Since the Volkswagen Group is European, 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 testing facility accredited by the Deutsches Institut für Normung (DIN), to either the original 80/1269/EEC, or the later 1999/99/EC standards.[citation needed] The standard unit of measure for expressing the rated motive power output is the kilowatt (kW);[citation needed] and in their official literature, the power rating may be published in either kilowatts or metric horsepower (abbreviated PS in Wikipedia, from the German 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 (N⋅m) 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 Volkswagen air-cooled engine was introduced in 1935 in Germany, produced in factories all over the world, and the last complete engine was produced in December 2005, Its production was ceased by anti-pollution laws and the last engine was produced in São Bernardo do Campo. Its air-cooled, four-cylinder, boxerconfiguration was unusual in its day for a production automobile, but has gone on to power millions of vehicles around the world, being considered[by whom?] one of the most reliable automotive engines of all eras.
The Volkswagen Wasserboxer is a horizontally opposed, or boxer, water-cooled four-cylinder petrol engine. It was introduced in 1982, and was produced for ten years, ending in 1992. The wasserboxer was only used in the Volkswagen Type 2 (T3) (T3 Transporter / Caravelle / Vanagon / Kombi / T25).
1 – over-square/short-stroke, 195.8cc per cylinder
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, each with two concentric valve springs, sliding-finger cam followers, timing belt-driven single overhead camshaft (SOHC)
fuel system, aspiration
31 PIC or 34 PIC-5 single-barrel downdraft carburettor; cast alloy intake manifold, cast iron exhaust manifold
1 – over-square/short-stroke, 224.8cc per cylinder
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, each with two concentric valve springs, sliding-finger cam followers, timing belt-driven single overhead camshaft (SOHC)
fuel system, aspiration
31 PIC or 34 PIC-5 single-barrel downdraft carburettor; cast alloy intake manifold, cast iron exhaust manifold
DIN-rated motive power & torque output
29kW (39PS; 39bhp) at 5,200rpm; 65N⋅m (48lbf⋅ft) at 3,200rpm
This engine was originally developed by Škoda Auto, before the company was acquired by Volkswagen Group, and is therefore NOT an EA111 engine. However, this engine was used in some VWs after the takeover.
identification
parts code prefix
047.D, engine ID codes
AHT, AQV (EU3), ARV (EU2)
engine displacement & engine configuration
1.0L (61cuin) inline-four engine (R4/I4); bore
72mm (2.83in), stroke
61.2, stroke ratio
1.18
1, 249.05cc per cylinder, compression ratio
10
1
cylinder block & crankcase
cast aluminium alloy; three main bearings, cast iron cylinder liners, duplex chain-driven camshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, 8 valves total, overhead valve (OHV) with pushrods and rocker shaft
This engine entered production in November 1996, after supplies of the Ford-built 1.0 had dried up. It was called the AT-1000 by Volkswagen do Brasil.[2]
1 – under-square/long-stroke, 249.7cc per cylinder, compression ratio
10.8
1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 16 valves total, bucket tappets, timing belt-driven double overhead camshafts (DOHC)
aspiration
plastic intake manifold, cast iron exhaust manifold
fuel system
common-rail multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; Total Flex Gasoline or Ethanol on Brazilian AST variant
DIN-rated motive power & torque output
51kW (69PS; 68bhp) at 5750rpm; 90N⋅m (66lbf⋅ft) at 4250rpm
1 – over-square/short-stroke, 260.7cc per cylinder,
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, 8 valves total, two concentric valve springs per valve, bucket tappets, belt-driven forged or cast steel single overhead camshaft (SOHC)
fuel system & engine management
Pierburg 1B3 or Weber 32 TLA/32 TL carburettor, later with throttle body-sited electronic single-point fuel injection (SPI) and Bosch Mono-Jetronic or Mono-Motronic engine control unit
DIN-rated motive power & torque outputs – carburettor
29kW (40PS; 39bhp) — GL
33kW (45PS; 44bhp) at 5,600rpm — ACM
37kW (50PS; 49bhp) — HZ
DIN-rated motive power * torque outputs – SPI
33kW (45PS; 44bhp) at 5,200rpm; 76N⋅m (56lbf⋅ft) at 2,800rpm — AAK, AAU, ACM, AEV
This engine weighs in at only 84kg (185lb) including the clutch but not the gearbox.[3]
1.3 I4: 40–50 kW (Škoda)
This engine was originally developed by Škoda Auto, before the company was acquired by Volkswagen Group, and is therefore NOT an EA111 engine. However, this engine was used in some Škodas after the takeover.
camshaft-driven single-piston high-pressure injection pump supplying up to 150bar (2,180psi) fuel pressure in common 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 (85PS; 84bhp) at 4,800rpm; 160N⋅m (118lb⋅ft) at 1,500–3,500rpm — CBZA; Volkswagen Golf Mk6 (05/10->), Audi A1
66kW (90PS; 89bhp) at 4,500rpm; 160N⋅m (118lbf⋅ft) at 1,500–3,500rpm — CBZC; Volkswagen Polo (05/11->)
77kW (105PS; 103bhp) at 5,000rpm; 175N⋅m (129lbf⋅ft) at 1,550–4,100rpm — CBZB; SEAT Ibiza
75.0× 72.0, 318.0cc per cylinder, compression ratio
8.0
1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft, cast pistons with increased size gudgeon pins[4]
cylinder head & valvetrain
cast aluminium alloy with post-production heat treatment; two valves per cylinder with two concentric valve springs, belt-driven forged steel single overhead camshaft (SOHC)
common-rail multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; Bosch Digifant engine control unit
DIN-rated motive power & torque output
85kW (115PS; 113bhp) at 5500rpm; 150N⋅m (111lbf⋅ft) at 3500rpm
75.0× 78.7 / 79.14, 347.7 / 349.5cc per cylinder, compression ratio
8.8
1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, single overhead camshaft (SOHC)
fuel system & engine management
electronic single-point fuel injection (SPI) and Bosch Mono-Jetronic engine control unit, later multi-point electronic indirect fuel injection with four intake manifold-sited fuel injectors (MPI)
DIN-rated motive power & torque outputs
44kW (60PS; 59bhp) at 5,200rpm; 107N⋅m (79lbf⋅ft) at 2,400–2,800rpm
44kW (60PS; 59bhp) at 4,700rpm; 115N⋅m (85lbf⋅ft) at 2,800rpm
This engine was originally developed by Škoda Auto, before the company was acquired by Volkswagen Group, and is therefore NOT an EA111 engine. However, this engine was used in some Škodas after the takeover.
76.5× 75.6 (1.01 ratio), 347.5cc per cylinder, compression ratio
12.0
1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, double overhead camshafts (DOHC)
fuel system
common-rail electronic multi-point Fuel Stratified Injection (FSI) homogeneous direct petrol injection, up to 110bar high-pressure fuel pump, stratified-charge combustion at partial load
aspiration
two-position tumble flap in the intake manifold controlling the turbulence
common-rail electronic multi-point Fuel Stratified Injection (FSI) homogeneous direct petrol injection, up to 110bar high-pressure fuel pump, stratified-charge combustion at partial load
8v: two valves per cylinder each with two concentric valve springs, 8 valves total
16v: four valves per cylinder each with two concentric valve springs, 16 valves total
aspiration
dual V belt-driven G-Laderscroll-type supercharger with 60mm diameter inlet and electronically controlled boost regulation, side-mounted intercooler (SMIC), front-mounted intercooler (FMIC) on 16v variant
fuel system & engine management
common-rail multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; Bosch Digifant engine control unit, knock sensor
DIN-rated motive power & torque outputs, applications
16v: 154kW (209PS; 207bhp) at 6,300rpm — VW Golf Mk2 Limited 4WD (this version was a homologation special, and does not appear in any official parts catalogues)
reference
Sly, James (January–February 1990). "Development of the G-60". VW & Porsche magazine. pp.52–53.
1 – under-square/long-stroke, 249.7cc per cylinder, compression ratio
10.8
1
cylinder block & crankcase
grey cast iron (cast aluminium alloy – AER/ALL); five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, 8 valves total, initially:bucket tappets (AER/ALL) – later: low-friction roller rocker arms with automatic hydraulic clearance compensation (ALD/ANV/ATE/AUC), timing-belt-driven single overhead camshaft (SOHC)
aspiration
plastic intake manifold, cast iron exhaust manifold – AUC with integrated starter/primary catalytic converter, underfloor main catalytic converter, exhaust gas recirculation on AUC
fuel system & engine management
common-rail multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; initially: Bosch Digifant engine control unit (ECU) (AER/ALL/ATE) – later: Bosch Motronic MP9.0 electronic engine control unit (ALD/ANV/AUC)
EWG-rated motive power & torque output, application, ID codes
This engine was designed by NSU with assistance from Daimler-Benz as "Projekt Mexiko" (H-engine) and found its way to Audi for sole use in the Volkswagen LT. Other versions of this engine were installed in cars as diverse as the Porsche 924 and the AMC Gremlin. This engine has no connection or common parts with any EA827 derivative, including inline four, inline five, or inline six-cylinder designs.
1 – square engine, 496.0cc per cylinder, compression ratios
CL – 7.0
1, CH – 8.3
1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft, cast alloy oil sump
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder each with two concentric valve springs, 8 valves total, screw-adjustable bucket tappets, timing-belt-driven single overhead camshaft (SOHC)
fuel system
35 PDSIT 28mm or 1B1 single-barrel carburettor, 85RON petrol, 80RON for CL
DIN-rated motive power & torque outputs, ID codes
CL: 52kW (71PS; 70bhp) at 4,300rpm; 132N⋅m (97lbf⋅ft) at 2,400
CH: 55kW (75PS; 74bhp) at 4,300rpm; 152N⋅m (112lbf⋅ft) at 2,400
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, 8 valves total, bucket tappets, duplex roller chain-driven double overhead camshafts (DOHC)
aspiration
cast aluminium alloy intake manifold with separate throttle valve body, cast iron exhaust manifold; exhaust gas recirculation (EGR)
fuel system, ignition system & engine management
fuel tank sited electric fuel pump, multi-point electronic indirect fuel injection with four intake manifold-sited fuel injectors; two dual-output ignition coils, electronic engine control unit (ECU)
1 – over-square/short-stroke, 384.2cc per cylinder
cylinder block & crankcase
grey cast iron, very small run in aluminium; six main bearings, pressed steel oil sump
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, each with two concentric valve springs, 10 valves total, shim-adjustable bucket tappets, timing-belt-driven single overhead camshaft (SOHC)
1,994cc (121.7cuin), inline five engine (R5/I5); bore× stroke
81.0mm ×77.4mm (3.19in ×3.05in), stroke ratio
1.05
1 – over-square/short-stroke, 398.8cc per cylinder
cylinder block & crankcase
grey cast iron; six main bearings, pressed steel oil sump
cylinder head & valvetrain
cast aluminium alloy
10v: two valves per cylinder, each with two concentric valve springs, 10 valves in total, shim-adjustable bucket tappets, timing-belt-driven single overhead camshaft (SOHC)
20v: four valves per cylinder, each with two concentric valve springs, 20 valves in total, bucket tappets, timing belt & simplex roller chain hybrid-driven double overhead camshafts (DOHC)
2,144cc (130.8cuin), inline five engine (R5/I5); bore× stroke
79.5mm ×86.4mm (3.13in ×3.40in), stroke ratio
0.92
1 – under-square/long-stroke, 428.9cc per cylinder
cylinder block & crankcase
grey cast iron; six main bearings, pressed steel oil sump
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, each with two concentric valve springs, 10 valves total, shim-adjustable bucket tappets, timing-belt-driven single overhead camshaft (SOHC)
fuel system
Bosch K/KE-Jetronic multi-point indirect fuel injection with five intake manifold-sited fuel injectors
DIN-rated motive power & torque outputs
79kW (107PS; 106bhp) — WE (Australia, Japan, Sweden)
2,226cc (135.8cuin), inline five engine (R5/I5); bore× stroke
81.0mm ×86.4mm (3.19in ×3.40in), stroke ratio
0.94
1 – under-square/long-stroke, 445.2cc per cylinder
cylinder block & crankcase
grey cast iron; six main bearings, pressed steel oil sump
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, each with two concentric valve springs, 10 valves total, shim-adjustable bucket tappets, timing-belt-driven single overhead camshaft (SOHC)
fuel system
multi-point K/KE-jetronic indirect fuel injection with five intake manifold-sited fuel injectors
2,226cc (135.8cuin), inline five engine (R5/I5); bore× stroke
81.0mm ×86.4mm (3.19in ×3.40in), stroke ratio
0.94
1 – under-square/long-stroke, 445.2cc per cylinder, oil cooler
cylinder block & crankcase
grey cast iron; six main bearings, die-forged steel crankshaft, pressed steel or cast aluminium alloy oil sump
WR: cast aluminium alloy
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, each with two concentric valve springs, 10 valves total, initially:shim-adjustable bucket tappets – later: one-piece bucket tappets, timing-belt-driven single overhead camshaft (SOHC)
2,226cc (135.8cuin), inline five engine (R5/I5); bore× stroke
81.0mm ×86.4mm (3.19in ×3.40in), stroke ratio
0.94
1 – under-square/long-stroke, 445.2cc per cylinder, compression ratio
9.30
1, oil cooler
cylinder block & crankcase
grey cast iron, alloy for KW; six main bearings, die-forged steel crankshaft, cast aluminium alloy oil sump
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, each with two concentric valve springs, 20 valves in total, initially:shim-adjustable bucket tappets – later: one-piece bucket tappets, timing belt & simplex roller chain hybrid-driven double overhead camshafts (DOHC)
aspiration
water-cooled turbocharger with remote wastegate, intercooler, tubular-branch exhaust manifold
fuel system & engine management
common-rail multi-point electronic sequential indirect fuel injection with five intake manifold-sited fuel injectors; Bosch Motronic electronic engine control unit (ECU)
DIN-rated motive power & torque outputs
162kW (220PS; 217bhp) — RR, 3B
169kW (230PS; 227bhp) at 5,900rpm; 350N⋅m (258lbf⋅ft) at 1,950rpm — AAN, ABY
1 – under-square/long-stroke, 445.2cc (27.17cuin) per cylinder, compression ratio
9.0
1, oil cooler
cylinder block & crankcase
grey cast iron; six main bearings, die-forged steel crankshaft, cast aluminium alloy oil sump
cylinder head & valvetrain
cast aluminium alloy; 4 valves per cylinder each with two concentric valve springs, 20 valves in total, one-piece bucket tappets, toothed belt and simplex chain-driven (hybrid system) double overhead camshafts (DOHC)
common-rail multi-point electronic sequential indirect fuel injection with five intake manifold-sited fuel injectors; two LAZ pre-power output stage control units and five single spark ignition coils with Bosch spark plugs; Bosch Motronic electronic engine control unit (ECU), powered by PORSCHE
DIN-rated motive power & torque output
315PS (232kW; 311bhp) at 6,500rpm; 410N⋅m (302lb⋅ft; 42kg⋅m) at 3,000rpm
2,309cc (140.9cuin), inline five engine (R5/I5); bore× stroke
82.5mm ×86.4mm (3.25in ×3.40in), stroke ratio
0.95
1 – under-square/long-stroke, 461.9cc per cylinder
cylinder block & crankcase
grey cast iron; six main bearings, die-forged steel crankshaft, pressed steel or cast aluminium alloy oil sump
cylinder head & valvetrain
cast aluminium alloy
10v: two valves per cylinder, each with two concentric valve springs, 10 valves in total, bucket tappets, timing-belt-driven single overhead camshaft (SOHC), compression ratio: 10.1:1
20v: four valves per cylinder, each with two concentric valve springs, 20 valves in total, bucket tappets, timing belt & simplex roller chain hybrid-driven double overhead camshafts (DOHC), compression ratio: 10.3:1
aspiration
dual-barrel throttle valve, two-piece (one-piece on 20v) cast alloy intake manifold, two-piece cast iron exhaust manifold
fuel system & engine management
10v: Bosch KE-Jetronic multi-point indirect fuel injection with five intake manifold-sited fuel injectors
20v: common-rail multi-point electronic indirect fuel injection with five intake manifold-sited fuel injectors; MPI electronic engine control unit (ECU)
DIN-rated motive power & torque outputs, ID codes
10v: 98kW (133PS; 131bhp) at 5,500rpm; 185N⋅m (136lbf⋅ft) at 3,500rpm — NG, AAR
1 – under-square/long-stroke, 464.8cc per cylinder
cylinder block & crankcase
grey cast iron; six main bearings
cylinder head & valvetrain
cast aluminium alloy
10v: two unequal-length valves per cylinder, each with two concentric valve springs, 10 valves in total, roller chain relay-driven double overhead camshafts (DOHC)
20v: four unequal-length valves per cylinder, 20 valves in total, roller finger cam follower, self-adjusting hydraulic tappets, simplex roller chain relay-driven double overhead camshafts (DOHC) with ECU-controlled variable valve timing for both inlet and exhaust valves, compression ratio: 10.8:1
common-rail multi-point electronic sequential indirect fuel injection with five intake manifold-sited fuel injectors; MPI electronic engine control unit (ECU)
DIN-rated motive power & torque outputs, ID codes
10v: 110kW (150PS; 148bhp) at 6,000rpm; 209N⋅m (154lbf⋅ft) at 3,200rpm — AGZ
20v: 125kW (170PS; 168bhp) at 6,200rpm; 220N⋅m (162lbf⋅ft) at 3,300rpm — AQN, AZX
2,461cc (150.2cuin), inline five engine (R5/I5); bore× stroke
81.0mm ×95.5mm (3.19in ×3.76in), stroke ratio
0.85
1 – under-square/long-stroke, 492.1cc per cylinder
cylinder block & crankcase
grey cast iron; six main bearings
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder each with two concentric valve springs, 10 valves total, belt-driven single overhead camshaft (SOHC)
fuel system & engine management
common-rail multi-point electronic sequential indirect fuel injection with five intake manifold-sited fuel injectors; Digifant electronic engine control unit (ECU) with Bosch distributor
DIN-rated motive power & torque outputs, ID codes
75kW (102PS; 101bhp) — AXL
81kW (110PS; 109bhp) — AAF, ACU, AEN, AEU
85kW (116PS; 114bhp) at 4,500rpm; 190N⋅m (140lbf⋅ft) at 2,400rpm — AET, APL, AVT
This engine was only used in the North American, South American, and is being used in Middle Eastern markets, as the replacement for the inline-four naturally aspirated 2.0-litre 8v. This engine was replaced by the GEN3 EA888 I4 in North America.
identification
parts code prefix
07K
engine displacement & engine configuration
2,480cc (151.3cuin) inline five engine (R5/I5); bore× stroke
82.5mm ×92.8mm (3.25in ×3.65in), stroke ratio
0.89
1 – under-square/long-stroke, 496.1cc per cylinder
cylinder block & crankcase
GJL250 grey cast iron; two-part sump, 6-bolt cast or die-forged steel crankshaft with six steel main bearings, water-cooled oil cooler
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 20 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, chain-driven (relay method, using two simplex roller chains) double overhead camshafts (DOHC), variable intake valve timing
aspiration
Plastic intake manifold, single throttle body with electronically controlled drive by wire throttle butterfly valve
fuel system
multi-point electronic sequential indirect fuel injection with five intake manifold-sited fuel injectors
ignition system & engine management
five individual direct-acting single spark coils with longlife spark plugs, Bosch Motronic engine control unit (ECU), secondary air injection during cold start phase to reduce emissions, single knock sensor
exhaust system
one-piece cast iron 5-into-1 exhaust manifold, ceramic catalytic converter, two heated oxygen sensors (three when equipped with California emissions) for permanent lambda control
DIN-rated motive power & torque outputs, ID codes
110kW (150PS; 148bhp) at 5,000rpm; 225N⋅m (166lbf⋅ft) at 3,750rpm — January 2005 (BGP/BGQ/BPR/BPS)
125kW (170PS; 168bhp) at 5,700rpm; 239N⋅m (176lbf⋅ft) at 4,250rpm — from May 2007 (CBT/CBU)
cast aluminium alloy; two valves per cylinder each with two concentric valve springs, timing-belt-driven single overhead camshaft (SOHC) directly acting on shim-adjustable bucket tappet valve lifters
aspiration
cast aluminium alloy intake manifold (two-part on fuel injected variant), two cast iron exhaust manifolds
1 – over-square/short-stroke, 398.8cc per cylinder, compression ratio
10.5
1
cylinder block & crankcase
grey cast iron; die-forged steel crankshaft
cylinder heads & valvetrain
cast aluminium alloy; five valves per cylinder, 30 valves total, double overhead camshafts
fuel system & engine management
multi-point electronic sequential indirect fuel injection with six intake manifold-sited fuel injectors; Bosch Motronic electronic engine control unit (ECU); 95RON/ROZ(91AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
DIN-rated motive power & torque output, ID codes
100kW (136PS; 134bhp) at 6,000rpm; 230N⋅m (170lb⋅ft) at 3,200rpm — ALW, ARN, ASM
110kW (150PS; 148bhp) at 6,000rpm; 230N⋅m (170lb⋅ft) at 3,200rpm — AFM
115kW (156PS; 154bhp) at 6,000rpm; 230N⋅m (170lb⋅ft) at 3,200rpm — APC
120kW (163PS; 161bhp) at 6,000rpm; 230N⋅m (170lb⋅ft) at 3,200rpm — ALG, AJG, AMM, APZ
121kW (165PS; 162bhp) at 6,000rpm; 230N⋅m (170lb⋅ft) at 3,200rpm — AGA, AML, ALF, APS, ARJ
125kW (170PS; 168bhp) at 6,000rpm; 230N⋅m (170lb⋅ft) at 3,200rpm — BDV
This 2.4 V6 is a smaller version of the all-alloy 3.2 V6 FSI – without the variable intake manifold and the FSI direct injection.
identification
parts code prefix
???; ID code
BDW
engine displacement & engine configuration
2,393cc (146.0cuin) 90° V6; bore× stroke
81.0mm ×77.4mm (3.19in ×3.05in), stroke ratio
1.05
1 – over-square/short-stroke, 398.8cc per cylinder, compression ratio
11.3
1
cylinder block & crankcase
homogeneous monobloc low-pressure gravity die castinghypereutecticAlusil aluminium-silicon alloy (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, simplex chain-driven double overhead camshafts, continuously variable valve timing system both for intake and exhaust
fuel system & engine management
common-rail multi-point electronic sequential indirect fuel injection with six intake manifold-sited fuel injectors; Bosch Motronic ME7.X electronic engine control unit (ECU)
exhaust system
two ceramic catalytic converters
DIN-rated motive power & torque output
130kW (177PS; 174bhp) at 6,000rpm (15.5m/s piston speed); 230N⋅m (170lbf⋅ft) at 3,000–5,000rpm; 12.1bar (175psi) (MEP)
common-rail multi-point electronic sequential indirect fuel injection with six intake manifold-sited fuel injectors; one LAZ pre-power output stage control unit and one 6-way ignition coil with longlife spark plugs; Bosch MPFI electronic engine control unit (ECU); 95RON/ROZ(91AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
DIN-rated motive power & torque outputs, ID codes
102kW (139PS; 137bhp) — ACZ, Chinese market
110kW (150PS; 148bhp) at 5,750rpm; 225N⋅m (166lbf⋅ft) at 3,000rpm — ABC
two parallel turbochargers (one per cylinder bank), two side-mounted intercoolers
fuel system, ignition system & engine management
common-rail multi-point electronic sequential indirect fuel injection with six intake manifold-sited Siemens fuel injectors; six individual spark coils; Bosch Motronic ME7.1 electronic engine control unit (ECU); 98RON/ROZ(93AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
DIN-rated motive power & torque outputs, applications, ID codes
169kW (230PS; 227bhp) at 5,800rpm; 310N⋅m (229lbf⋅ft) at 1,750rpm — Audi C5 A6 (AJK)
184kW (250PS; 247bhp) at 5,800rpm; 350N⋅m (258lbf⋅ft) at 1,800rpm — Audi C5 A6 allroad (ARE, BEL, BES)
187kW (254PS; 251bhp) at 5,800rpm; 350N⋅m (258lbf⋅ft) at 1,800rpm — Audi B5 S4 (APB North American market)
195kW (265PS; 261bhp) at 5,800rpm; 400N⋅m (295lbf⋅ft) at 1,850rpm — Audi B5 S4 (AGB, AZB)
2.7 V6 30v T 280 kW (B5 RS4)
Based on the Audi B5 S42.7 V6 biturbo, this engine was tuned by Cosworth Technology (now MAHLE Powertrain), and featured enlarged intake and exhaust ports on the cylinder heads, two uprated parallel turbochargers, and two side-mounted intercoolers (SMICs), together with new induction and exhaust systems, and a re-calibrated engine management system. Due to the high performance nature of the vehicle, it was also fitted with a multi-baffled two-section oil sump to help prevent oil starvation during high g-force manoeuvres.
identification
parts code prefix
???; ID codes
ASJ (EU2 compliant), AZR (EU3 compliant)
engine displacement & engine configuration
2,671cc (163.0cuin) 90° V6; bore× stroke
81.0mm ×86.4mm (3.19in ×3.40in), stroke ratio
0.94
1 – under-square/long-stroke, 445.2cc per cylinder, compression ratio
9.0–9.2
1
cylinder block & crankcase
grey cast iron; four main bearings, die-forged steel crankshaft
cylinder heads & valvetrain
cast aluminium alloy; five valves per cylinder, 30 valves total, timing belt and simplex roller chain-driven (hybrid system) double overhead camshafts
two parallel turbochargers (one per cylinder bank), two side-mounted intercoolers (SMICs)
fuel system, ignition system & engine management
common-rail multi-point electronic sequential indirect fuel injection with six intake manifold-sited fuel Siemens fuel injectors, six individual spark coils, Bosch Motronic ME7.1 electronic engine control unit (ECU); 98RON/ROZ(93AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
DIN-rated motive power & torque output
280kW (381PS; 375bhp) at 7,000rpm; 440N⋅m (325lbf⋅ft) at 2,500–6,000rpm
1 – under-square/long-stroke, 461.9cc per cylinder, compression ratio
10.3
1 (AFC 10.0
1)
cylinder block & crankcase
grey cast iron; four main bearings, die-forged steel crankshaft, two-part cast aluminium alloy oil sump
cylinder heads & valvetrain
cast aluminium alloy; two valves per cylinder each with two concentric valve springs (AFC has a single valve spring design), 12 valves total, self-adjusting hydraulic valve-play compensation, timing-belt-driven single overhead camshafts
common-rail multi-point electronic sequential indirect fuel injection with six intake manifold-sited fuel injectors; one LAZ pre-power output stage control unit and one 6-way ignition coil with longlife spark plugs; Bosch MMS MPI electronic engine control unit (ECU) with cylinder-selective knock control; 95RON/ROZ(91AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
DIN-rated motive power & torque output
128kW (174PS; 172bhp) at 5,500rpm; 250N⋅m (184lbf⋅ft) at 3,000rpm; redline
6,700rpm
updates from AAH to AFC
Valvetrain differences between original AAH design and later AFC design include
1) AFC camshaft provides different valve timing and is lighter. 2) AFC use single valve springs with less mass. 3) AFC inlet and exhaust valves have a smaller stem diameter with revised stem oil seals.
The AFC engine had a revised lubrication circuit and oil pan assembly, constructional detail includes
1) AFCs use a larger oil filter. 2) AFC engine oil cooler has a larger cross-sectional area. 3) AFC engines oil pressure relief valve is integrated into a cover assembly. 4) AFC engines oil pickup is integrated into the upper section of the oil sump, with a revised lower oil sump gasket.
grey cast iron; seven main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, 12 valves total, duplex chain-driven double overhead camshafts (DOHC)
fuel system & engine management
common-rail multi-point electronic sequential indirect fuel injection with six intake manifold-sited fuel injectors; Bosch Motronic M 2.9 electronic engine control unit (ECU); 98RON/ROZ(95AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
DIN-rated motive power & torque outputs, applications
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 camshafts, continuously adjusting variable valve timing for intake and exhaust camshafts
aspiration
EatonTwin 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
two-inlet 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 fuel distribution 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)
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 camshafts (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 camshafts (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
homogeneous monoblock low-pressure chill gravity die cast hypereutecticAlusilaluminium-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 camshafts, continuously 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 camshafts (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
All Volkswagen GroupV8 and W8 petrol engines are constructed from a lightweight, cast aluminium alloy cylinder block (crankcase) and cylinder heads. They all use multi-valve technology, with the valves being operated by twooverhead camshafts per cylinder bank (sometimes referred to as quad cam). All functions of engine control are carried out by varying types of Robert Bosch GmbH Motronic electronic engine control units. They are all longitudinallyfront-mounted, and the V8 engines listed below were for a long time only used in cars bearing the Audi marque, but latterly being installed in Volkswagen Passenger Cars flagship Volkswagen Phaeton.
3.6 V8 32v 184 kW
identification
parts code prefix
077, ID code
PT
engine displacement & engine configuration
3,562cc (217.4cuin) 90° V8; bore× stroke
81.0mm ×86.4mm (3.19in ×3.40in), stroke ratio
0.94
1 – under-square/long-stroke, 445.2cc per cylinder; compression ratio
10.6
1
cylinder block & crankcase
cast aluminium alloy; five main bearings, die-forged steel crankshaft
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 32 valves total, timing belt and simplex chain-driven (hybrid system) double overhead camshafts
fuel system, ignition system, engine management
common-rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; twin Hitachi ignition coils (one per cylinder bank) with Bosch longlife spark plugs, Bosch Motronic electronic engine control unit (ECU); 95RON/ROZ(91AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
DIN-rated motive power & torque output
184kW (250PS; 247bhp) at 5,800rpm; 340N⋅m (251lbf⋅ft) at 4,000rpm
1 – over-square/short-stroke, 462.1cc per cylinder; compression ratio
10.8
1
cylinder block & crankcase
cast aluminium alloy; five main bearings, die-forged steel crankshaft
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 32 valves total, timing belt and simplex chain-driven (hybrid system) double overhead camshafts
fuel system, ignition system, engine management
common-rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; twin LAZ pre-power output stage control units (one per cylinder bank) and eight single spark ignition coils with Bosch longlife spark plugs, Bosch Motronic electronic engine control unit (ECU); 95RON/ROZ(91AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
DIN-rated motive power & torque output
169kW (230PS; 227bhp) at 5,500rpm; 315N⋅m (232lbf⋅ft) at 2,700rpm
The W8-badged engine is an eight-cylinder W engine of four banks of two cylinders, formed by joining two 15° VR4 engines, placed on a single crankshaft, with each cylinder double bank now at a 72° vee angle.
1 – under-square/long-stroke, 499.87cc per cylinder, compression ratio
10.8
1
cylinder block & crankcase
cast aluminium alloy with two-part cast aluminium alloy oil sump; five main bearings; die-forged steel crankshaft with split crankpins; Lanchester principle balance shafts one above the other, counter-rotating at twice the crankshaft speed, symmetric to the middle of the crankshaft, upper one driven by a toothed belt
cylinder heads & valvetrain
cast aluminium alloy; four unequal-length valves per cylinder, 32 valves total, low-friction roller finger cam followers with automatic hydraulicvalve clearance compensation, simplex roller chain-driven (relay method, using three chains) double overhead camshafts, continuous vane-adjustable variable valve timing for intake and exhaust camshafts with up to 52° variance inlet camshafts and 22° for exhaust camshafts
two linked common fuel distribution rails, multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; centrally positioned NGK longlife spark plugs, mapped direct ignition with eight individual direct-acting single spark coils; Bosch Motronic ME electronic engine control unit (ECU), cylinder-selective knock control via four knock sensors, permanent lambda control; 95RON/ROZ(91AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
exhaust system
vacuum-operated secondary air injection pump for direct injection into exhaust ports to assist cold start operation, one cast iron exhaust manifold per cylinder bank with integrated ceramic catalytic converter per cylinder bank, four heated oxygen sensors monitoring pre- and post catalyst exhaust gasses, EU4 compliant
dimensions
mass
190kg (419lb), length
420mm (16.5in) length, width
710mm (28.0in), height
683mm (26.9in)
DIN-rated motive power & torque output
202kW (275PS; 271bhp) at 6,000rpm; 370N⋅m (273lbf⋅ft) at 2,750rpm (11.6bar (168psi)MEP); max. engine speed
1 – under-square/long-stroke, 521.5cc per cylinder; compression ratio
11.0
1
cylinder block & crankcase
cast aluminium alloy; five main bearings, die-forged steel crankshaft
cylinder heads & valvetrain
cast aluminium alloy; five valves per cylinder, 40 valves total, timing belt and simplex chain-driven (hybrid system) double overhead camshafts
fuel system, ignition system, engine management
two linked common fuel distribution rails, multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; Bosch Motronic electronic engine control unit (ECU); 98RON/ROZ(93AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
DIN-rated motive power & torque outputs, ID codes
220kW (299PS; 295bhp) at 6,200rpm; 400N⋅m (295lbf⋅ft) at 3,000rpm — ARS, ASG
228kW (310PS; 306bhp) at 6,200rpm; 410N⋅m (302lbf⋅ft) at 3,000rpm — AUX, AWN
250kW (340PS; 335bhp) at 7,000rpm; 420N⋅m (310lbf⋅ft) at 3,400rpm — AQJ, ANK
265kW (360PS; 355bhp) at 7,000rpm; 430N⋅m (317lbf⋅ft) at 3,400rpm — AQH, AVP, AYS, BCS
Based on the existing 4.2 V8 from the Audi C5 S6, this engine was tuned with the assistance of VW Group subsidiary Cosworth Technology (now MAHLE Powertrain), and featured two parallel turbochargers, known as biturbo, with two side-mounted intercoolers (SMICs). Enlarged and modified intake and exhaust ports on the new five valve cylinder heads, together with new induction and dual branch exhaust systems, a re-calibrated Motronic engine management system, revised cooling system, and decorative carbon fibre engine covers complete the upgrade.
The initial 331kW (450PS; 444bhp) variant of this engine generates a specific power output of 79.3kW (107.8PS; 106.3bhp) per litre displacement, and the RS6 Plus353kW (480PS; 473bhp) variant gives 84.6kW (115.0PS; 113.5bhp) per litre.
identification
parts code prefix
077.A
engine displacement & engine configuration
4,172cc (254.6cuin) 90° V8; bore× stroke
84.5mm ×93.0mm (3.33in ×3.66in), stroke ratio
0.91
1 – under-square/long-stroke, 521.5cc per cylinder; compression ratio
9.8
1, two oil coolers – oil
water and oil
air, two or three (dependent on target market) coolant radiators
cylinder block & crankcase
cast aluminium alloy; five main bearings, die-forged steel crossplane crankshaft with shared crankpins, two-part oil sump – upper
cast aluminium alloy; five valves per cylinder (three inlet, and two sodium-cooled exhaust valves), 40 valves total, low-friction roller-bearing finger cam followers with automatic hydraulicvalve clearance compensation, timing belt and simplex roller chain-driven (hybrid system) hollow-tube double overhead camshafts (the crankshaft-driven timing belt operates both exhaust camshafts, which in turn individually chain-drive the inlet camshafts), variable inlet camshaft timing
aspiration
two carbon fibre-cased siamesed air filters, two hot-film air mass meters, cast alloy intake manifold with Bosch E-Gasdrive by wireelectronic throttle control valve, biturbo – two fast-acting turbochargers (one per cylinder bank) with vacuum-actuated excess pressure control, two all-alloy side-mounted intercoolers (SMICs) optimised to prevent pressure loss
fuel system, ignition system, engine management
fuel tank sited electric low pressure fuel lift pump, underfloor electric high pressure relay fuel pump, common-rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; eight individual single-spark ignition coils, NGK longlife spark plugs; Bosch Motronic ME7.1.1 electronic engine control unit (ECU); 98RON/ROZ(93AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
exhaust system
dual-branch exhaust pipes with metallic-element catalytic converters and secondary air injection, four lambda sensors, European EU3 emissions standard
DIN-rated motive power & torque outputs, ID codes & applications
331kW (450PS; 444bhp) at 5,700–6,400rpm; 560N⋅m (413lbf⋅ft) at 1,950–5,600rpm — BCY:Audi C5 RS6 (07/02–09/04)
353kW (480PS; 473bhp) at 6,000–6,400rpm; 560N⋅m (413lbf⋅ft) at 1,950–6,000rpm — BRV:Audi C5 RS6 Plus (04/04–09/04)
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 RS 4 quattro and the 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 – under-square/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 (RS 4/R8 utilises an additional thermostatically controlled air
oil cooler); Q7 and RS 4 utilise a wet sump system (RS 4 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 hypereutecticAlusilaluminium-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 RS 4/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 RS 4/R8); four valves per cylinder
chrome-plated solid-stem (hollow-stem on RS 4/R8) intake valves, and chrome-plated sodium-filled hollow-stem exhaust valves, both with 11mm (0.43in) valve lift (longer valve lift on RS 4/R8), 32 valves total; lightweight low-friction roller finger cam followers (uprated with peened rollers on RS 4/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 RS 4/R8), valve opening (in crank angle degrees) 200 intake (230 for RS 4/R8) and 210 e exhaust (230 for RS 4/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 RS 4, '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 RS 4/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 (RS 4 & R8 do not use a variable tract-length intake manifold)
two inlet double-cam–driven single-piston high-pressure injection pumps maintaining a pressure between 30 and 100bar (435 and 1,450psi) in the two stainless steel common fuel distribution 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 RS 4 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 (RS 4/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 (RS 4), 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 RS 4, 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 RS 4 with vacuum-operated flap valves
dimensions
Q7 (for auto transmission with plate-type flywheel)
DIN-rated power & torque outputs, ID codes, applications
257kW (349PS; 345bhp) at 6,800rpm; 440N⋅m (325lbf⋅ft) at 3,500rpm, 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 7,000rpm — CAU:Audi S5 (06/07–03/12)
309kW (420PS; 414bhp) at 7,800rpm; 430N⋅m (317lbf⋅ft) at 5,500rpm, 90% available between 2,250 and 7,600rpm, 8,250rpm rev limiter — BNS:Audi RS 4 (B7) (09/05–06/08); BYH:Audi R8 (04/07–09/10; –02/15 for facelift model with 430-hp engine)
331kW (450PS; 444bhp) at 8,250rpm; 430N⋅m (317lbf⋅ft) at 4000–6000rpm, 90% available between 2,250 and 7600rpm, 8,500rpm rev limiter — CFSA:Audi RS 4 (B8) (06/12–09/15); Audi RS 5 (06/2010–09/17)
1 – under-square/long-stroke, 521.5cc per cylinder
cylinder block & crankcase
homogeneous monobloc low-pressure gravity die cast hypereutecticAlusilaluminium-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 fuel distribution 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
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
5.0 V10 40v (Lamborghini)
Only the third engine developed by Automobili Lamborghini S.p.A., and the first since Lamborghini was acquired by AUDI AG, this engine shares many technologies with other Audi-developed engines, although it is not directly based on any existing designs. It is constructed in two distinct stages: all components within the cylinder block and crankcase are built up at the Audi Hungaria Motor Kft. factory in Győr, with final assembly being completed at Sant'Agata Bolognese.
cast aluminium alloy with integrated liners with eutectic alloy; 88mm (3.46in) cylinder bore spacing; die-forged steel crankshaft with split crankpins (to create even 72deg firing interval with the 90deg vee-angle)
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 40 valves total, low-friction roller finger cam followers with automatic hydraulicvalve clearance compensation, chain-driven double overhead camshafts, continuously variable valve timing system both for intake and exhaust
two linked common fuel distribution rails, multi-point electronic sequential indirect fuel injection with ten intake manifold-sited fuel injectors
ignition system & engine management
mapped direct ignition with centrally mounted spark plugs and ten individual direct-acting single spark coils; two 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
five-into-one exhaust manifolds for each cylinder bank
DIN-rated motive power & torque outputs
368kW (500PS; 493bhp) at 7,800rpm; 510N⋅m (376lbf⋅ft) at 4,500rpm (80% available from 1,500rpm) — 2003–2005
382kW (519PS; 512bhp) at 8,000rpm; 510N⋅m (376lbf⋅ft) at 4,250rpm — SE, Spyder, and 2006-on
390kW (530PS; 523bhp) at 8,000rpm; 510N⋅m (376lbf⋅ft) at 4,250rpm — Superleggera
This Audi V10 TFSI – a 5.0 litreV10biturbo 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.
homogeneous monoblock low-pressure chill die cast hypereutecticAlusilaluminium-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 camshafts driven from the rear flywheel end in a relay method using four roller chains, continuously 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)
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 fuel distribution 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.[7]
1 – under-square/long-stroke, 520.4cc per cylinder, compression ratio
12.5
1
cylinder block & crankcase
homogeneous monoblock low-pressure chill die cast hypereutecticAlusilaluminium-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 double-cam–driven single-piston high-pressure injection pumps maintaining a pressure between 30 and 100bar (435 and 1,450psi) in the two stainless steel common fuel distribution 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 3,000–4,000rpm, (over 500N⋅m (369lbf⋅ft) between 2,500 and 5,500rpm)
Audi S8 — BSM: 331kW (450PS; 444bhp) at 7,000rpm; 540N⋅m (398lbf⋅ft) at 3,500rpm (90% available from 2,300rpm), 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.
Twelve-cylinder
6.2/6.5 V12 48v (Lamborghini)
This was a legacy engine, an original 3.5 litre version was developed nearly 50 years before the takeover of Automobili Lamborghini S.p.A. by the German Volkswagen Group subsidiary AUDI AG. The current 6.2 and 6.5litre versions can trace their lineage to the original. The final model to use this was the Murciélago, which was released during the current VW Group ownership, developed with help from Audi.
This section needs expansionwith: valvetrain drive system & valve clearance adjustment, max operating revs. You can help by adding to it. (September 2009)
two linked common fuel distribution rails, multi-point electronic sequential indirect fuel 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 gasses
DIN-rated motive power & torque outputs
6.2: 430kW (585PS; 577bhp) at 7500rpm; and 650N⋅m (479lbf⋅ft) at 5500rpm
6.5: 471kW (640PS; 632bhp) at 7500rpm; and 660N⋅m (487lbf⋅ft) at 5200rpm
German press release: auto katalog 2006 "Lighter Murcielago here in 2008". AutoCar.co.uk. Haymarket Media Group. 9 November 2007. Archived from the original on 29 August 2008. Retrieved 4 January 2010.
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