000rpm — transversal — CDAAŠkoda Yeti, SEAT Leon Mk2 (1P)
112kW (152PS; 150bhp) at 4,300–6,200 rpm; 250N⋅m (184lbf⋅ft) at 1,500–4,200 rpm, 165N⋅m (122lbf⋅ft) from 1,000rpm — transversal — CDABŠkoda Yeti
GJL 250 grey cast iron; 33kg (73lb), die-forged steel crankshaft with five 58mm (2.28in) diameter main bearings, two chain-driven counter-rotating balance shafts suppressing second degree free inertial forces and oil pump, horizontal-baffled oil sump. The water pump bolts to the side of the block, under the intake manifold, and is driven by a toothed belt and a pulley on the back of the intake-side balance shaft.
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, toothed chain-driven double overhead camshaft (DOHC), continuous vane-adjustable variable intake valve timing, Audi variants have two-stage "valvelift" inlet valve lift variable control
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 190bar (2,760psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95RON ultra-low sulphur unleaded petrol
ignition system & engine management
centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED17 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
cast iron exhaust manifold (with integrated turbocharger), close-coupled and main catalytic converters – both ceramic
DIN-rated motive power & torque outputs and applications – Non-valvelift variants
125kW (170PS; 168bhp) at 4,300–6,000 rpm; 280N⋅m (207lbf⋅ft) at 1,700–5,000 rpm — CAWA: VW Tiguan
125kW (170PS; 168bhp) at 4,300–6,200 rpm; 280N⋅m (207lbf⋅ft) at 1,700–4,200 rpm — CCZC: Audi Q3, engine is installed transversely, VW Tiguan
132kW (179PS; 177bhp) at 4,500–6,200 rpm; 280N⋅m (207lbf⋅ft) at 1,700–4,500 rpm — CCZD: VW Tiguan
165kW (224PS; 221bhp) at 4,500–6,250 rpm; 350N⋅m (258lbf⋅ft) at 1,500–4,500 rpm — CNCD: Audi Q5, Audi A4 (B8)
165kW (224PS; 221bhp) at 4,500–6,250 rpm; 350N⋅m (258lbf⋅ft) at 1,500–4,500 rpm — CUHA: China 5 emission standard Volkswagen Phideon, Audi A6L C7
165kW (224PS; 221bhp) at 4,500–6,250 rpm; 350N⋅m (258lbf⋅ft) at 1,650–4,500 rpm — DMJA: China 6b(PN 11 without RDE) emission standard, Volkswagen Phideon[8]
165 kW (224 PS; 221 bhp) at 4,500–6,250 rpm; 350N⋅m (258lbf⋅ft) at 1,650–4,500 rpm — DKWB: China 6b(PN 11 without RDE) emission standard, Audi A6L C8, Audi Q5L
180kW (245PS; 241bhp) at 4,700–6,200 rpm; 370N⋅m (273lbf⋅ft) at 1,600–4,300 rpm — DLBA: Škoda Octavia RS245
185 kW (224 PS; 221 bhp) at 4,500–6,250 rpm; 370N⋅m (273lbf⋅ft) at 1,500–4,500 rpm — DKWA: China 6b(PN 11 without RDE) emission standard, Audi A4L, Audi Q5L
The Generation 1 EA888 suffered from higher than usual / favorable engine oil consumption in both 1.8 and 2.0 litre forms. Mainly affecting the Longitudinal Audi applications between 2008 and 2012 (most commonly the 8K / B8 A4 8T / 8F B8 A5 & 8R Q5). In rare occurrences it affects the Transverse applications in the 8P Audi A3, 8J Audi TT and in even rarer occasions would affect the MK6 Volkswagen Golf GTI and lower powered Sciroccos etc. that were not fitted with the EA113 family of engines. In even more extreme cases it would affect the Generation 3 from 2013 to present day. The rectification for this is performed after a two part oil consumption test is carried out by a main dealer, The vehicle will need to be burning more than approximately a metric litre per 1,000 KM or 600 miles, or if the top up oil warning illuminates on the instrument cluster. Only after this test is carried out and an agreement of payment by the manufacturer & customer contribution is agreed the repair can be carried out only by main dealers and manufacturer approved repairers. The rectification that is carried out is to remove the engine, replace the Piston & Connecting Rod assemblies in all four cylinders with modified units, head gasket and so forth. From late 2012, the modified internal engine components were fitted to new replacement engines and new vehicle units by the Volkswagen group engine plants.
Another common issue is camshaft timing chain tensioner failure, again in earlier generation 1 models. This was due to the design of the retaining element that after higher mileages and / or premature wear stopped the tensioner from holding the tension in the timing chain. If in the case of this component failing, the chain would jump, allowing the pistons and valves to potentially hit each other, causing expensive and possibly terminal engine damage. Along with the earlier mentioned oil consumption issues, this was eventually addressed by the Volkswagen Group engine plants, Who fitted a modified (internally known as Version 2) tensioner that is retained by a much more reliable spring retainer instead.
The final mainstream common issue affects all EA888 generations. The cooling system is mainly a problem free system, with the exception of the plastic thermostat unit, these are very commonly known to be prone to leaks, with no specific part of the housing known to leak. On the EA888, the thermostat unit also includes the coolant pump, on the Generation 3 & 4 the coolant pump is still part of the thermostat, however is available separately. The coolant pump / thermostat unit is located under the intake manifold regardless of generation, model year or application. The thermostat side is joined by a plastic union directly to the engine oil cooler, which in turn is mounted to and is an integral part of the ancillary / alternator bracket (also includes the oil filter housing in all generations and applications). The coolant pump is driven by the intake side balance shaft, on the flywheel side of the engine. The rectification is to renew the thermostat unit with a modified unit, and if needed in later models, the coolant pump if necessary. However these newer units are still known to leak. There have currently been no further modifications to the design of this to combat the issues by Volkswagen Group.
The MQB platform suffers from early turbocharger failure. This affects models like the Audi S3, Golf 7 R/GTI and the Seat Cupra models. More so: models built prior to 2015 are more prone to failure. This can be caused because there is shaft play due to an imbalanced input shaft which can cause the turbine to collide with the teflon coating of the turbocharger, or because of the manifold sealing surface.
A lot[clarification needed] of people driving a Golf 7 R/GTI have been reporting failing thermostat housings. Most of them are being replaced under warranty by VW. This is most likely due to the plastic housing[citation needed], it's recommended to install an uprated aluminium one.[by whom?]
GJV-450 compacted vermicular graphite cast iron (GJV/CGI); six main bearings, two-part cast aluminium alloy horizontal-baffled oil sump, simplex roller chain-driven oil pump, die-forged steel crankshaft, forged steel connecting rods, cast aluminium alloy pistons (weight, each, including rings and gudgeon pin: 492g (17.4oz))
cylinder head & valvetrain
cast high hot-strength aluminium alloy, modified inlet duct geometry for high tumble values providing superior knock resistance, four valves per cylinder (exhaust valves sodium filled for increased cooling), 20 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, simplex roller chain-driven (relay method) lightweight double overhead camshafts (DOHC), variable valve timing with continuous adjusting intake and exhaust camshaft timing of up to 42degrees from the crankshaft, two-stage 'valvelift' variable lift control for inlet valves, siamesed inlet ports, Audi "RS" 'red' plastic cam cover
aspiration
twin charge pressure sensors; one pre-throttle plate, one intake manifold mounted, no air flow meter, cast alloy throttle body with electronically controlledthrottle valve, two piece intake manifold with charge movement flaps adjusted by a continuous-action pilot motor, water-cooled turbocharger incorporated in exhaust manifold with 64mm (2.5in) diameter outlet, generating up to 1.2bar (17.4psi) boost, separated central lower front-mounted intercooler (FMIC)
fuel system
fully demand-controlled and returnless: fuel tank-mounted low-pressure fuel lift pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump supplying up to 122bar (1,770psi) fuel pressure in the stainless steel common rail fuel rail, five combustion chamber sited direct injection sequential solenoid-controlled fuel injectors, air-guided combustion process, multi-pulse injection with homogeneous mixing, stratified lean-burn operation with excess air at part load, ultra-low sulfur unleaded petrol (ULSP)
ignition system & engine management
Beru longlife spark plugs centrally positioned in combustion chamber, mapped direct ignition with five individual direct-acting single spark coils; BoschMotronic MED electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
secondary air injection pump for direct injection into exhaust ports to assist cold start operation, cast iron exhaust manifold (with integrated turbocharger), one primary and two secondary high-flow sports catalytic converters, two heated oxygen sensors monitoring pre- and post-primary catalyst exhaust gases (secondary catalysts unmonitored), vacuum-operated map-controlled flap-valve mounted in one rear exhaust silencer tail pipe
dimensions
length: 494mm (19.4in), mass: 185kg (408lb)
DIN-rated motive power & torque output
228kW (310PS; 306bhp) at 5,400–6,500 rpm (specific power of 91.2kW (124.0PS; 122.3bhp) per litre); 465N⋅m (343lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100rpm – RS Q3
250kW (340PS; 335bhp) at 5,400–6,500 rpm (specific power of 100.8kW (137.0PS; 135.2bhp) per litre); 450N⋅m (332lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100rpm – RS 3, TT RS, RS Q3 (facelift)
265kW (360PS; 355bhp) at 5,400–6,500 rpm (specific power of 106.0kW (144.1PS; 142.1bhp) per litre); 465N⋅m (343lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100rpm – TT RS plus
270kW (367PS; 362bhp) at 5,400–6,500 rpm (specific power of 108.0kW (146.8PS; 144.8bhp) per litre); 465N⋅m (343lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100rpm – RS Q3 performance, RS 3 (2015–)
294kW (400PS; 394bhp) at 5,400–6,500 rpm; (specific power of 117.6kW (159.9PS; 157.7bhp) per litre); 480N⋅m (354lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100rpm – TT RS, RS 3 (2017–), RS Q3 (2019–)
This 2.5 VR6 engine is only available for Chinese market on Volkswagen Teramont. It is derived from now retired 3.0 VR6 engine, which also was available in China only[citation needed].
identification
parts code prefix: 03H, ID Code: DDKA, DPKA
engine displacement & engine configuration
2,492cc (152.1cuin) 10.6° VR6; bore x stroke: 81.0mm ×80.6mm (3.19in ×3.17in), stroke ratio: 1:1 – square-stroke, 415.3cc per cylinder, compression ratio is not disclosed at the moment.
cylinder block & crankcase
grey cast iron; die-forged steel crankshaft;
cylinder head & valvetrain
cast aluminium alloy; four unequal-length valves per cylinder, 24 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, simplex roller chain-driven double overhead camshaft (DOHC – one camshaft for all exhaust valves, and one for all intake valves), continuous timing adjustment variable valve timing (52 degrees on the inlet, 22 degrees on the exhaust)
aspiration
single turbo charger from MHI (Mitsubishi Heavy Industries), hot-film air mass meter, electronic drive by wire throttle valve, two-piece cast aluminium alloy intake manifold, two cast iron exhaust manifolds
cast aluminium alloy; five valves per cylinder, 30 valves total, hydraulic bucket tappets with automatic valve clearance compensation, belt-driven double overhead camshafts (exhaust cams are belt driven, intake cams are driven by the exhaust cams using short chains), continuously adjusting variable valve timing for intake camshafts
engine management
BoschMotronic electronic engine control unit (ECU); regular premium unleaded (98 octane normally or 95 with "lower power output", according to manual)
DIN-rated motive power & torque output, ID codes
137kW (186PS; 184bhp) at 6,000 rpm; 260N⋅m (192lbf⋅ft) at 3,200 rpm — AGE
140kW (190PS; 188bhp) at 6,000 rpm; 260N⋅m (192lbf⋅ft) at 3,200 rpm — ATX, BBG
142kW (193PS; 190bhp) at 6,000 rpm; 280N⋅m (207lbf⋅ft) at 3,200 rpm — ALG, AMX
142kW (193PS; 190bhp) at 6,000 rpm; 280N⋅m (207lbf⋅ft) at 3,200 rpm — ACK, AHA, APR, AQD, ATQ
cast aluminium alloy; four valves per cylinder, 24 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, chain-driven double overhead camshaft, continuous adjusting variable valve timing for intake and exhaust camshafts
aspiration
Eaton'Twin Vortices Series' (TVS)Roots-type positive displacement supercharger compressor with 160-degree axial twist twin four-lobe rotors and two integrated water-cooled charge air coolers (one per cylinder bank), mounted within the Vee pumping charged air directly into the inlet manifold
fuel system
fully demand-controlled and returnless; fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): two inlet camshaft double-cam driven single-piston high-pressure injection pumps maintaining a pressure of 30 to 100bar (435 to 1,450psi) in the two stainless steel common rail fuel distributor rails (one rail per cylinder bank), six combustion chamber sited direct injection solenoid-controlled sequential fuel injectors, homogenous mixing, stratified-charge combustion (lean-burn) at partial load
ignition system and engine management
mapped direct ignition with centrally mounted spark plugs and six individual direct-acting single spark coils; Siemens Simos 8.xx electronic engine control unit (ECU)
The base engine is the 260kW (354PS; 349bhp) 3.0 TFSI, available on some Audi S models and a slightly detuned version(250kW (340PS; 335bhp)) with 48V mild hybrid system on some higher end Audi A models. The 2.9 TFSI engine is a shorter stroke variant with much higher output.
identification
parts code prefix:???, ID codes: CWGD, CZSE/DR, DECA
cast aluminium alloy; four valves per cylinder, 24 valves total, DOHC, continuous timing adjustment on both intake and exhaust camshaft(from 130 degrees up to 180 degrees), 2-stage(6mm and 10mm) Audi Valvelift System(AVS) on the intake sides
aspiration
all variants feature both Otto and Miller cycles, achieved from valve timing; hot-film air mass meter; electronic drive by wire throttle valve; exhaust manifold integrated into cylinder head; hot-V configuration
cast aluminium alloy; four unequal-length valves per cylinder, 24 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, simplex roller chain-driven double overhead camshaft (DOHC – one camshaft for all exhaust valves, and one for all intake valves), continuous timing adjustment variable valve timing (52 degrees on the inlet, 22 degrees on the exhaust)
aspiration
hot-film air mass meter, electronic drive by wire throttle valve, one piece plastic with variable runner length switching by way of an ecu controlled valve intake manifold, two cast iron exhaust manifolds
fuel system, ignition system, engine management
common rail multi-point electronic sequential indirectfuel injection with six intake manifold-sited fuel injectors; mapped direct ignition with six NGK longlife spark plugs and six individual single spark coils; electronic engine control unit (ECU)
grey cast iron; seven main bearings; die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; four unequal-length valves per cylinder, 24 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, simplex roller chain-driven double overhead camshaft (DOHC – one camshaft for all exhaust valves, and one for all intake valves), continuous timing adjustment variable valve timing (52 degrees on the inlet, 22 degrees on the exhaust)
aspiration
hot-film air mass meter, electronic drive by wire throttle valve, one-piece cast aluminium alloy intake manifold, two cast iron exhaust manifolds
3,123cc (190.6cuin); bore x stroke: 84.5mm ×92.8mm (3.33in ×3.65in), stroke ratio: 0.91:1 – undersquare/long-stroke, 520.4cc per cylinder
3,197cc (195.1cuin); bore x stroke: 85.5mm ×92.8mm (3.37in ×3.65in), stroke ratio: 0.92:1 – undersquare/long-stroke, 532.8cc per cylinder
cylinder block & crankcase
homogeneous monoblock low-pressure chill gravity die cast hypereutectic 'Alusil' aluminium-siliconalloy (AlSi17Cu4Mg) with a closed-deck design, mechanically stripped hard silicon crystal integral liners, honed under simulated mechanical stress; die-forged steel crankshaft
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 24 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, chain-driven double overhead camshaft, continuous adjusting variable valve timing for intake and exhaust camshafts
cast aluminium alloy; four unequal-length valves per cylinder, 24 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, simplex roller chain-driven double overhead camshaft (DOHC – one camshaft for all exhaust valves, and one for all intake valves), continuous timing adjustment variable valve timing (52 degrees on the inlet, 22 degrees on the exhaust)
aspiration
hot-film air mass meter, electronic drive by wire throttle valve, two-piece cast aluminium alloy intake manifold, two cast iron exhaust manifolds
191kW (260PS; 256bhp) at 6,000 rpm; 350N⋅m (258lbf⋅ft) at 2,500–5000 rpm; Compression Ratio: 11.4:1 — CDVA — Škoda Superb 4x4 DSG and Volkswagen Eos 3.6
206kW (280PS; 276bhp) at 6,200 rpm; 360N⋅m (266lbf⋅ft) at 2,750 rpm; — BLV — Volkswagen Passat (B6 and B7) (North America and Middle-East only)
206kW (280PS; 276bhp) at 6,200 rpm; 350N⋅m (258lbf⋅ft) at 2,500–5000 rpm; — CDVB — Volkswagen Passat (NMS) (North America and Middle-East only)
206kW (280PS; 276bhp) at 6,200 rpm; 350N⋅m (258lbf⋅ft) at 2,500–5000 rpm; — CDVC/CDVD — Volkswagen Atlas (North America, Russia and Middle-East)
206kW (280PS; 276bhp) at 6,200 rpm; 370N⋅m (273lbf⋅ft) at 3,500 rpm; — CHNA/CMVA — Volkswagen Phaeton
206kW (280PS; 276bhp) at 6,200 rpm; 370N⋅m (273lbf⋅ft) at 3,500 rpm; — CGRA/CMTA — Volkswagen Touareg
220kW (299PS; 295bhp) at 6,600 rpm; 350N⋅m (258lbf⋅ft) at 2,400–5,300 rpm — BWS — Volkswagen Passat R36 (B6) (Europe, Japan, Australia, New Zealand, Middle-East)
220kW (299PS; 295bhp) at 6,600 rpm; 350N⋅m (258lbf⋅ft) at 2,400–5300 rpm; — CNNA — Volkswagen CC (North America, Russia and Middle-East)
Based on the existing Audi 40valve V8, this new engine is heavily revised over its predecessor, with all-new components including: crankshaft, connecting rods and pistons, cylinder heads and valvetrain, oil and cooling system, intake and exhaust system, and engine management system. It is available in two versions; a basic or 'comfort' version, first used in the Audi Q7; and a sports-focussed high-revving version, with features borrowed from motorsport, for the B7 RS4 quattro and the Audi R8. This is the first eight-cylinder road car engine to use Fuel Stratified Injection (FSI), which was successfully developed by Audi in their Le Mans winning R8 racing car. The 5.2 V10 FSI was developed directly from this V8 engine.
identification
parts code prefix/variant: 079.D
displacement & configuration
4,163cc (254.0cuin) 90° V8 engine; 18.5mm (0.73in)cylinder bank offset; 90mm (3.54in) cylinder spacing; bore and stroke: 84.5mm ×92.8mm (3.33in ×3.65in), stroke ratio: 0.91:1 – undersquare/long-stroke, 520.4cc per cylinder, compression ratio: 12.5:1, firing order: 1–5–4–8–6–3–7–2; water:oil lubricant cooler (RS4/R8 utilises an additional thermostatically controlled air:oil cooler); Q7 and RS4 utilise a wet sump system (RS4 with additional longitudinal axis flapped baffles controlled by lateral g-force), R8 uses dry sump
cylinder block & crankcase
homogeneous monoblock low-pressure chill gravity die casting hypereutectic 'Alusil' aluminium-siliconalloy (AlSi17Cu4Mg) with a closed-deck design, mechanically stripped hard silicon crystal integral liners, honed under simulated mechanical stress; reinforced by a cast lower crankcase alloy bedplate (AlSi17Cu4Mg) mimicking a ladder-frame design, and including five GGG50 nodular cast iron press-fit main bearing caps each attached by four bolts; 464mm (18.3in) overall length, 228mm (9.0in) cylinder block height; two-stage 3/8" simplex roller chain and gear driven 'accessory drive' which includes the oil pump, water pump, power steering pump, and air conditioning compressor; baffle-plate sump
crankshaft, connecting rods and pistons
die-forged and tempered high alloy steel (42CrMoS4) 90° crankshaft with 65mm (2.6in) diameter and 18.5mm (0.73in) width main bearing journals and 54mm (2.1in) diameter and 15.25mm (0.60in) width big end bearing journals; 154mm (6.1in) long high strength forged cracked trapezoidal connecting rods (36MnVS4 in basic engine, ultra high strength 34CrNiMo8 in RS4/R8 with more restrictive geometry tolerances); forged 290g (10.2oz) aluminium pistons with shaped piston crowns designed to impart charged volume tumbling effect for fully homogeneous air/fuel charge
cylinder heads & valvetrain
cast aluminium alloy, partition-plate horizontally divided intake ports producing a tumble effect (larger cross-section on RS4/R8); four valves per cylinder: chrome-plated solid-stem (hollow-stem on RS4/R8) intake valves, and chrome-plated sodium-filled hollow-stem exhaust valves, both with 11mm (0.43in) valve lift (longer valve lift on RS4/R8), 32 valves total; lightweight low-friction roller finger cam followers (uprated with peened rollers on RS4/R8) with automatic hydraulic valve clearance compensation, double overhead camshafts (each a hollow tube composite) on each cylinder bank, driven from the flywheel side via a two-stage chain drive using three 3/8" simplex roller chains (sleeve-type on RS4/R8), valve opening (in crank angle degrees) 200 intake (230 for RS4/R8) and 210 e exhaust (230 for RS4/R8); valve overlap facilitates integral exhaust gas recirculation; continuous hydraulic vane-adjustable variable valve timing for intake and exhaust camshafts with up to 42 degrees adjustment, each controlled via information from Hall sensors, Audi "RS" 'red' plastic cam covers on RS4, 'anthracite' plastic on R8
aspiration
two single-entry air filters each with hot-film air mass flow meters (Q7), or triple-entry single air filter with single hot-film air mass meter (RS 4), or double-entry dual-element single air filter with two hot-film air mass flow meters (R8); single (Q7 & RS 4) or twin (R8) cast alloy throttle bodyelectronically controlled Bosch E-Gas throttle valves (Bosch 82mm (3.2in) diameter on Q7, Pierburg 90mm (3.5in) diameter on RS4), two-stage four-piece gravity die-cast (Q7) (sand-cast on RS4/R8) magnesium-aluminium alloy variable length intake manifold with electronically map-controlled silicon tipped tract-length flaps along with tumble flaps inducing a swirling movement in the drawn air (RS4 & R8 do not use a variable tract-length intake manifold)
fuel system
fully demand-controlled, (Q7 returnless, RS4 return to tank); fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): two inlet camshaft double-cam driven single-piston high-pressure injection pumps maintaining a pressure between 30 to 100bar (435 to 1,450psi) in the two stainless steel common rail fuel distributor rails, eight combustion chamber sited direct injection solenoid-controlled 65volt single-hole sequential fuel injectors with integrated swirl plates; 98RON/ROZ (93AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy (95RON (91AKI) may be used, but will reduce performance and worsen fuel economy)
ignition system & engine management
mapped direct ignition with centrally mounted longlife spark plugs and eight individual direct-acting single spark coils; BoschMotronic MED9.1.1 electronic engine control unit (ECU) (two MED9.1 ECUs in the RS4 and R8, working on the 'master and slave' concept due to the high revving nature of the engine), four knock sensors, EU4 emissions standard, map-controlled coolant thermostat (Q7 only), additional electric after-run coolant pump with two additional side-mounted radiators (RS4/R8), water-cooled alternator, two map-controlled radiator fans
exhaust system
vacuum-controlled secondary air injection to assist cold start operation; air-gap insulated exhaust manifold per cylinder bank (Q7), or 4-into-2-into-1 fan-branch exhaust manifold per cylinder bank to minimise reverse pulsation of expelled exhaust gases (RS4), or fan branch manifold with integrated catalytic converter per cylinder bank; two close-coupled and two main underfloor catalytic converters – ceramic on Q7, high-flow metallic on RS4, or main catalytic converter integrated into transverse main rear silencer with quad outlets; four heated oxygen (lambda) sensors (broadband upstream, nonlinear downstream) monitoring pre- and post-catalyst exhaust gases; siamesed absorption-type middle silencer (Q7 with crossover) and siamesed rear silencer, separate rear silencers on RS4 with vacuum-operated flap valves
dimensions
Q7 (for auto transmission with plate-type flywheel): approx. 198kg (437lb), RS4 (for 6-speed manual with dual-mass flywheel): approx. 212kg (467lb)
DIN-rated power & torque outputs, ID codes, applications
257kW (349PS; 345bhp) at 6,800rpm; 440N⋅m (325lbf⋅ft) at 3,500 rpm, 85% available from 2,000rpm — BAR:Audi Q7 (03/06-05/10), Volkswagen Touareg (06/06-05/10); BVJ:Audi C6 A6 (05/06-08/11), Audi D3 A8 (06/06-07/10)
260kW (354PS; 349bhp) at 7,000 rpm — CAU:Audi S5 (06/07-03/12)
309kW (420PS; 414bhp) at 7,800 rpm; 430N⋅m (317lbf⋅ft) at 5,500 rpm, 90% available between 2,250 and 7,600rpm, 8,250rpm rev limiter — BNS:Audi B7 RS4 (09/05-06/08); BYH:Audi R8 (04/07-09/10)
homogeneous monobloc low-pressure gravity die cast hypereutectic 'Alusil' aluminium-siliconalloy (AlSi17Cu4Mg) with a closed-deck design, mechanically stripped hard silicon crystal integral liners, honed under simulated mechanical stress; five main bearings; die-forged steel crankshaft
cylinder heads & valvetrain
cast aluminium alloy, five valves per cylinder, 40 valves total; lightweight low-friction roller cam followers with automatic hydraulic valve clearance compensation, roller chain-driven double overhead camshafts
two linked common rail fuel distributor rails, multi-point electronic sequential indirectfuel injection with eight intake manifold-sited fuel injectors; BoschMotronic ME7.1.1. electronic engine control unit (ECU); 98RON/ROZ (93AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
This engine is part of Audi’s modular 90° V6/V8 engine family. It shares its bore and stroke, 90° V-angle, and 90mm cylinder spacing with the Audi V6. The earlier V6 engines (EA837) used an Eaton TVS Supercharger instead of turbocharger(s). In 2016, Audi and Porsche released a new turbocharged V6 engine they dubbed EA839. These 2.9L (biturbo) & 3.0L (single turbo) V6 engines share the 4.0T TFSI V8’s “hot vee” design, meaning the turbo(s) are placed in the Vee of the engine (between each bank of cylinders) instead of on the outside of each cylinder bank. This allows the turbocharger(s) to produce boost pressure more quickly as the path the exhaust gases travel is much reduced. It also aids in getting the engine’s emissions hardware up to temperature more quickly. As with the V6, the V8 is used in various Audi and Porsche models, but the V8 also finds use in Bentley and Lamborghini vehicles.
478 kW (650 PS; 641 bhp) at 6,000 rpm; 850 N⋅m (627 lbf⋅ft) in Lamborghini Urus
Audi version of the engine includes electronic monitoring of the oil level, while Bentley engine includes a dipstick for oil check. In addition, the Bentley engine uses switchable hydraulic mounts instead of Audi's active electrohydraulic engine mounts. The Bentley engine does not include a stop-start system.[15]
German press release: auto katalog 2006; auto, motor und sport "2008 Bentley Brooklands Coupe". LeftLaneNews.com. LeftLane. Archived from the original on 26 September 2010. Retrieved 2 January 2010.
Ten-cylinder petrols
This section is about current ten-cylinder petrol engines
5.0 V10 40v TFSI (Audi C6 RS6)
This 'Audi V10 TFSI' – a 5.0 litreV10 'biturbo' petrol engine is one of the most powerful engines fitted into any Volkswagen Group automobile. From its DIN-rated maximum power output of 426kW (579PS; 571bhp), this engine generates a specific power output of 85.4kW (116.1PS; 114.5bhp) per litre displacement.
identification
parts code prefix/variant: 07L.B, ID code: BUH
engine displacement & engine configuration
4,991cc (304.6cuin) 90° V10 engine; bore x stroke: 84.5mm ×89.0mm (3.33in ×3.50in), stroke ratio: 0.95:1 – undersquare/long-stroke, 499.1cc per cylinder, compression ratio: 10.5:1; dry sump lubrication system, simplex roller chain and gear-driven external ancillaries including combined oil pump and centrifugal coolant pump, two oil coolers – oil:water and thermostatically controlled oil:air, water-cooled alternator
cylinder block & crankcase
homogeneous monoblock low-pressure chill die cast hypereutectic 'Alusil' aluminium-siliconalloy (AlSi17Cu4Mg); reinforced by a cast alloy bedplate with six integral GGG50 grey cast iron main bearing caps each affixed by four bolts, web-reinforced inner vee; inner-vee balance shaft eliminating first degree inertial forces, 90mm (3.54in) cylinder bore spacing, 18.5mm (0.73in) cylinder bank offset; die-forged steel crossplane crankshaft with pins shared by opposing pistons (contrary to the 5.2 V10 from the S6), cast aluminium alloy oil sump
cylinder heads & valvetrain
cast aluminium alloy; partition-plate horizontally divided intake ports designed to induce swirl-effect during induction stroke, four valves per cylinder, 40 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, double overhead camshaft driven from the rear flywheel end in a relay method using four roller chains, continuous adjusting variable valve timing for intake and exhaust camshafts, plastic-composite cam covers
aspiration
two air filters, two hot-film air mass meters, two cast alloy throttle bodies each with electronically controlledBosch "E-Gas" throttle valves, three-part sand-cast magnesium alloy fixed tract-length intake manifold incorporating electronically controlled vacuum-actuated two-stage tumble flaps inducing a swirling movement in the drawn air, 'biturbo': two parallel water-cooled (with reverse flow electric after-run pump) turbochargers integrated into exhaust manifold with electronically controlled vacuum-actuated excess pressure regulation giving a maximum boost of 1.6bar (23.2psi), two side-mounted intercoolers (SMICs)
fuel system
fully demand-controlled; two fuel tank–mounted low-pressure fuel lift pumps, Fuel Stratified Injection (FSI): two returnless single-piston high-pressure FSI injection pumps driven via roller tappet from a double cam lobe on the inlet camshaft – maintaining a maximum pressure of 120bar (1,740psi) in the two separate stainless steel common rail fuel distributor rails (one rail per cylinder bank), ten combustion chamber sited direct injection solenoid-controlled sequential fuel injectors
ignition system & engine management
mapped direct ignition with centrally mounted spark plugs and ten individual direct-acting single spark coils; two BoschMotronic ME9.1.2 electronic engine control units (ECUs) working on the master/slave concept due to the high rev limit
A first in Audi's history, this new generation high-performance V10 engine is based on Audi's V8 FSI engines, and retains the same fundamental design principals of the V8 FSI, including the crankcase, cylinder heads, valvetrain, fuel system and intake manifold. However, an all new crankshaft, balance shaft, double-chambered intake manifold with dual throttle valves, exhaust manifold, and ECU—are all unique to the V10. As part of the new V10 engine development, specific emphasis was placed on 'refinement', 'comfort' and 'sportiness' – as required for installation in Audi high-performance luxury cars. As well as gaining two additional cylinders compared to the V8, it has been bored by an extra two millimetres, and also shares the 90degree (°) cylinder bank angle of the recent Audi V engines. Audi continue to use the Fuel Stratified Injection (FSI) technology, originally developed in the Audi R8 LMP endurance race cars.
This engine is often, but incorrectly, referred to as a derivative of the Gallardo's original 5.0-litre Lamborghini V10, which was also developed under the Volkswagen Group ownership. However, the subsequent 5.2 V10 FSI installed in the Gallardo LP560 and Audi R8 V10 is fundamentally identical to this Audi unit, save for a stronger crankshaft with solid main pin design, forged pistons, dry sump oiling system, different intake and exhaust valves, and engine management systems.[16]
homogeneous monoblock low-pressure chill die cast hypereutectic 'Alusil' aluminium-siliconalloy (AlSi17Cu4Mg); reinforced by a cast alloy bedplate (AlSi12Cu1) with six integral GGG50 grey cast iron main bearing caps each affixed by four bolts, 685mm (27.0in) long, 80mm (3.1in) wide, approx. 47kg (104lb) in weight, inner-vee sited chain-driven contra-rotating spheroidal cast iron balance shaft eliminating first degree inertial forces, 90mm (3.54in) cylinder bore spacing, 18.5mm (0.73in) cylinder bank offset
crankshaft, connecting rods and pistons
die-forged steel crankshaft, with 18degree crankpin offset to achieve a 72° crank angle even firing interval; high strength cracked trapezoidal connecting rods (36MnVS4); Kolbenschmidt cast aluminium pistons with shaped piston crowns designed to impart charged volume tumbling effect for fully homogenous air/fuel charge, skirt with iron liner
cylinder heads & valvetrain
cast aluminium alloy; partition-plate horizontally divided intake ports, four valves per cylinder, 32.5mm (1.28in) intake valves and 28.0mm (1.10in) sodium-filled exhaust valves, 40 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, hollow tube composite double overhead camshafts driven from the flywheel side via a two-stage chain drive utilising three 3/8" simplex roller chains, continuous vane-adjustable variable valve timing for intake and exhaust camshafts with up to 42degrees adjustment
fully demand-controlled and returnless; two fuel tank–mounted low-pressure fuel pumps, Fuel Stratified Injection (FSI): two inlet camshaft double-cam driven single-piston high-pressure injection pumps maintaining a pressure between 30 to 100bar (435 to 1,450psi) in the two stainless steel common rail fuel distributor rails with an over-pressure release valve set to 136bar (1,973psi), ten combustion chamber sited direct injection solenoid-controlled 65volt single-hole sequential fuel injectors with integrated swirl plates
ignition system & engine management
mapped direct ignition with centrally mounted spark plugs and ten individual direct-acting single spark coils; two BoschMotronic MED9.1 electronic engine control units (ECUs) working on the 'master and slave' concept due to the high revving nature of the engine, four knock sensors, EU4 emissions standard
exhaust system
vacuum-controlled secondary air injection into exhaust ports to assist cold start operation, 2-1-2 branch exhaust manifold per cylinder bank (650mm (25.6in) nominal length) to minimise reverse pulsation of expelled exhaust gases, four close-coupled 600-cell ceramic catalytic converters, eight heated oxygen (lambda) sensors monitoring pre- and post-catalyst exhaust gases
dimensions
approx. 220kg (485lb) (20kg (44lb) less than the BMW S85 with its 98mm (3.9in) bore spacing); length: 685mm (27.0in), width: 801mm (31.5in), height: 713mm (28.1in) with all components
DIN-rated motive power & torque outputs, applications, ID codes
Audi S6 — BXA: 320kW (435PS; 429bhp) at 6,800 rpm; 540N⋅m (398lbf⋅ft) at 3,000–4,000 rpm, (over 500N⋅m (369lbf⋅ft) between 2,500 and 5,500rpm)
Audi S8 — BSM: 331kW (450PS; 444bhp) at 7,000 rpm; 540N⋅m (398lbf⋅ft) at 3,500 rpm (90% available from 2,300 rpm), 21.7m/s maximum piston speed, 13.04bar (189.13psi) maximum MEP
"KS Aluminium-Technologie: engine blocks for the new Audi A6". Rheinmetall.de. Rheinmetall AG. August 2004. Archived from the original on 5 October 2012. Retrieved 27 January 2010. Audi 5.2 litre V10 FSI engine. Service Training – Self-Study Programme (SSP 376ed.). Neckarsulm, Germany: AUDI AG. June 2006. The (Audi) V10 belongs to the next generation of Audi V-engines, all of which have a 90-degree included angle and a spacing of 90 millimetres between cylinder centres. Compared to the engine in the Lamborghini Gallardo, which has a spacing of 88 millimetres between cylinder centres, the Audi engine has several new features in key areas. "New Audi S8". WorldCarFans.com. AUDI AG. 19 October 2005. Archived from the original on 29 February 2012. Retrieved 25 August 2009. "New Audi S8 in depth". WorldCarFans.com. AUDI AG. 2 December 2005. Archived from the original on 30 July 2013. Retrieved 25 August 2009. "New Audi S6 in depth". WorldCarFans.com. AUDI AG. 20 March 2006. Archived from the original on 29 February 2012. Retrieved 25 August 2009.
5,204cc (317.6cuin) 90° V10 engine; bore x stroke: 84.5mm ×92.8mm (3.33in ×3.65in), stroke ratio: 0.91:1 – undersquare/long-stroke, 520.4cc per cylinder; compression ratio: 12.5:1; dry sump lubrication system
cylinder block & crankcase
cast aluminium alloy; 90mm (3.54in) cylinder bore spacing; die-forged steel crankshaft with shared crankpins (creating an uneven firing interval of either 54deg or 90deg separation)
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 40 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, chain driven double overhead camshafts, continuously variable valve timing system both for intake and exhaust
fully demand-controlled and returnless; fuel tank–mounted low-pressure fuel pump, Fuel Stratified Injection (FSI): two inlet camshaft double-cam driven single-piston high-pressure injection pumps maintaining pressure in the two stainless steel common rail fuel distributor rails, ten combustion chamber sited direct injection solenoid-controlled sequential fuel injectors
ignition system & engine management
mapped direct ignition with centrally mounted spark plugs and ten individual direct-acting single spark coils; two BoschMotronic MED9.1 or Lamborghini LIE electronic engine control units (ECUs) working on the 'master and slave' concept due to the high revving nature of the engine
exhaust system
2-1-2 branch exhaust manifold per cylinder bank to minimise reverse pulsation of expelled exhaust gases
DIN-rated motive power & torque outputs, ID,
applications
Audi — BUJ: 386kW (525PS; 518bhp) at 8,000 rpm; 530N⋅m (391lbf⋅ft) at 6,500 rpm — Audi R8 V10 (04/09-07/15)
LP560: 412kW (560PS; 553bhp) at 8,000 rpm; 540N⋅m (398lbf⋅ft) at 6,500 rpm — Lamborghini Gallardo LP 560-4
LP610: 449kW (610PS; 602bhp) at 8,250 rpm; 560N⋅m (413lbf⋅ft) at 6,500 rpm — Lamborghini Huracán LP 610-4, Audi R8 V10 Plus
LP640: 471kW (640PS; 632bhp) at 8,000 rpm; 601N⋅m (443lbf⋅ft) at 6,500 rpm — Lamborghini Huracán LP 640-4 Performante
This W12 badged W12 engine is twelve cylinder W engine of four rows of three cylinders, formed by joining two imaginary 15° VR6 engine cylinder blocks, placed on a single crankshaft, with each cylinder 'double-bank' now at a 72° angle. This specific configuration is more appropriately described as a WR12 engine.
homogeneous monoblock low-pressure chill die cast hypereutectic 'Alusil' aluminium-siliconalloy (AlSi17Cu4Mg); torsionally stiff aluminium alloy crankcase with high-resistance cylinder liners, simplex roller chain driven oil pump; die-forged steel 21.2kg crankshaft, seven main bearings, crankpins offset to achieve a constant firing order as on a V6 engine
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 48 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, double overhead camshaft driven from the flywheel side via a two-stage chain drive utilising three 3/8" simplex roller chains, continuous vane-adjustable variable valve timing for intake and exhaust camshafts with up to 52 degrees timing range for the flow-optimised inlet ports, 22 degrees on the exhaust camshafts
two linked common rail fuel distributor rails, multi-point electronic sequential indirectfuel injection with twelve intake manifold-sited fuel injectors; centrally positioned NGK longlife spark plugs, mapped direct ignition with 12 individual direct-acting single spark coils; BoschMotronic ME7.1.1 electronic engine control unit (ECU), cylinder-selective knock control via four knock sensors, permanent lambda control, water-cooled alternator
exhaust system
two vacuum-controlled secondary air injection pumps for direct injection into exhaust ports to assist cold start operation, four exhaust manifolds with four integrated ceramic catalytic converters, eight heated oxygen sensors monitoring pre- and post catalyst exhaust gases
This engine produces 430kW (585PS; 577bhp) of power and 800N⋅m (590lbf⋅ft) of torque. It would mostly share the same technical specifications with its turbocharged 6.0-liter predecessor, other than the fact that it was modified to meet new WLTP emission standards. This new engine was promised to be made available on the fourth generation A8, following S8 and 60 TFSI/TDI models. However, as of August 2020, only examples of the W12 variant were press cars. It is rumoured that the W12 variant is only available as special orders in selected European dealerships.
This engine produces 500PS (368kW; 493bhp) of power and 625N⋅m (461lbf⋅ft) of torque. This new engine was promised to be made available on the 3rd generation A8 More compact dimensions than a comparable V8 engine FSI direct injection with twin high-pressure fuel pumps, twin fuel rails and six-port high pressure injectors.
This is a new V12 engine developed for Lamborghini. The company's fourth in-house engine and their first new V12 since its founding, it made its first appearance in the Lamborghini Aventador.
two linked common rail fuel distributor rails, multi-point electronic sequential indirectfuel injection with twelve intake manifold-sited fuel injectors; centrally positioned spark plugs, mapped direct ignition with 12 individual direct-acting single spark coils
exhaust system
two 3-branch exhaust manifolds per cylinder bank, connected to dual-inlet catalytic converters, heated oxygen (lambda) sensors monitoring pre- and post-catalyst exhaust gases
DIN-rated motive power & torque outputs
LP 700: 515kW (700PS; 691bhp) at 8,250 rpm; and 690N⋅m (509lbf⋅ft) at 5,500 rpm
LP 720: 530kW (721PS; 711bhp) at 8,250 rpm; and 690N⋅m (509lbf⋅ft) at 5,500 rpm
LP 740: 544kW (740PS; 730bhp) at 8,400 rpm; and 690N⋅m (509lbf⋅ft) at 5,500 rpm
LP 750: 552kW (751PS; 740bhp) at 8,400 rpm; and 690N⋅m (509lbf⋅ft) at 5,500 rpm
LP 770: 566kW (770PS; 759bhp) at 8,500 rpm; and 720N⋅m (531lbf⋅ft) at 6,750 rpm
This section is about current sixteen-cylinder petrol engines
8.0 WR16 64v4T (Bugatti)
W16 engine of the Chiron
This W16 badged engine is the first and so far the only production W16 engine in the world. It is a sixteen-cylinder W engine, of four rows of four cylinders, and is created by joining two VR8-engined 15° cylinder banks at the crankcase, and placed on a single crankshaft, with each cylinder 'double-bank' now at a 90° V-angle. This specific configuration method means it is more appropriately described as a WR16 engine.
cast aluminium alloy; four valves per cylinder, 64 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, double overhead camshaft
engine cooling
two separate water cooling circuits: one of 40l (8.8impgal; 10.6USgal) capacity utilising three front-mounted radiators, the second of 15l (3.3impgal; 4.0USgal) for cooling the charged induction air in the two intercoolers
two linked common rail fuel distributor rails, multi-point electronic sequential indirectfuel injection with sixteen intake manifold-sited fuel injectors; mapped direct ignition with 16 individual direct-acting single spark coils; two digital electronic engine control units (ECUs), ion-current knock control and misfire cylinder-selective detection system
dimensions & mass
length: 710mm (28.0in), mass: ˜400kg (882lb)
DIN-rated motive power & torque outputs
736kW (1,001PS; 987bhp) at 6,000 rpm; 1,250N⋅m (922lbf⋅ft) at 2,200–5,500 rpm; achieving a top speed of 406km/h (252.3mph)
882kW (1,199PS; 1,183bhp); 1,500N⋅m (1,106lbf⋅ft) – in the Bugatti Veyron Super Sport; achieving a top speed of 430km/h (267.2mph)
The following table contains a very brief selection of current and historical Volkswagen Groupspark-ignitionpetrol engines for comparison of performance and operating characteristics:
The Volkswagen LT was the largest light commercial panel van produced by Volkswagen from 1975 to 2006. Two generations were produced.
VR6 engines are V6 piston engines with a narrow angle between the cylinder banks and a single cylinder head covering both banks of cylinders.
The VK engine is a V8 piston engine from Nissan. It is an aluminum DOHC 4-valve design.
In automotive engineering a multi-valve or multivalve engine is one where each cylinder has more than two valves. A multi-valve engine has better breathing and may be able to operate at higher revolutions per minute (RPM) than a two-valve engine, delivering more power.
The Lamborghini V10 is a ninety degree (90°) V10 petrol engine which was developed for the Lamborghini Gallardo automobile, first sold in 2003.
The Lamborghini V8 is a ninety degree (90°) V8 petrol engine designed by Lamborghini in the 1970s for their less-expensive vehicles. It was only the second internal combustion engine ever developed by the company, and first saw production for the 1971 Lamborghini Urraco. It was designed by Gian Paolo Dallara. The all-aluminium alloy engine was introduced as a 2.5-litre variant, displacing 2,463 cc (150.3 cu in), but was expanded, by increasing the piston stroke to a 3.0-litre variant for 1975 - now displacing 2,997 cc (182.9 cu in).
The Lamborghini V12 refers to the flagship V12 engine used by Lamborghini. Lamborghini has had two generations of V12 engines through their history, both of which were developed in-house. The first-generation Lamborghini V12 was a sixty degree (60°) V12 petrol engine designed by Lamborghini, and was the first internal combustion engine ever produced by the firm.
Honda's first production V6 was the C series; it was produced in displacements from 2.0 to 3.5 liters. The C engine was produced in various forms for over 20 years (1985–2005), having first been used in the KA series Legend model, and its British sister car the Rover 800-series.
The Toyota ZZ engine family is a straight-4 piston engine series. The ZZ series uses a die-cast aluminum engine block with thin press-fit cast iron cylinder liners, and aluminum DOHC 4-valve cylinder heads. The camshafts are chain-driven. The two 1.8 L members of the family, the 1ZZ and 2ZZ, use different bore and stroke. The former was optimized for economy, with torque emphasized in lower revolutions per minute operating range, while the latter is a "square" design optimized for high-RPM torque, yielding higher peak power. The ZZ family replaced the extremely popular cast-iron block 4A engines.
The Audi S6 is the high performance variant of the Audi A6, an executive car produced by German automaker Audi. It went on sale in 1994, shortly after the "A6" designation was introduced, replacing the "100" nameplate.
The Honda F-Series engine was considered Honda's "big block" SOHC inline four, though lower production DOHC versions of the F-series were built. It features a solid iron or aluminum open deck cast iron sleeved block and aluminum/magnesium cylinder head.
The Toyota S Series engines are a family of straight-4 petrol or CNG engines with displacement from 1.8 L to 2.2 L produced by Toyota Motor Corporation from January 1980 to August 2007. The series has cast iron engine blocks and alloy cylinder heads.
The Volkswagen G60 and G40 engines are inline-four cylinder automobile petrol engines, which uses a specific method of forced induction - by way of a scroll-type supercharger. The G60 engine was formerly manufactured by the German automaker Volkswagen Group, and was installed in a limited number and range of 'hot hatch' cars from their Volkswagen Passenger Cars marque from August 1988 to July 1993.
The Volkswagen air-cooled engine is an air-cooled boxer engine with four horizontally opposed cast-iron cylinders, cast aluminum alloy cylinder heads and pistons, magnesium-alloy crankcase, and forged steel crankshaft and connecting rods.
The EA827 family of petrol engines was initially developed by Audi under Ludwig Kraus leadership and introduced in 1972 by the B1-series Audi 80, and went on to power many Volkswagen Group models. This is a very robust water-cooled engine configuration for four- up to eight- cylinders, and is still in production. In Brazil this engine was produced under the name Volkswagen AP AP.
Volkswagen R is the brand used by the German auto manufacturer Volkswagen to indicate a sport or high performance model. An "R" badge is placed on the grille, front fenders and trunk of R-model vehicles to indicate the vehicle's trim level.
The Volkswagen EA211 engine or modular gasoline engine kit is a family of petrol engines which debuted in 2011. They all include a four-stroke engine and dual overhead camshaft drive into exhaust manifolds.
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