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 metric horsepower (often abbreviated "PS" for the German word Pferdestärke), 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]
Both vehicle and engine platforms developed by Volkswagen are specified internally as an Entwicklungsauftrag ("EA"), or development assignment. The numbers denoting a particular Entwicklungsauftrag don't follow a strictly chronological scheme, but have generally increased over time.
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.
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 3,500rpm).
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 4,000rpm.
1.4 TSI
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 3,500rpm.
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 5,000rpm; 200N⋅m (148lbf⋅ft) at 1,500–4,000rpm — CMBA, CPVA
92kW (125PS; 123bhp) at 5,000rpm; 200N⋅m (148lbf⋅ft) at 1,500–4,000rpm — CZCA, CPVB
103kW (140PS; 138bhp) at 5,000rpm; 250N⋅m (184lbf⋅ft) at 1,500–4,000rpm — CHPA, CPTA (CPTA engine is a CHPA engine with automatic #2 and #3 cylinders deactivation system known as ACT - Active Cylinder Technology)
110kW (150PS; 148bhp) at 5,000rpm; 250N⋅m (184lbf⋅ft) at 1,500–4,000rpm — CZDA, CZEA, CZTA(CZEA engine also uses the ACT system)
1.5 TSI (EA211 Evo)
identification
parts code prefix: 05E
description
1.5 TSI/TFSI engine
DIN-rated motive power & torque outputs, ID codes
96kW (131PS; 129bhp) at 5,000rpm; 200–220N⋅m (148–162lbf⋅ft) at 1,400–3,500rpm — DACA-non GPF, DACB-non-GPF, DPBA-GPF, DPBE-GPF -kangaroo (low torque when cold) because of catalyst pre-heating with lean mixture and extreme retard spark.
110kW (150PS; 148bhp) at 5,000rpm; 250N⋅m (184lbf⋅ft) at 1,500–3,500rpm — DADA-non GPF, GPF after 2018, DPCA-GPF, both engines have ACT, -kangaroo (low torque when cold) because of catalyst pre-heating with lean mixture and extreme retard spark.
- DXDB-evo2; no kangaroo because is using 2nd air injection for catalyst pre-heating and normal air-fuel mixture.
110kW (150PS; 148bhp) at 5,000rpm; 250N⋅m (184lbf⋅ft) at 1,500–4000rpm
- DNKA-evo2; no kangaroo because is using 2nd air injection for catalyst pre-heating and normal air-fuel mixture.
118 KW (160 PS; 158 bhp) at 5,500rpm; 250 Nm at 1750–3500rpm
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 evolved version with heavy changes EA888 project, introduced with the 1.8 TSI/TFSI below, but the EA113 still remains in production.
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.
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 was 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 and 110bar (440 and 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
Cast iron exhaust manifold (with integrated BorgWarner turbocharger), one primary and one main ceramic catalytic converters, two heated oxygen sensors monitoring pre- and post catalyst exhaust gases
173kW (235PS; 232bhp) at 5,500rpm; 300N⋅m (221lbf⋅ft) at 2,200–5,200rpm — CDL — Volkswagen Golf MKVI GTI Edition 35
177kW (240PS; 237bhp) at 6,000rpm; 300N⋅m (221lbf⋅ft) at 2,200–5,500rpm — BWJ — SEAT León Cupra Mk2
177kW (240PS; 237bhp) at 5,700–6,300rpm; 300N⋅m (221lb⋅ft) at 2,200–5,500rpm — CDLD — SEAT León Cupra Mk2 facelift
186kW (253PS; 249bhp) at 5,000–6,000rpm; 370N⋅m (273lbf⋅ft) at 1,600–4,500rpm — CDLA — Audi A5 (B9; 45 TFSI)
188kW (256PS; 252bhp) at 6,000rpm; 330N⋅m (243lbf⋅ft) at 2,400–5,200rpm — CDL — Audi S3 (8P), Golf R (Australia, Japan, Middle-East and North America)
195kW (265PS; 261bhp) at 6,000rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000rpm — BHZ — Audi S3 (8P)
195kW (265PS; 261bhp) at 6,000rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000rpm — CDL — Scirocco R
195kW (265PS; 261bhp) at 6,000rpm; 350N⋅m (258lbf⋅ft) at 2,300–5,200rpm — CDLA — Audi S3 (8P), Audi TTS, SEAT León Cupra R Mk2 facelift, VW Scirocco R
199kW (270PS; 266bhp) at 6,000rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000rpm — CDLF — Golf R (Europe)
200kW (272PS; 268bhp) at 6,000rpm; 350N⋅m (258lbf⋅ft) at 2,500–5,000rpm — CDLB — Audi TTS (Europe), VW Arteon (North America)
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
The EA888 engines are a family of three- and four-cylinder engines that are currently[when?] in use across the Volkswagen Group. An EA888 family is a corporate VAG designed unit that is an evolution of the earlier EA827/113 units. It 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 2024, the 'dual injection' system has not been offered in North American markets. Still, VAG 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 231kW (314PS; 310bhp). A concept car based on the Volkswagen Golf R, dubbed R400, produced 395hp from 2 litres of displacement. Furthermore, the R400 would be able to accelerate from 0–100km/h in just 3.8 seconds, thanks to a haldex 4-wheel drive system, and a 6 or 7-speed DSG gearbox. The EA888 engine family has also found its way into the Porsche lineup, specifically in the Macan models. The Macan uses a reworked version of the Volkswagen Group’s 2.0-litre inline-four EA888 Gen 3 engine. This engine is a variant of the EA888, producing 261hp and 295lb-ft. It’s paired with a Doppelkupplungsgetriebe, which means PDK (dual-clutch transmission) and is Porsche's version of the DSG found in VAG vehicles. The PDK transmission is essentially two gearboxes in one and features hydraulically actuated wet-clutch packs. Depending on the gear, it alternates power to the engine via two separate driveshafts. This combination of the EA888 engine and PDK transmission in the Porsche Macan showcases the versatility of these technologies and their ability to enhance performance across different vehicle models within the Volkswagen Group.
This latest EA888 family of straight-four16-valveinternal combustion engines with variable valve timing is anticipated to be an eventual complete replacement of the EA113 range. It was wholly designed and developed by VAG 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, though engineers have said that it is an evolution of the earlier EA827/113 designs due to cost concerns. 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 VAG AG/Bosch Fuel Stratified Injection (FSI) direct injection. Furthermore, EA888 engines are also able to utilise the corporate '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 closely related 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.[3]
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
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 4,300–6,000rpm; 280N⋅m (207lbf⋅ft) at 1,700–5,000rpm — CAWA: VW Tiguan
125kW (170PS; 168bhp) at 4,300–6,200rpm; 280N⋅m (207lbf⋅ft) at 1,700–4,200rpm — CCZC: Audi Q3, engine is installed transversely, VW Tiguan
132kW (179PS; 177bhp) at 4,500–6,200rpm; 280N⋅m (207lbf⋅ft) at 1,700–4,500rpm — CCZD: VW Tiguan
154kW (210PS; 207bhp) at 5,000–6,200rpm; 300N⋅m (221lbf⋅ft) at 1,800–4,900rpm — CPSA: Audi Q3, engine is installed transversely
154kW (210PS; 207bhp) at 5,300–6,200rpm; 280N⋅m (207lbf⋅ft) at 1,700–5,200rpm — CCZB: VW Golf Mk6 GTI, has larger front-mounted intercooler as found in 2010+ Audi S3/VW Mk6 Golf R CDL EA113, VW Scirocco, VW Passat, VW CC, VW Tiguan, SEAT Altea Freetrack, SEAT Leon FR
DIN-rated motive power & torque outputs and applications – EA888 evo2 and EA888 Gen3 with Valvelift at exhaust side[4].
165kW (224PS; 221bhp) at 4,500–6,250rpm; 350N⋅m (258lbf⋅ft) at 1,500–4,500rpm — CUHA: China 5 emission standard Volkswagen Phideon, Audi A6L C7
165kW (224PS; 221bhp) at 4,500–6,250rpm; 350N⋅m (258lbf⋅ft) at 1,650–4,500rpm — DMJA: China 6b(PN 11 without RDE) emission standard, Volkswagen Phideon[5]
165kW (224PS; 221bhp) at 4,500–6,250rpm; 350N⋅m (258lbf⋅ft) at 1,650–4,500rpm — DKWB: China 6b(PN 11 without RDE) emission standard, Audi A6L C8, Audi Q5L
165kW (224PS; 221bhp) at 4,500–6,250rpm; 370N⋅m (273lbf⋅ft) at 1,500–4,500rpm — DKWA: China 6b(PN 11 without RDE) emission standard, Audi A4L, Audi Q5L
235kW (320PS; 316bhp); 420 N⋅m (310 lbf⋅ft) — Evo4 - Golf Mk8 R (400 Nm in some markets)
DIN-rated motive power & torque outputs and applications – EA888 Gen3 withValvelift at intake side known as EA888 Gen3 Bz.[4][6]
137kW (186PS; 184bhp) at 4,100–6,000rpm; 320N⋅m (236lbf⋅ft) at 1,600–4,000rpm — DBFA: China 5 emission standard, Volkswagen Magotan
137kW (186PS; 184bhp) at 4,100–6,000rpm; 320N⋅m (236lbf⋅ft) at 1,500–4,000rpm — DKVA: China 6b(without PN 11) emission standard, Volkswagen Magotan
137kW (186PS; 184bhp) at 4,100–6,000rpm; 320N⋅m (236lbf⋅ft) at 1,500–4,000rpm — DPLA: China 6b(PN 11 without RDE) emission standard, Volkswagen Magotan
140kW (190PS; 188bhp) at 4,200–6,000rpm; 320N⋅m (236lbf⋅ft) at 1,450–4,200rpm — CWNA: China 5 emission standard Audi A4L
140kW (190PS; 188bhp) at 4,200–6,000rpm; 320N⋅m (236lbf⋅ft) at 1,450–4,200rpm — DKUA: China 6b(without PN 11) emission standard Audi A4L
140kW (190PS; 188bhp) at 4,200–6,000rpm; 320N⋅m (236lbf⋅ft) at 1,450–4,200rpm — DTAA: China 6b(PN 11 without RDE) emission standard Audi A4L
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 2016 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 2 & 3 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.
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 5,400–6,500rpm (specific power of 91.2kW (124.0PS; 122.3bhp) per litre); 465N⋅m (343lbf⋅ft) at 1,600–5,300rpm; redline: 7,100rpm – RS Q3
250kW (340PS; 335bhp) at 5,400–6,500rpm (specific power of 100.8kW (137.0PS; 135.2bhp) per litre); 450N⋅m (332lbf⋅ft) at 1,600–5,300rpm; redline: 7,100rpm – RS 3, TT RS, RS Q3 (facelift)
265kW (360PS; 355bhp) at 5,400–6,500rpm (specific power of 106.0kW (144.1PS; 142.1bhp) per litre); 465N⋅m (343lbf⋅ft) at 1,600–5,300rpm; redline: 7,100rpm – TT RS plus
270kW (367PS; 362bhp) at 5,400–6,500rpm (specific power of 108.0kW (146.8PS; 144.8bhp) per litre); 465N⋅m (343lbf⋅ft) at 1,600–5,300rpm; redline: 7,100rpm – RS Q3 performance, RS 3 (2015–)
294kW (400PS; 394bhp) at 5,400–6,500rpm; (specific power of 117.6kW (159.9PS; 157.7bhp) per litre); 480N⋅m (354lbf⋅ft) at 1,600–5,300rpm; redline: 7,100rpm – TT RS, RS 3 (2017–), RS Q3 (2019–)
was winner of the "2.0-litre 2.5-litre" category in the 2010, 2011, 2012, 2013 and 2014 annual competition for International Engine of the Year.
EA390 VR6
The VR6 concept as a whole replaces opposing cylinders in a V-arrangement with staggered ones, creating something between an I6 and a V6. By staggering the cylinders, a much tighter V-angle can be achieved, resulting in a tighter form factor and more efficient packaging.
The EA390 was originally a 3.2L cast aluminium block that was released in 2001 in the European markets, and was used across various Volkswagen, Audi and Porsche vehicles. The engine was derived from earlier smaller 2.8L variants found mainly in various 1990s Volkswagens, such as the Golf and the Corrado. It was later discountined in European markets due to favour of more efficient layouts, despite being one of the more efficient naturally aspirated V-style designs of the time.
Currently, a 2.5 VR6 engine is only available for Chinese market on Volkswagen Teramont and Talagon. 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
fuel system
Fuel Stratified Injection (FSI) high-pressure direct injection with two common rails. DPKA variant has six additional Multipoint Injection (MPI) valves.
DIN-rated motive power & torque outputs, ID codes
220kW (299PS; 295bhp) at 6,000rpm; 500N⋅m (369lbf⋅ft) at 2,750–3,500rpm - DDKA, DPKA
EA839 is a family of turbocharged 90 degrees V6 spark ignition engines. It includes iron 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).[12]
The base engine is the 260kW (354PS; 349bhp) 3.0 TFSI with a twin-scroll turbo, available on Audi S4/S5/SQ5 models. A slightly detuned version (250kW (340PS; 335bhp)) with 48V mild hybrid system is available on various Audi models such as the A6, A7, A8, Q7 and Q8. The 2.9 TFSI engine is a twin-turbo charged high performance variant with shorter stroke. Petrol versions of S6 and S7 (C8), like their diesel powered counter parts, feature an electric supercharger powered by the 48V mild hybrid system in their 2.9 TFSI engines.
identification
parts code prefix:???, ID codes: CWGD, CZSE/DR, DECA, DKMB
2.9 TFSI variant: 2,894cc (176.6cuin) 90° V6; bore x stroke: 84.5mm ×86mm (3.33in ×3.39in), stroke ratio: 0.98:1 - undersquare/long-stroke, compression ratio: 10.0:1 to 10.5:1 depending on models
cylinder block & crankcase
sand-cast Alusil aluminium-silicon alloy; iron cylinder liners
cylinder head & valvetrain
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
EA824 and EA825 are families of twin turbo 90 degrees V8 spark ignition engines.
Audi uses the EA824, while Porsche uses EA825 for Panamera Turbo.[13] Bentley uses this for the Bentayga V8.
EA825 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.[14]
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.
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.
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 6,500rpm — Audi R8 V10 (04/09-07/15)
LP550: 405kW (551PS; 543bhp) at 8,000rpm; 540N⋅m (398lbf⋅ft) at 6,500rpm — Lamborghini Gallardo LP 550-2
LP560: 412kW (560PS; 553bhp) at 8,000rpm; 540N⋅m (398lbf⋅ft) at 6,500rpm — Lamborghini Gallardo LP 560-4
LP570: 419kW (570PS; 562bhp) at 8,000rpm; 540N⋅m (398lbf⋅ft) at 6,500rpm — Lamborghini Gallardo LP 570-4 Superleggera, Spyder Performante, Super Trofeo, Squadra Corse
LP580: 427kW (581PS; 573bhp) at 8,000rpm; 533N⋅m (393lbf⋅ft) at 6,500rpm — Lamborghini Huracán LP 580-2
LP610: 449kW (610PS; 602bhp) at 8,250rpm; 560N⋅m (413lbf⋅ft) at 6,500rpm — Lamborghini Huracán LP 610-4, EVO RWD, Audi R8 V10 Plus
LP640: 471kW (640PS; 632bhp) at 8,000rpm; 601N⋅m (443lbf⋅ft), 565N⋅m (417lbf⋅ft) for STO and Tecnica, at 6,500rpm — Lamborghini Huracán LP 640-4 Performante, EVO, STO, Tecnica
This W12 badged W12 engine is a 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 V12 engine is developed specifically 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 8,250rpm; and 690N⋅m (509lbf⋅ft) at 5,500rpm
LP 720: 530kW (721PS; 711bhp) at 8,250rpm; and 690N⋅m (509lbf⋅ft) at 5,500rpm
LP 740: 544kW (740PS; 730bhp) at 8,400rpm; and 690N⋅m (509lbf⋅ft) at 5,500rpm
LP 750: 552kW (751PS; 740bhp) at 8,400rpm; and 690N⋅m (509lbf⋅ft) at 5,500rpm
LP 770: 566kW (770PS; 759bhp) at 8,500rpm; and 720N⋅m (531lbf⋅ft) at 6,750rpm
LP 780: 574kW (780PS; 770bhp) at 8,500rpm; and 720N⋅m (531lbf⋅ft) at 6,750rpm
This W16 badged engine is the first and so far the only production W16 engine in the world. It is a sixteen-cylinder WR engine, of four rows of four cylinders, and is created by joining two VR8-engine 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 rather than W16.
The WR16 engine will be discontinued after the production run of the Bugatti Mistral
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 6,000rpm; 1,250N⋅m (922lbf⋅ft) at 2,200–5,500rpm; 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 is the largest light commercial panel van produced by Volkswagen from 1975 to 2006, before being replaced by the Crafter. Two generations were produced.
A W8 engine is an eight-cylinder piston engine with four banks of two cylinders each, arranged in a W configuration.
The VK engine is a V8 piston engine from Nissan. It is an aluminum DOHC 4-valve design.
The Mitsubishi 4G9 engine is a series of straight-4 automobile engines produced by Mitsubishi Motors. All are 16-valve, and use both single- and double- overhead camshaft heads. Some feature MIVEC variable valve timing, and it was the first modern gasoline direct injection engine upon its introduction in August 1996.
The Lamborghini V10 is a ninety degree (90°) V10 petrol engine which was developed for the Lamborghini Gallardo automobile, first sold in 2003.
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 Audi S6 is a 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-four petrol engines with displacements between 1.8 and 2.2 litres, produced by Toyota Motor Corporation from January 1980 to August 2007. The S series has cast iron engine blocks and aluminium cylinder heads. This engine was designed around the new LASRE technology for lighter weight – such as sintered hollow camshafts.
The Volkswagen G60 and G40 were inline–four-cylinder automobile petrol engines, which used 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 of their 'hot hatch' cars from their Volkswagen Passenger Cars marque from August 1988 to July 1993.
The Toyota UR engine family is a 32-valve dual overhead camshaft V8 piston engine series which was first introduced in 2006, as the UZ series it replaced began phasing out. Production started with the 1UR-FSE engine with D-4S direct injection for the 2007 Lexus LS. The series launched with a die-cast aluminum engine block, aluminum cylinder heads and magnesium cylinder head covers. All UR engines feature variable valve timing for both intake and exhaust cams or Dual VVT-i. Timing chains are used to drive the camshafts. The UR engine has been produced in 4.6, 5.0, and 5.7-liter displacement versions.
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, with later derivatives of the engine still in production into the 2010s. This is a very robust water-cooled engine configuration for four- up to eight- cylinders. In Brazil this engine was produced under the name Volkswagen AP AP.
The VR5 engines are a family of Internal combustion engines developed by the Volkswagen Group and produced from 1997 to 2006. They are derived from the VR6 engine family, also developed by Volkswagen, but with one fewer cylinders. The VR5 is highly compact, thanks to the narrower angle of 15° and a displacement of 2,324 cc. The VR5 was the first production block to use five cylinders in a VR design with a 15-degree angle.
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, also called modular gasoline engine kit, is a family of inline-three and inline-four petrol engines with variable valve timing developed by Volkswagen Group in 2011. They all include a four-stroke engine and dual overhead camshaft drive into exhaust manifolds. In 2023 Škoda Auto a.s. took control over EA211 development, which they have already produced in Mladá Boleslav since 2012.
Volkswagen Group have produced a number of W12 internal combustion piston engines for their Volkswagen, Audi, and Bentley marques, since 2001.
The Volkswagen-Audi V8 engine family is a series of mechanically similar, gasoline-powered and diesel-powered, V-8, internal combustion piston engines, developed and produced by the Volkswagen Group, in partnership with Audi, since 1988. They have been used in various Volkswagen Group models, and by numerous Volkswagen-owned companies. The first spark-ignition gasoline V-8 engine configuration was used in the 1988 Audi V8 model; and the first compression-ignition diesel V8 engine configuration was used in the 1999 Audi A8 3.3 TDI Quattro. The V8 gasoline and diesel engines have been used in most Audi, Volkswagen, Porsche, Bentley, and Lamborghini models ever since. The larger-displacement diesel V8 engine configuration has also been used in various Scania commercial vehicles; such as in trucks, buses, and marine (boat) applications.
↑ Hauri, Stephan (21 May 2014). "Drei für einen Liter"[Three for a liter](PDF). Automobil Revue (in German) (21). Bern, Switzerland: MoMedia AG. Archived(PDF) from the original on 26 May 2015. Retrieved 26 May 2015.
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