2.0 tfsi year 249 forces problems. What is a TFSI engine? Engine code

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

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

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

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

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

These engines are equipped with direct fuel injection with homogeneous mixture formation and with High pressure fuel pump Hitachi HDP 3. In order for the engine to comply with Euro-5 environmental standards, the 3.0 TFSI has a secondary air supply, and the ECU controls the engine Siemens Simos 8.

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

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

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

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

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

3.0 V6 TFSI EA837 Gen2 released in 2013

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

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

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

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

In 2016, the next turbocharged generation 3.0 TFSI of the EA839 family began to be produced, and a year later it completely replaced the TFSI with a compressor.

Engine specifications 3.0 V6 TFSI with Eaton compressor, EA837 (272 - 354 hp)

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

CMUA, CTUC, CTVA- 272 hp (200 kW) at 4,780 - 6,500 rpm, 400 Nm at 2,150 - 4,780 rpm.
CAJA, CCAA, CGWA, CGWB- 290 hp (213 kW) at 4,850 - 7,000 rpm, 420 Nm at 2,500 - 4,850 rpm.
CGWD, CGXB, CTTA, CTUA- 310 hp (228 kW) at 5200 - 6500 rpm, 440 Nm at 2900 - 4750 rpm.
CAKA, CCBA- 333 hp (245 kW) at 5,500 - 6,500 rpm, 440 Nm at 3,000 - 5,250 rpm
CREC- 333 hp (245 kW) at 5,500 - 7,000 rpm, 440 Nm at 2,900 - 5,300 rpm
CJTB, CJWB, CNAA, CTWA- 333 hp (245 kW) at 5,300 - 6,500 rpm, 440 Nm at 2,900 - 5,300 rpm
CTUD, CTXA- 354 hp (260 kW) at 6,000 - 6,500 rpm, 470 Nm at 4,000 - 4,500 rpm

Fuel: 95-98
Environmental standards: Euro 5, Euro 6 (since 2013)
Engine weight: 190 kg
Fuel consumption:(passport, on the example of the Audi A6)

city - 10.8 l / 100 km
highway - 6.6 l / 100 km
mixed - 8.2 l / 100 km

Oil consumption:(allowable) up to 500 g/1000 km
Engine oil:

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

Engine oil volume: 6.5 l (6.8 since 2013)
Oil change is carried out: according to the factory regulations, every 15,000 km (but it is necessary to do an intermediate replacement every 7,000 - 10,000 km)

The engine was installed on:

Audi A4 B8 (10.2011 - 11.2015) - 272 hp CMUA
Audi S4 B8 (10.2008 - 01.2016) - 333 hp CAKA
Audi A5 B8 (10.2011 - 07.2015) - 272 hp CMUA
Audi S5 B8 (10.2011 - 07.2016) - 333 hp CAKA, CCBA
Audi A6 C7 (01.2011 - 11.2014) - 310 hp CGWD, CGXB, CTUA
Audi A6 C7 FL (12.2014 - 10.2018) - 333 hp CREC
Audi A7 C7 (07.2010 - 05.2012) - 300 hp CGWB, CHMA
Audi A7 C7 (06.2012 - 06.2014) - 310 hp CGWD, CGXB, CTTA, CTUA
Audi A7 С7 FL (07.2014 - 05.2018) - 333 hp CREC
Audi A8 D4 (11.2009 - 10.2013) - 290 hp CREG, CGWA, CGXA
Audi A8 D4 FL (11.2013 - 12.2017) - 310 hp CGWD, CREA
Audi Q5 8R FL (09.2012 - 07.2015) - 272 HP CTUC, CTVA
Audi SQ5 (09.2013 - 03.2017) - 354 hp CTUD, CTXA
Audi Q7 4L FL (06.2010 - 08.2015) - 272 HP CJTC, CJWC
Audi Q7 4L FL (06.2010 - 08.2015) - 333 HP CJTB, CJWB, CNAA, CTWA
VW Touareg Hybrid (02.2010 - 12.2014) - 333 hp CGEA, CGFA
VW Touareg Hybrid FL (12.2014 - 07.2015) - 333 hp CGEA, CGFA

Problems and reliability of 3.0 V6 TFSI engines with Eaton compressor

1) High oil consumption

Often the reason for this is a badass in the 1st and 6th cylinders. The problem occurs on engines of the 1st generation (EA837 Gen1), so new cast-iron sleeves began to be used on Gen2. In order to somehow delay the appearance of scuffs on the 1st generation EA837, you should:

warm up the oil and engine;
if you give a "pedal to the floor", then only on a warm engine;
change the oil every 7,500 km and only for high-quality.

But do not rush to immediately sentence the engine if oil consumption has increased. Sometimes the problem lies in the oil separator, which was then replaced with a new part. 06E 103 547 S. Installing a new oil separator helps solve the oil burn problem if the engine does not have scoring. Therefore, first it is better to check the cylinders with an endoscope.

2) Engine rattle on startup

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

To get to these valves, you need to remove the intake and oil separator. Do not forget to wash everything thoroughly, if you still removed the inlet. When you wash the inlet, in the collapse of the cylinders, under the oil separator, you will find a hatch, opening which you will find if you have a CAJA engine and older (until 2012) - 2 check valves of the cylinder head oil channels that prevent oil from draining from the channels, and when starting the engine the pump does not need to drive oil through all channels, it is already there, and, accordingly, there is no hateful sound trrrr in the morning on a cold one. Number of correct valves - VAG 059 103 175 F- 2 pcs.

But if you have an engine CGWA and younger, then instead of these valves, the "wise Fritz" installed just plugs under the number 06E 103 271 A, referred to in the catalog as the "Air outlet hose throttle", instead of valves, and the oil calmly flows into the sump and is pumped up again each time, and since the chains do not get younger, the trrrr effect occurs much earlier than it could have occurred, and it can be super cured little blood, simply by installing valves instead of plugs.

The second reason is timing chain tensioner wear. In this case, the chain rattle lasts longer and the longer the chain rattles, the worse the situation. Solved by replacing the tensioners.

3) Noise from the exhaust system

The cause of such noise is the burnout of the corrugations. Usually this happens in the region of 80 - 100 thousand km. Check, change and everything will work quietly. Native corrugations are very elastic and it is very strange that they behave this way. As a rule, they are torn precisely in their lower part. Perhaps this is due to the soft rubber and the only pipe attachment at the end of the box. But the fact remains, therefore we recommend using three-layer corrugations as repair ones (they are stronger).

4) Destruction of catalysts

The cause of damage to the catalysts is, as a rule, bad gasoline. Also, do not count on their long service life after chip tuning. If you have already begun to increase the power of the engine, then you can safely remove the catalysts, since the ceramic dust from their destruction enters the cylinders and causes scuffing on the walls.

Of course, it is best to install the correct exhaust elements that have passed all the necessary calculations for a specific engine, and not what is welded in the garage "on the knee". Excellent solutions with tuned sound are made by the Italians from Supersprint.

Resource3.0 V6 TFSI engines with Eaton compressor

But all of the above is not found on every car, the main thing is to be serviced on time, not to save money and adequately operate your engine. Change the oil more than once every 15 thousand km, but 2 times more often, pour only good oil, all this increases the engine life. Sometimes the low-pressure fuel pump still fails, often the pump dies ahead of time, soot forms in the manifold and on the valves, which needs to be cleaned from time to time.

But with decent service, a 3.0 TFSI resource can exceed 200-250 thousand km or more.

Tuning engines 3.0 V6 TFSI with Eaton compressor

This motor has tremendous potential and you can get impressive numbers on factory hardware. Any 3.0 TFSI (whether 272 or 333 hp) with a Stage 1 chip on 98 gasoline can be pumped up to 420-440 hp. and 500 Nm of torque. On sports fuel, you can get about 20 more hp.

A small compressor pulley (57.7 mm), a cold intake, a large intercooler, an exhaust without catalysts and a Stage 2 chip can provide approximately 470 hp. on 98 gasoline and more than 500 hp on sports fuel. If we add to this an increased throttle and NGK candles with a glow number of 9, then 500 hp. together with 600 Nm of torque, it is already achievable on 98 gasoline, and on sports fuel you will get all 540 hp.

Last edit: 17 Mar 2019

Rightsizing is the optimal number of cylinders and engine displacement (in this case, 1984 cm 3), taking into account the vehicle class and typical driving conditions

At the 36th International Motor Symposium in Vienna, Audi presented its new 2.0 TFSI engine - with four cylinders, turbocharging, direct/port injection and... the ability to choose a thermodynamic cycle, Otto or Miller! The main thing is that this feature of the unit allowed the German engineers to abandon the endless downsizing (reducing the number of cylinders and the volume of the internal combustion engine) and introduce a new philosophy of rightsizing - that is, the “right size”.

The Audi Valvelift System, which regulates the valve timing and lift of the intake valves, closes the latter earlier at partial load. The intake stroke decreases from the usual 190-200 degrees of crankshaft rotation to 140 degrees (170 - if full return is required), as a result, the filling of the cylinders decreases. This effect allowed engineers to increase the geometric compression ratio while maintaining the actual one, which gave rise to efficiency.

The new Audi 2.0 TFSI engine weighs 140 kg, has an exhaust manifold integrated into the head of the block and an "intelligent" cooling system for quick warm-up and uses a low viscosity oil - 0W-20. The external speed characteristic has not yet been disclosed. However, it is known that the “turbo four” produces 190 horsepower and 320 Newton meters in a wide range of 1450-4400 rpm. Later, other forcing options will surely appear, because the engine will be installed not only on the latest Audi A4 (in this case, the average fuel consumption will be less than 5.0 l / 100 km), but also on other models, also of the Volkswagen and SEAT brands.

Volkswagen-Audi EA113 2.0 TFSI engine

Characteristics of the EA113 engine

Production	Plant Audi Hungaria Motor Kft. in Gyor
Engine brand	EA113
Release years	2004-2014
Block material	cast iron
Supply system	direct injection
Type of	in-line
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	92.8
Cylinder diameter, mm	82.5
Compression ratio	10.5
Engine volume, cc	1984
Engine power, hp / rpm	170-271/4300-6000
Torque, Nm/rpm	280-350/1800-5000
Fuel	98 95 (lower power)
Environmental regulations	Euro 4 Euro 5
Engine weight, kg	~152
Fuel consumption, l/100 km - city - track - mixed.	12.6 6 .6 8.8
Oil consumption, g/1000 km	up to 500
Engine oil	5W-30 5W-40
How much oil is in the engine	4.6
When replacing pour, l	~4.0
Oil change is carried out, km	15000 (preferably 7500)
Operating temperature of the engine, hail.	~90
Engine resource, thousand km - according to the plant - on practice	- ~300
Tuning, HP - potential - no loss of resource	400+ ~250
The engine was installed	Audi A3 Audi A4 Audi A6 Audi TT / TTS Seat Altea Seat Exeo Seat Leon Seat Toledo Skoda Octavia vRS Volkswagen Jetta Volkswagen Golf V GTI / VI GTI 35 Ed./R Volkswagen Passat Volkswagen Polo R

Reliability, problems and engine repair Volkswagen-Audi EA113 2.0 TFSI

The two - liter EA113 TFSI series engine was released in 2004 and was developed on the basis of the VW 2.0 FSI - AXW naturally aspirated engine with direct fuel injection . The main difference between the two engines is not difficult to guess from the first letter added - the new engine is equipped with a turbocharger. This is not the only difference; for high power, the power unit must be properly prepared; in TFSI, instead of an aluminum cylinder block, a cast iron cylinder is used. modified balancing mechanism with two balancing shafts, another is used crankshaft with thick thrust bosses, pistons modified for a lower compression ratio on reinforced connecting rods. All this is covered with a modified 16-valve twin-shaft cylinder head with new camshafts, valves, reinforced springs, modified intake channels and other improvements. The 2.0 TFSI engine is equipped with hydraulic lifters,phase shifter on the intake shaft, direct fuel injection,the timing drive uses a belt whose service life is ~ 90,000 km, when the belt breaks, the 2.0 TFSI engine bends the valve.
A small BorgWarner K03 turbine blows into the motor (pressure up to 0.9 bar), which provides an even torque shelf already from 1800 rpm. More powerful versions are equipped with a more efficient turbine - KKK K04.
Controls all Bosch Motronic MED 9.1 ECUs.

Engine modifications VW-Audi 2.0 TFSI

1. AXX - the first version of the motor, power 200 hp. at 6000 rpm, torque 280 Nm at 1700-5000 rpm. They put the engine on the Audi A3, VW Golf 5 GTI, VW Jetta and Volkswagen Passat B6.
2. BWE - analogue of AXX, but for all-wheel drive Audi A4 and SEAT Exeo.
3. BPY - analogue of AXX, but for North America, under the environmental standard ULEV 2.
4. BUL - 220 hp version for Audi A4 DTM Edition.
5. CDLJ - motor for Polo R WRC.
6. BPJ - the weakest version of 2.0 TFSI, 170 hp. Was put on the Audi A6.
7. BWA - similar to AXX, but with newer pistons, power is 200 hp. at 6000 rpm, torque 280 Nm at 1700-5000 rpm. There is a motor on the Audi A3, Audi TT, Seat Altea,Seat Leon FR, Seat Toledo, Skoda Octavia RS, VW Jetta, VW Passat B6, Volkswagen Eos.
8. BYD - a reinforced block was used, reinforced connecting rods, a compression ratio reduced to 9.8, more efficient nozzles and a pump, a new head, other camshafts, a KKK K04 turbine (boost pressure up to 1.2 bar), another intercooler, power 230 hp. at 5500 rpm, torque 300 Nm at 2250-5200 rpm. Installed on Volkswagen Golf 5 GTI Edition 30 and Pirelli Edition.
9. CDLG - BYD adapted for WV Golf 6 GTI Edition 35. Power 235 hp at 5500 rpm, torque 300 Nm at 2200-5200 rpm.
10. BWJ - similar to BYD, but with a different intercooler, power increased to 241 hp. at 6000 rpm, torque 300 Nm at 2200-5500 rpm. There is an engine on the Seat Leon Cupra.
11. CDLF, CDLC, CDLA, CDLB, CDLD, CDLH, CDLK - analogues of BYD with a different intake (old manifold), a different intercooler and intake camshaft, power 256-271 hp, depending on the settings. Installed on Audi S3, Audi TTS, Seat Leon Cupra R, Volkswagen Golf R, Volkswagen Scirocco R, Audi A1.
12. BHZ - 265 hp version for Audi S3. Differs in nozzles, candles, inlet, air filter box.

Problems and disadvantages of VW-Audi 2.0 TFSI engines

1. Zhor oil. On vehicles with more than average mileage, increased oil consumption (oil burner) may be observed, this issue is resolved by replacing the VKG valve (crankcase ventilation) or, if necessary, by replacing the valve stem seals and rings.
2. Knock. Diesel. The reason is a worn camshaft chain tensioner, replacement will help solve the problem.
3. Does not ride at high speeds. The reason is the wear of the injection pump pusher, the issue is resolved by replacing it. Its service life is about 40 thousand km, it is necessary to control the condition every 15-20 thousand km.
4. Dips in acceleration, loss of power. The problem lies in the bypass valve N249 and is solved by replacing it.
5. Does not start after refueling. The problem is in the fuel tank vent valve, replacing everything will solve it. The problem is relevant for American cars.

In addition, the ignition coils do not last long, the intake manifold periodically becomes dirty and the motor of the intake channels fails, such problems are solved by cleaning the manifold and replacing the motor. The rest of the engine is good, cheerful, loves high-quality gasoline and oil. If available, it produces 200 hp. and rides very well.
Over time, this engine was replaced by another 2.0-liter turbo engine of the EA888 series.

Volkswagen-Audi 2.0 TFSI engine tuning

Chip tuning

Tuning tfsi engines is a fairly simple task (if you have money), to increase engine power to 250-260 hp, just go to a tuning office and flash Stage 1. pipe, cold inlet, more efficient injection pump and flashing, this will increase the return to 280-290 hp. Further increase in power can be continued with the new K04 turbine and injectors from the Audi S3, such configurations give ~ 350 hp. Further squeezing juices out of a 2-liter motor is not so profitable, the price / hp ratio. noticeably decreases.

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1 Self-Study Program 645 Internal use only Audi 2.0l TFSI engines of the EA888 family Audi Service Training

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

3 Contents Introduction Setting Goals 4 Evolving the Engine Family 5 Introduction to Specifications 6 MLBevo 3rd Generation 2.0L TFSI Engine 8 MLBevo BZ (Audi ultra) 3rd Generation 2.0L TFSI Engine 10 Engine Mechanical Crankshaft 12 Cylinder block 14 Engine oil 0W Cylinder head 16 Chain drive 18 Engine management system Air mass meter 20 Workflow 20 Cycle process according to the Miller principle 21 New TFSI workflow for Audi engines (B-cycle) 22 Maintenance Three-piece oil scraper rings 27 Scope of work 27 Appendix Glossary of technical terms 28 Test questions 29 Self-study programs 30 QR code information 30 Notes 31 The self-study program contains basic information on the design of new car models, the design and operation of new systems and components. It is not a repair manual! The values given are for ease of understanding only and are valid for the data available at the time the self-study program was compiled. The self-study program is not updated. For maintenance and repair work, refer to the relevant technical literature. Terms in italics and marked with an arrow are explained in the glossary at the end of this self-study program. Note Further information 3

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

5 Development of the engine family The engines of the EA113 or EA888 family have been used in numerous Audi models for several years and form a broad basis for the use of petrol powertrains. When developing this family of engines, the primary goal was to reduce fuel consumption and CO 2 emissions. However, the engine of this family is also installed in sports models, such as the Audi S3. The following is a brief overview of the individual engine generations and their features. Engine generation EA888 3B Technological progress EA113 0/1 2 3 Year 645_010 Engine generation EA888 0/1 2 3 Highlights and innovations The first EA888 TFSI engine from Audi. 1.8 l and 2.0 l options. Fuel system with flow feedback. Timing chain drive. Variable valve timing on the intake side. Oil supply with flow feedback. Audi valvelift system (AVS) on the exhaust side. Secondary air supply system for vehicles with extra low exhaust gas toxicity (SULEV). Further information Self-Study Program 384 "Audi 1.8l 4V TFSI engine with timing chain". Self-Study Program 436 "Changes to the 4-cylinder TFSI engine with timing chain". 3B See Glossary on page 28. Cylinder head integrated exhaust manifold (IAGK). Innovative Thermal Management (ITM) with Engine Thermal Management Actuator. Supercharging system using a turbocharger with an electric bypass valve. Dual fuel injection system (MPI and FSI). New TFSI workflow. Audi valvelift system (AVS) on the intake side. Replaces the 1.8L variant. Self-Study Program 606 "Audi 1.8/2.0l TFSI Engines of the EA888 Family (3rd Generation)". 5

6 Introduction Technical data Engine of performance class 1 in the Audi A4 (type 8W) Power in kW Torque in Nm Power in kW in efficiency mode 1) Torque in Nm in efficiency mode 1) Speed in rpm 645_004 Features Specifications 6 Engine code Type CVKB Displacement, cm Stroke, mm 92.8 Bore, mm 82.5 Number of valves per cylinder 4 Cylinder order Compression ratio 11.65:1 4-cylinder, in-line Power, kW at rpm 140 at In efficiency mode: 140 at) Torque Nm at rpm 320 at In efficiency mode: 250 at) Fuel Engine management system Bosch MED Lambda control/knock control Fuel mixture formation Exhaust aftertreatment system Emission class CO2 emissions, g/km 114 2) Unleaded petrol octane rating 95 Multiport injection (MPI) with adaptive idle control Catalyst close to the engine, lambda probe before the turbocharger and after the catalytic converter Euro 6 (W) on page) Audi A4 Avant with front-wheel drive and S tronic. See "Glossary of technical terms" on page 28.

7 Engine of performance class 2 in the Audi A4 (type 8W) Power in kW Torque in Nm Speed in rpm 645_011 Special features Technical data Engine code Type CYRB Displacement in cm Stroke in mm 92.8 Bore in mm 82.5 Number of valves per cylinder 4 Cylinder order Compression ratio 9.6: 1 4-cylinder in-line Power, kW at rpm 185 at Torque, Nm at rpm 370 at Fuel Engine management system SIMOS 18.4 Lambda -control/knock control Fuel mixture formation Exhaust gas aftertreatment system Emission class 95 RON unleaded petrol Adaptive lambda control, adaptive knock control running Catalytic converter near the engine, lambda probe before the turbocharger and after the catalytic converter Euro 6 (W) CO2 emissions, g/ km 129 1) /139 2) 1) Audi A4 sedan with front-wheel drive and S tronic gearbox. 2) Audi A4 Avant with quattro drive and S tronic gearbox. See "Glossary of technical terms" on page

8 MLBevo 3rd Generation 2.0l TFSI Engine (Performance Class 2) Here are the main differences from the 3rd generation 2.0l TFSI engine. If the car is equipped with a start-stop system, version 2.0 is usually used. For more information on versions of the start-stop system, refer to Self-Study Program 630 "Audi TT (type FV). Introduction". The 2.0l TFSI engine of the 3rd generation MLBevo is based on the 165kW 2.0l TFSI power unit of the Audi A4 (type 8K) (engine code CNCB). Piston In terms of geometry, it corresponds to the piston of the base engine with a power of 165 kW. Similar in material to the piston of the Audi S3 engine (type 8V). Three-piece oil scraper ring. 645_016 Activated charcoal canister system (AKF) Increased air flow. Noise reduction measures. 645_015 Engine management system Simos system Throttle valve with reduced air leakage. The throttle valve and high pressure fuel pump are supplied by Bosch. Connecting the engine control unit to the FlexRay data bus. 645_014 8

9 Lubrication system Adaptation to make room for the electromechanical power steering (EPS) and the planned installation of a roll stabilization system. Thanks to the non-return valve in the oil filter module, maximum oil pressure is built up faster at all lubrication points, especially when the engine is cold. There is no check valve in the cylinder block, as well as in the cylinder head. Increasing the oil volume between the minimum and maximum levels, so that a sufficient amount of oil is always left in the intake area of the oil pump in the case of a particularly dynamic driving style. 645_017 Cylinder head Use of a different material due to higher output and therefore higher thermal load. Increasing the thickness of the cooling jacket. Adaptation of valve train due to higher power and correspondingly higher thermal load (e.g. sodium-filled exhaust valves). The turbocharger is designed for thermal resistance up to 950 C. 645_018 Cylinder block Transition to crankcase ventilation via balance shafts. Piston cooling nozzles require installation in a strictly defined direction due to changes in the crankcase ventilation system, see workshop manual. 645_012 Modifications compared to ULEV 125 (USA) No intake manifold injection (MPI). The ventilation hose of the crankcase ventilation system is diagnosed (legislative requirement). 645_019 9

10 2.0l TFSI 3rd generation MLBevo BZ (Audi ultra) engine (performance class 1) Here are the main differences from the 2.0l TFSI 3rd generation MLBevo with 185kW. Fuel system Pressure increase by 250 bar. Modifications of high pressure circuit parts. 645_021 Chain drive Longer guide shoes. Non-round shape of the timing sprocket. Reduced tension force. Increased oil pump speed, 22 tooth sprocket (previously 24). 645_029 Engine management system Bosch MED system New workflow (BZ = B-cycle). Air mass meter application driven by new workflow. 645_020 10

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

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

13 Crankshaft The diameter of the main bearings in a power class 2 engine is the same as in a 3rd generation engine. For the power class 1 engine, the diameter of the main bearings has been reduced to match that of the previous 1.8l TFSI engine. Thanks to this, it was possible to further reduce the weight. Both crankshafts have 4 counterweights. Performance class 1 Performance class 2 645_ _023 Pistons and valves For the performance class 2 engine, these components have been taken over from the predecessor power unit. Only the piston rings have been modified: a three-piece oil scraper ring is now used, see "Three-piece oil scraper rings" on page 27. For the engine in performance class 1, additional changes have been made due to the increased compression ratio and the new TFSI workflow. The combustion chambers have enlarged swirl zones (valve masking), which necessitated the use of smaller intake valves. Enlarged swirl zones improve mixing of fuel and air in the cylinder. Corresponding grooves for valves are made in the bottom of the piston, supplemented by an increase in height in the so-called epsilon zone. The intake and exhaust valves also have a longer stem. The diameter of the exhaust valves, on the contrary, has not changed. Power class 1 Power class 2 Valve masking Reduced inlet valves Exhaust valves of the same size Adapted valve recesses Higher epsilon zone Flow diverting recess 645_ _027 13

14 Cylinder block Crankcase ventilation system As a result of the relocation of the Audi valvelift system (AVS) to the intake side, the engine in performance class 1 also required an adaptation of the crankcase ventilation system. Instead of the previous selection points in the crank chambers of the 3rd and 4th cylinders, blow-by gases are now taken from the crank chambers in the area of the 1st and 2nd cylinders. From there, crankcase gases enter the housing of one of the balancer shafts. A splined sleeve has been added to the balance shaft housing so that blow-by gases can flow through it. As a result of the rotation of the balance shaft, most of the oil (under the action of centrifugal force) is separated from the crankcase gases (coarse oil separator) and flows back into the oil pan. The further route of blow-by gases to the fine oil separator module on the cylinder head corresponds to the direction of blow-by gases on the 3rd generation 2.0l TFSI engine. Blow-by gas sampling points in crank chambers 1 and 2 Balance shaft Blow-by gas flow to fine oil separator module 645_032 Slotted sleeve See "Glossary of special terms" on page 28. Blow-by gases in the cylinder block Blow-by gases entry points to the crank chamber 1 and 2 Further information Further information on the operation of the fine oil separator module can be found in Self-Study Program 606 "Audi 1.8l and 2.0l TFSI Engines of the EA888 Family (3rd Generation)". fourteen

15 Piston cooling jets As a result of the change to a crankcase ventilation system with blow-by gases flowing around one of the balancer shafts in a power class 1 engine, the cylinder block also had to be modified. This also affects the installation position of the piston cooling nozzles, which are no longer in contact with the crankcase. Previously, a reference edge was used for this purpose. For this reason, when installing piston cooling nozzles on a new engine, attention must be paid to their exact location. Otherwise, reliable operation of the piston cooling system is not ensured. Old version New version 645_ _026 Supporting lip for piston cooling nozzle on the crankcase Piston cooling nozzle that needs to be set in a certain position Additional information For more information on fitting the piston cooling nozzles, see workshop manual! Note All the changes and innovations described below apply exclusively to the engine in performance class 1. Engine oil 0W-20 To further reduce frictional power losses and thus reduce fuel consumption, the engine in performance class 1 uses engine oil of specification 0W-20 according to VW and VW approvals New engine oil has the following properties: It promotes rapid pumping because it has greater fluidity (lower viscosity). This allows the oil to reach the lubrication points faster. In addition, it is more beneficial for a driver who makes many trips over short distances, since the friction loss of the engine is less (lower oil resistance). A chemical marker has been added to the new oil (greenish) so that it can be uniquely identified in the laboratory. In addition, this oil can only be used for engines with the appropriate approval. Due to the lower viscosity, oil pressure builds up more slowly. The 2.0l TFSI 3rd generation MLBevo engine in performance class 1 therefore rotates the oil pump slightly faster. In addition, a new check valve has been installed in the oil filter housing. Note Observe the manufacturer's instructions for new engine oil, such as the current vehicle owner's manual. Comply with the requirements for oil viscosity as well as the appropriate tolerances for engine oils according to the inspection service tables. fifteen

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

17 Cylinder head cover and camshafts Due to the relocation of the Audi valvelift system (AVS) to the other side, a suitably adapted cylinder head cover is used for the engine in performance class 1. The valve lift actuator connections of the Audi valvelift system (AVS) are therefore located on the intake side. The intake camshaft has external serrations on which the offset cam segments of the Audi valvelift system (AVS) are located. Performance class 1 Performance class 2 Cylinder head cover Intake side: valve lift actuators 1 8 (AVS) F366 F373 Cylinder head cover Exhaust side: valve lift actuators 1 8 (AVS) F366 F373 Intake camshaft with movable cam segments Intake camshaft Exhaust camshaft Exhaust camshaft with movable cam segments 645_ _046 Further information Further information on the function of the Audi valvelift system (AVS) can be found in Self-Study Program 411 "Audi 2.8l and 3 .2L FSI with Audi Valvelift System.” 17

18 Chain drive The basic structure of the chain drive is largely taken over from the 3rd generation engine. But in this case, steps were taken to improve. Due to the reduction of power losses due to friction, the power required to operate the chain drive has also decreased. For the power class 1 engine, even more significant changes have been made. The following is a list of measures taken. Chain direction The damper shoe is located between the sprockets of both camshafts. However, he practically does not touch the chain. To protect against chain jumping, the guide shoe has been lengthened. It is screwed to the cylinder head. Guide shoe Upper chain jump guard Damper Lower chain jump guard Damper A chain jump guard has been placed at both ends of the damper. This measure has already been implemented in the current series production of the 3rd generation 2.0l TFSI engine. 645_033 18

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

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

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

22 New TFSI process for Audi engines (B-cycle) The new TFSI process for the 2.0l TFSI engine in performance class 1 is basically a modified Miller cycle. However, fuel consumption figures can be lower than a comparable 3rd generation 1.8l TFSI engine, although the friction inside the engine is higher due to the larger displacement. The change in the opening time of the valves on the intake side is implemented using the Audi valvelift system (AVS). To do this, the AVS system switches to a cam which, firstly, results in a different valve opening time (early closing of the intake valves) and, secondly, reduces the opening stroke of the intake valves. This workflow is referred to as the "big extension workflow" ("B-loop"). However, from a physical point of view, in this case, there is not an extension of the expansion phase, but a reduction in the compression phase. That is, the expression "long stroke" would be completely adequate when comparing such a process with a conventional engine of a smaller displacement, which, with a reduced piston stroke, would have a comparable compression ratio. Comparison of valve and cylinder positions Partial load Full load High base compression ratio. Inlet valve closes early. Brief opening of the valve. Very low exhaust emissions. Inlet valve closes late. Continuous opening of the valve. High torque. Great power. Due to the shorter stroke, the intake valve does not open wide. As a result, the flow area is smaller Due to the full stroke, the inlet valve opens to the normal width. The result is a larger flow area 645_042 645_043 Valve lift control with the Audi valvelift system (AVS) The cam segments have two cam profiles for each valve. The cam-controlled valve timing is designed to achieve the desired engine performance. The adjustable parameters are the duration and moment of opening the valve, as well as the valve stroke (flow area). In the case of small cam profiles (shown in green in the illustration), the opening time is Varying height 140 of the crankshaft angle. With a full stroke of the valve, cam profile, implemented by large cam profiles (in the illustration, 140 KV affecting the stroke are shown in red), the duration of the valve opening reaches 170 crankshaft angle. 170 KV 645_052 22

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

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

25 Fuel injection and cooling system 320 Nm 140 kW Mean effective pressure bar Direct fuel injection (FSI) Multiport fuel injection (MPI) Coolant temperature 105 C Engine speed in rpm 645_050 Intake flaps and Audi valvelift system (AVS) ) 320 Nm 140 kW Mean effective pressure in bar AVS with small valve lift 1 AVS with long valve stroke Inlet flaps closed Engine speed in rpm 645_051 1 Switchback threshold from high to low valve travel 25

26 Processes in the cylinder The following describes the conditions that occur in the combustion chamber in comparison with a conventional gasoline engine. Stroke Inlet The piston moves from TDC to BDC. Normal Workflow New Workflow (B-Cycle) The intake valve closes well before the piston reaches BDC. After the intake valve closes, the pressure in the cylinder begins to decrease as the piston continues to move downward. Compression The piston moves from BDC to TDC. First, the pressure drop must be compensated. At an angle of rotation of the crankshaft 70 before TDC, the pressure in the cylinder is again equalized with the pressure in the intake tract. In a normal working process, the pressure at this point is already higher. Due to the higher geometric compression ratio, the pressure rises faster with the new working process. The pressure at TDC is about the same (12 bar). In general, the average pressure level in the new workflow is higher, so it has a higher efficiency. Start of stroke The piston moves from TDC to BDC. During the expansion with the new working process, due to the smaller volume of the combustion chamber, the pressure level is higher. Release The piston moves from BDC to TDC. At this stage, the new workflow, due to the different mass characteristics of the mixture and other thermal transitions, provides a slight advantage in efficiency. 26

27 Maintenance Three-piece oil scraper rings Three-piece oil scraper rings consist of 2 thin steel plates and an expander. The expander presses the steel plates (oil scraper rings) against the cylinder wall. Three-piece oil scraper rings can adapt very well to the shape of the cylinder despite a low pressure force. They have less friction and remove oil from the cylinder walls. Recommendations for installation When installing it is necessary to control the correct position of the expander of the oil scraper ring. This is especially important for pistons supplied with pre-mounted rings. The ends of the expander can overlap each other. Therefore, for easy control, both ends are color-coded. The ends of the expander must not overlap, otherwise the function of the oil scraper ring is not ensured. The locks of the three-element oil scraper ring during installation should be located around the circumference with an offset of 120 relative to each other. Lock Three-piece oil scraper ring, consisting of: Upper steel plate Ring expander Lower steel plate Color mark 1 Color mark 2 645_045 Note When installing three-piece oil rings on pistons, strictly observe the relevant operating instructions in the workshop manual. Scope of maintenance work Oil change Air filter change interval Spark plug change interval According to maintenance indicator depending on driving style and operating conditions: km/1 year to km/2 year km km/6 years Fuel filter change interval Timing chain (no replacement within the framework of maintenance) Note The information in the current service literature always has priority. 27

28 Appendix Glossary of technical terms This glossary provides explanations of all terms in italics and marked with an arrow in the text of the self-study program. Blow-by gases Blow-by gases are gases that enter the crankcase from the combustion chambers between the piston and the cylinder wall. The reason for their penetration is the high pressure in the combustion chamber and perfectly normal operating clearances of the piston rings. The ventilation system removes these gases from the crankcase and delivers them to the combustion chambers. Connecting rod with a break-off cap This name of the connecting rods is explained by the technology of their manufacture. The connecting rod pin and the connecting rod cap are separated from each other by targeted breaking (breaking off). The advantage of this technology is the exact coincidence of the faults of both parts with each other with a high connection accuracy. Fault surfaces Engine power class In Germany, according to the Federal Smoke and Waste Water Protection Act (Emission Limit Values Ordinance for Internal Combustion Engines) in accordance with the Directive of the European Parliament, mobile working machines are divided into power classes. A distinction is made between stages I, II, IIIA, IIIB and IV, as well as power classes 19kW 36kW, 37kW 55kW, 56kW 74kW, 75kW 129kW and 130kW 560kW, the difference being made on the basis of variable and fixed frequency rotation. MPI An abbreviation for Multi Point Injection (ported injection) refers to the fuel injection system of gasoline engines, in which fuel is injected before the intake valves, i.e. into the intake manifold. In some engines, it is used in combination with the FSI direct fuel injection system. 645_054 Predetermined destruction point MPI FSI injector Short for Fuel Stratified Injection (stratified (direct) injection) is used in gasoline engines to refer to the direct fuel injection technology used by the Audi brand in the combustion chamber. Fuel is injected under pressure up to 200 bar. 645_053 Intake manifold FSI injector Combustion chamber 645_055 28

29 Test questions 1. With the launch of the Audi A4 (type 8W), a new engine oil (0W-20) has also been introduced to the market. What engines can it be used for? a) For high power engines only, i.e. S models. b) For all new engines as well as for all older engines. c) For new gasoline and diesel engines which are designed for this. 2. What has been changed in the crankcase ventilation system of the new 2.0L TFSI engine compared to the previous engines (EA888 3rd generation)? a) The system provides for top oil separation. The supply ventilation is activated when the engine load is high. b) A new sampling point is used for crankcase exhaust ventilation. It is located at one of the balance shafts. The further exhaust ventilation path and cleaning of crankcase gases, as well as supply ventilation, are the same as for the engines of the previous generation. c) The crankcase ventilation system of the new 2.0l TFSI engines on the Audi A4 (type 8W) has not changed compared to the 3rd generation EA888 engine. 3. What is the purpose of the Audi valvelift system (AVS) on the 2.0l TFSI engine with code CVKB? a) The Audi valvelift system (AVS) is activated if the electronic engine management system requests a B-cycle workflow in the partial load range. As a result, less stroke is realized on the inlet valves and their opening time is reduced. b) When the Audi valvelift system (AVS) moves the cam segments on the exhaust camshaft as signaled by the Audi valvelift system (AVS), these valves open to a smaller width. This ensures an optimum flow of exhaust gases into the turbocharger at low engine speeds and thus a faster build-up of boost pressure. c) If the Audi valvelift system (AVS) is activated by the electronic engine management system in the partial load range, the valves on two cylinders stop opening. Solutions: 1 s; 2b; 3 a 29

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

31 Notes 31

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Turbo-gasoline engines of the EA888 family, which appeared in 2007, were remembered for their unhealthy oil consumption for waste. Moreover, the most voracious engines belong to the years 2008-2010: the manufacturer endowed them with pistons with box-shaped oil scraper rings, in which the oil drain holes were made tiny. However, the site has already talked about this in this article. In general, it is believed that after March 2011, the problem with the oil burner due to coking of the drain holes in the oil scraper rings has been resolved. However, it has been noticed that some fresh TFSI engines continue to consume oil.

In this article, prepared together with the company, we will talk about the reliability and problems of the new third generation 2.0 TFSI engines.

At the end of 2011, the 2nd generation EA888 family motors began to be gradually replaced by 3rd generation engines. These include the following power units:

1.8 TFSI: CJEB (170 hp and 320 Nm, longitudinal installation), CJSA 180 hp 250 Nm, CJSB 180 hp 280 Nm (transverse installation for both).
2.0 TFSI: CNCB (180 hp 320 Nm) and CNCD (224 hp 350 Nm), longitudinal installation; CJXC 300 hp 380 Nm (transverse installation).

In the third generation, the engines of the EA888 family acquired a phase regulator on the exhaust shaft, the Audi Valvelift System, like the engines of the 2nd generation, is present on the intake camshaft. The exhaust manifold is built into the cylinder head and cools with it (or rather, it warms up the antifreeze faster). In the manifold, the exhaust channels are combined in pairs in such a way that exhaust strokes never follow one after the other in one pair. As a result, the flow of gases in the exhaust stroke of one of the cylinders does not adversely affect the "purge" process in the final part of the exhaust phase of the other cylinder.

The crankshaft main journals of the 1.8-liter versions became even thinner: 48 mm instead of 52 mm (for the first generation EA 888 engines, the diameter of the main journals was 58 mm). Also in the third generation, the 1.8-liter TFSI crankshaft dispenses with four counterweights for the sake of lightness.

Motors of the third generation of the EA888 family were produced until about mid-late 2016, when they began to be changed to engines of the 3B (3+) generation.

Diseases and problems of generation 3 TFSI motors.

Wear of camshafts - namely, their first two necks. As a rule, the first output appears on the intake camshaft. This is a design defect due to the fact that the oil channel is too wide in the support jumper, due to which the specific pressure of the camshaft working surface on the support is increased in this place. The same problem is typical for the first and second generation EA888 engines, but revision jumpers with a reinforced support part on the intake shaft side have already been released for them.

The chain stretches - German engineers never created a normal, that is, stretch-resistant timing chain. Therefore, third-generation motors suffer from this disease. The symptoms are the same: engine management errors, extraneous noise when cold. If you start the problem, the chain may jump. For these motors, there is already a revision, that is, an improved chain (in fact, it appeared even before the start of production of these motors), but for some reason these engines left the assembly line with a “stretching” chain of the 2008 model.

The solenoid valves of the phase regulators fail. As a result - Check Engine with fixing error codes P0011 (or P0012), P0014, P0017. The first errors indicate the impossibility of achieving the specified shift value on the intake camshaft. Others talk about a phase shift to the wrong (usually late) side and a mismatch between the positions of the crankshaft and camshaft. The reason for these errors in most cases lies in the malfunction of the solenoid valve of one of the phase regulators. In other cases, a stretched timing chain is to blame.

Leak of the cooling system pump and smart thermostat with its own control board and electronic damper (spool) servo.

Destruction of the check valve of the oil separator of the crankcase ventilation system. In this case, error P0507 is recorded, indicating an air leak, and at idle the engine runs at about 1700 rpm.