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
Deutsches Institut für Normung (DIN) accredited testing facility, to either the original 80/1269/EEC, or the later 1999/99/
EC standards.[citation needed] The standard initial measuring unit for establishing the rated power output is the kilowatt (kW);[citation needed] and in their official literature, the power rating may be published in either kilowatts, metric horsepower (
'Pferdestärke' in German, often abbreviated PS), or both. Power outputs may also include conversions to imperial units such as the
horsepower (hp) for the United States and Canadian markets. (
Conversions: one PS ≈ 735.5 watts (W), ≈ 0.98632 hp (SAE)). In case of conflict, the metric power figure of kilowatts (kW) will be stated as the primary figure of reference. For the turning force generated by the engine, the
Newton metre (Nm) will be the reference figure of
torque. Furthermore, in accordance with European automotive traditions, engines shall be listed in the following ascending order of preference:[citation needed]
The diesel engines which Volkswagen Group currently
manufactured and installed in today's vehicles, and Marine and Industrial applications, can be found in the list of Volkswagen Group diesel engines article.
cast aluminium alloy; two valves per cylinder, 6 valves in total, each with two concentric valve springs,
belt-driven
single overhead camshaft (SOHC)
aspiration
Garrett GT1541V
turbocharger [Family 15, 41 mm (1.6 in) compressor wheel (exducer diameter), VNT (Variable-Nozzle Turbine)], side-mounted
intercooler (upright), water cooled
exhaust gas recirculation (EGR) system integrated in heating cooling circuit (not in 1.4 TDI)
cooling system
increased engine coolant temperature of 90 °C (194 °F) (in 1.4 TDI: 85 °C (185 °F)), oil cooler integrated in engine cooling circuit (heating cooling circuit in 1.4 TDI)
fuel system
camshaft-actuated Pumpe Düse (PD)
direct injectionUnit Injectors, injection pressure up to 2,050 bar (29,733 psi) (approx. 180 bar (2,611 psi) pre-injection, min. 300 bar (4,351 psi) main-injection), increased recirculated fuel temperature from underfloor cooler of 60 °C (140 °F) (in 1.4 TDI: 30 °C (86 °F))
engine management
Bosch EDC 15P (variant spelling: EDC 15+) electronic
engine control unit (ECU) (some few old ones EDC 15 only)
exhaust system
lightweight construction: reduced wall thickness and steel sheet exhaust manifold (instead of cast-iron), one near-engine-mounted catalytic pre-converter, one main catalytic converter and an end muffler (instead of one underfloor catalytic converter, one underfloor muffler and an end muffler attached to 1.4 TDI)
starter
strengthened Bosch starter motor (12V, 150A, 1800W with 9 tooth pinion) for stop-start system with quick-start-function and voltage stabiliser for airbag-system, radio and instrument cluster
dimensions
100 kg (220 lb)
DIN-rated power & torque output
SPORT mode: 45 kW (61 PS; 60 bhp) at 4,000 rpm; 140 N⋅m (103 lbf⋅ft) at 1,800–2,400 rpm, 80% available from 1,300 rpm ECO mode: 33 kW (45 PS; 44 bhp) at 3,000 rpm; 120 N⋅m (89 lbf⋅ft) at 1,600–2,400 rpm, "redline" is 3,000 rpm (instead of 4,800 rpm)
idling speed
reduced while the car freewheels (above 13 km/h (8 mph)) to 770 rpm (otherwise 850 rpm)
NB. Not all technical details given in document showing the main characteristics of the 1.4-litre engine; they are assumed to be similar as it otherwise appears to be a longer-stroke version of the 1.3.
????;
overhead valve (OHV): two valves per cylinder each with two concentric valve springs, 8 valves total, solid
cam followers with pushrods, rocker arms with manual
tappet adjustment
cast aluminium alloy; two valves per cylinder each with two concentric valve springs, 10 valves total, solid bucket
tappets,
timing belt-driven
single overhead camshaft (SOHC)
aspiration
cast aluminium alloy intake manifold, cast iron exhaust manifold
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
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
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
cast aluminium alloy;
four valves per cylinder, 24 valves total, initially: sliding finger
cam followers, later: low-friction roller finger cam followers, both with automatic
hydraulicvalve clearance compensation, dual
timing belt relay-driven 2x
double overhead camshaft (2xDOHC – two
overhead camshafts per
cylinder bank – 'quad cam', one timing belt driven from the crankshaft drives both inlet
camshafts, the second belt relay-drives the exhaust camshafts from the inlet), dual inlet ports
twin-turbo: two electronically controlled
turbochargers with
variable turbine geometry (VTG) (one turbo per
cylinder bank), 2.2 bar (31.9 psi) maximum absolute pressure, combined 4-part inlet manifold and air-to-water
intercooler mounted within the vee. With additional side-mounted coolant radiator and additional electric coolant pump
fuel system & engine management
(Common rail system) Low-pressure fuel lift pump mounted underneath the car turns on only when starter is being operated (when cranking); after that an electromagnetic valve bypass the pump. It uses a gear-type lift pump mounted on the passenger-side cylinder head driven by the camshaft; it is used to supply the high-pressure pump with sufficient pressure. Bosch CP3 high-pressure pump is used driven by the timing belt. Max rail pressure is 1350bar. Watercooled return line fuel cooler with an additional cooling pump (runs all the time) and side-mounted radiator and air-cooled return line cooler mounted on the bottom of the car. six-hole solenoid injection nozzles, CR electronic injection control. Dual Bosch EDC15 engine management computers running in master/slave configuration.
When introduced in May 2003, this 3.9-litre V8 was the highest power and highest torque diesel V8 fitted in any production car worldwide. This was the second 'new'
V engine from
Audi which utilises new technologies – including chain-driven
overhead camshafts and ancillary units, following the
4.2 40-valve V8 petrol engine first seen in the
B6 S4. This engine was discontinued in July 2005, superseded by the bored-out and updated but fundamentally identical
4.2 V8 TDI.
compacted vermicular graphitecast iron (GJV/CGI); cast reinforcing bed-plate lower frame incorporating five
main bearings with each bearing affixed by four bolts, three-part oil sump consisting of cast alloy upper section, a middle baffle section and pressed steel lower section, die–forged steel
crossplanecrankshaft with shared crankpins, diagonally fracture-split
connecting rods, chain-driven ancillaries,
oil filter module (incorporating oil separator and water-to-oil cooler) mounted within the 'vee'
cast aluminium alloy;
four valves per cylinder, 32 valves total, operated by low-friction roller finger
cam followers with automatic
hydraulicvalve clearance compensation, 2x
double overhead camshafts (2xDOHC – two
overhead camshafts per
cylinder bank – 'quad cam') – the inlets driven in a relay method at the rear (flywheel) end of the engine by four simplex
roller chains and the exhausts driven from the inlets by automatic slack adjusting spur gears at the front end, two unequal-length swirl-inducing switchable inlet ports, siamesed unequal-length exhaust ports
aspiration
two air filters, two hot-film
air mass meters, '
biturbo': two water-cooled
Garrett GT1749
turbochargers with electrically actuated
Variable Turbine Geometry (VTG) (one turbo per cylinder bank) operating up to 210,000 rpm with a maximum boost of 2.2 bar (32 psi), two air-to-air fan-assisted side-mounted
intercoolers (SMICs), two separate cast alloy
intake manifolds interconnected by a "feedthrough" system to equalise the turbo boost pressure in the two cylinder banks, two-position variable swirl flaps integrated into the intake tract
fuel system & engine management
electric low-pressure
fuel lift pump, one
toothed belt driven 1,600 bar (23,210 psi)
injection pump, one central fuel distributor supplying two
common rail (CR) fuel rails (one per cylinder bank),
Bosch solenoid-valve injectors with seven-hole nozzles for homogenous fuel delivery, single and double pilot injection; Bosch EDC16 electronic
engine control unit (ECU)
90°
V10 engine, Turbocharged Direct Injection (TDI) turbodiesel; 4,921 cc (300.3 cu in), bore x stroke: 81.0 mm × 95.5 mm (3.19 in × 3.76 in),
stroke ratio: 0.85:1 – undersquare/long-stroke, 492.1 cc per cylinder, 88 mm (3.46 in) cylinder spacing,
compression ratio: 18.0:1, water-cooled alternator
cylinder block & crankcase
low-pressure die-cast aluminium alloy (AlSi8Cu3); bolted-on grey cast iron bearing tunnel and crank carrier with six
main bearings, die-forged steel cross-plane
crankshaft with 18-degree crankpin offset to achieve a 72-degree even
firing order, contra-rotating
balance shaft, diagonally cracked forged
connecting rods, two-part cast aluminium alloy baffled oil
sump
cylinder heads & valvetrain
cast aluminium alloy; two valves per cylinder, 20 valves total, each with two concentric valve springs and bucket
tappets, gear-driven
single overhead camshaft utilising a separate cassette-type 'motor control module'
aspiration
two air filters with two hot-film
air mass meters,
twin-turbo: two electrically controlled
Garrett GT1852V variable vane turbochargers, two side-mounted intercoolers, two cast alloy intake manifolds
fuel system & engine management
Pumpe Düse (PD) diesel
direct injection: one underfloor electric
fuel lift pump, two camshaft-driven low-pressure fuel pumps supplying common fuel rails (one per cylinder bank), ten camshaft-actuated UI-P1 2,050 bar (29,730 psi)
Unit Injectors with solenoid-actuated nozzles, 72° injection interval; two
Bosch EDC16 32-bit electronic
engine control units (ECUs) working on the 'master/slave' method
exhaust system
water-cooled
exhaust gas recirculation (EGR), air-gap insulated cast iron exhaust manifolds, two close-coupled ceramic
catalytic converters, two main underfloor oxidising catalytic converters, EU3 emissions compliant
dimensions
length: 544 mm (21.4 in)
4.9 DIN-rated power & torque output, ID codes
230 kW (313 PS; 308 bhp) at 3,750 rpm; 750 N⋅m (553 lbf⋅ft) at 2,000 rpm — AJS, BLE, BKW (North America)
5.0 DIN-rated power & torque outputs, ID codes
230 kW (313 PS; 308 bhp) at 3,750 rpm; 750 N⋅m (553 lbf⋅ft) at 2,000 rpm — AYH, BWF
258 kW (351 PS; 346 bhp) at 3,500 rpm; 850 N⋅m (627 lbf⋅ft) at 2,000 rpm — CBWA: Touareg R50
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
Deutsches Institut für Normung (DIN) accredited testing facility, to either the original 80/1269/EEC, or the later 1999/99/
EC standards.[citation needed] The standard initial measuring unit for establishing the rated power output is the kilowatt (kW);[citation needed] and in their official literature, the power rating may be published in either kilowatts, metric horsepower (
'Pferdestärke' in German, often abbreviated PS), or both. Power outputs may also include conversions to imperial units such as the
horsepower (hp) for the United States and Canadian markets. (
Conversions: one PS ≈ 735.5 watts (W), ≈ 0.98632 hp (SAE)). In case of conflict, the metric power figure of kilowatts (kW) will be stated as the primary figure of reference. For the turning force generated by the engine, the
Newton metre (Nm) will be the reference figure of
torque. Furthermore, in accordance with European automotive traditions, engines shall be listed in the following ascending order of preference:[citation needed]
The diesel engines which Volkswagen Group currently
manufactured and installed in today's vehicles, and Marine and Industrial applications, can be found in the list of Volkswagen Group diesel engines article.
cast aluminium alloy; two valves per cylinder, 6 valves in total, each with two concentric valve springs,
belt-driven
single overhead camshaft (SOHC)
aspiration
Garrett GT1541V
turbocharger [Family 15, 41 mm (1.6 in) compressor wheel (exducer diameter), VNT (Variable-Nozzle Turbine)], side-mounted
intercooler (upright), water cooled
exhaust gas recirculation (EGR) system integrated in heating cooling circuit (not in 1.4 TDI)
cooling system
increased engine coolant temperature of 90 °C (194 °F) (in 1.4 TDI: 85 °C (185 °F)), oil cooler integrated in engine cooling circuit (heating cooling circuit in 1.4 TDI)
fuel system
camshaft-actuated Pumpe Düse (PD)
direct injectionUnit Injectors, injection pressure up to 2,050 bar (29,733 psi) (approx. 180 bar (2,611 psi) pre-injection, min. 300 bar (4,351 psi) main-injection), increased recirculated fuel temperature from underfloor cooler of 60 °C (140 °F) (in 1.4 TDI: 30 °C (86 °F))
engine management
Bosch EDC 15P (variant spelling: EDC 15+) electronic
engine control unit (ECU) (some few old ones EDC 15 only)
exhaust system
lightweight construction: reduced wall thickness and steel sheet exhaust manifold (instead of cast-iron), one near-engine-mounted catalytic pre-converter, one main catalytic converter and an end muffler (instead of one underfloor catalytic converter, one underfloor muffler and an end muffler attached to 1.4 TDI)
starter
strengthened Bosch starter motor (12V, 150A, 1800W with 9 tooth pinion) for stop-start system with quick-start-function and voltage stabiliser for airbag-system, radio and instrument cluster
dimensions
100 kg (220 lb)
DIN-rated power & torque output
SPORT mode: 45 kW (61 PS; 60 bhp) at 4,000 rpm; 140 N⋅m (103 lbf⋅ft) at 1,800–2,400 rpm, 80% available from 1,300 rpm ECO mode: 33 kW (45 PS; 44 bhp) at 3,000 rpm; 120 N⋅m (89 lbf⋅ft) at 1,600–2,400 rpm, "redline" is 3,000 rpm (instead of 4,800 rpm)
idling speed
reduced while the car freewheels (above 13 km/h (8 mph)) to 770 rpm (otherwise 850 rpm)
NB. Not all technical details given in document showing the main characteristics of the 1.4-litre engine; they are assumed to be similar as it otherwise appears to be a longer-stroke version of the 1.3.
????;
overhead valve (OHV): two valves per cylinder each with two concentric valve springs, 8 valves total, solid
cam followers with pushrods, rocker arms with manual
tappet adjustment
cast aluminium alloy; two valves per cylinder each with two concentric valve springs, 10 valves total, solid bucket
tappets,
timing belt-driven
single overhead camshaft (SOHC)
aspiration
cast aluminium alloy intake manifold, cast iron exhaust manifold
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
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
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
cast aluminium alloy;
four valves per cylinder, 24 valves total, initially: sliding finger
cam followers, later: low-friction roller finger cam followers, both with automatic
hydraulicvalve clearance compensation, dual
timing belt relay-driven 2x
double overhead camshaft (2xDOHC – two
overhead camshafts per
cylinder bank – 'quad cam', one timing belt driven from the crankshaft drives both inlet
camshafts, the second belt relay-drives the exhaust camshafts from the inlet), dual inlet ports
twin-turbo: two electronically controlled
turbochargers with
variable turbine geometry (VTG) (one turbo per
cylinder bank), 2.2 bar (31.9 psi) maximum absolute pressure, combined 4-part inlet manifold and air-to-water
intercooler mounted within the vee. With additional side-mounted coolant radiator and additional electric coolant pump
fuel system & engine management
(Common rail system) Low-pressure fuel lift pump mounted underneath the car turns on only when starter is being operated (when cranking); after that an electromagnetic valve bypass the pump. It uses a gear-type lift pump mounted on the passenger-side cylinder head driven by the camshaft; it is used to supply the high-pressure pump with sufficient pressure. Bosch CP3 high-pressure pump is used driven by the timing belt. Max rail pressure is 1350bar. Watercooled return line fuel cooler with an additional cooling pump (runs all the time) and side-mounted radiator and air-cooled return line cooler mounted on the bottom of the car. six-hole solenoid injection nozzles, CR electronic injection control. Dual Bosch EDC15 engine management computers running in master/slave configuration.
When introduced in May 2003, this 3.9-litre V8 was the highest power and highest torque diesel V8 fitted in any production car worldwide. This was the second 'new'
V engine from
Audi which utilises new technologies – including chain-driven
overhead camshafts and ancillary units, following the
4.2 40-valve V8 petrol engine first seen in the
B6 S4. This engine was discontinued in July 2005, superseded by the bored-out and updated but fundamentally identical
4.2 V8 TDI.
compacted vermicular graphitecast iron (GJV/CGI); cast reinforcing bed-plate lower frame incorporating five
main bearings with each bearing affixed by four bolts, three-part oil sump consisting of cast alloy upper section, a middle baffle section and pressed steel lower section, die–forged steel
crossplanecrankshaft with shared crankpins, diagonally fracture-split
connecting rods, chain-driven ancillaries,
oil filter module (incorporating oil separator and water-to-oil cooler) mounted within the 'vee'
cast aluminium alloy;
four valves per cylinder, 32 valves total, operated by low-friction roller finger
cam followers with automatic
hydraulicvalve clearance compensation, 2x
double overhead camshafts (2xDOHC – two
overhead camshafts per
cylinder bank – 'quad cam') – the inlets driven in a relay method at the rear (flywheel) end of the engine by four simplex
roller chains and the exhausts driven from the inlets by automatic slack adjusting spur gears at the front end, two unequal-length swirl-inducing switchable inlet ports, siamesed unequal-length exhaust ports
aspiration
two air filters, two hot-film
air mass meters, '
biturbo': two water-cooled
Garrett GT1749
turbochargers with electrically actuated
Variable Turbine Geometry (VTG) (one turbo per cylinder bank) operating up to 210,000 rpm with a maximum boost of 2.2 bar (32 psi), two air-to-air fan-assisted side-mounted
intercoolers (SMICs), two separate cast alloy
intake manifolds interconnected by a "feedthrough" system to equalise the turbo boost pressure in the two cylinder banks, two-position variable swirl flaps integrated into the intake tract
fuel system & engine management
electric low-pressure
fuel lift pump, one
toothed belt driven 1,600 bar (23,210 psi)
injection pump, one central fuel distributor supplying two
common rail (CR) fuel rails (one per cylinder bank),
Bosch solenoid-valve injectors with seven-hole nozzles for homogenous fuel delivery, single and double pilot injection; Bosch EDC16 electronic
engine control unit (ECU)
90°
V10 engine, Turbocharged Direct Injection (TDI) turbodiesel; 4,921 cc (300.3 cu in), bore x stroke: 81.0 mm × 95.5 mm (3.19 in × 3.76 in),
stroke ratio: 0.85:1 – undersquare/long-stroke, 492.1 cc per cylinder, 88 mm (3.46 in) cylinder spacing,
compression ratio: 18.0:1, water-cooled alternator
cylinder block & crankcase
low-pressure die-cast aluminium alloy (AlSi8Cu3); bolted-on grey cast iron bearing tunnel and crank carrier with six
main bearings, die-forged steel cross-plane
crankshaft with 18-degree crankpin offset to achieve a 72-degree even
firing order, contra-rotating
balance shaft, diagonally cracked forged
connecting rods, two-part cast aluminium alloy baffled oil
sump
cylinder heads & valvetrain
cast aluminium alloy; two valves per cylinder, 20 valves total, each with two concentric valve springs and bucket
tappets, gear-driven
single overhead camshaft utilising a separate cassette-type 'motor control module'
aspiration
two air filters with two hot-film
air mass meters,
twin-turbo: two electrically controlled
Garrett GT1852V variable vane turbochargers, two side-mounted intercoolers, two cast alloy intake manifolds
fuel system & engine management
Pumpe Düse (PD) diesel
direct injection: one underfloor electric
fuel lift pump, two camshaft-driven low-pressure fuel pumps supplying common fuel rails (one per cylinder bank), ten camshaft-actuated UI-P1 2,050 bar (29,730 psi)
Unit Injectors with solenoid-actuated nozzles, 72° injection interval; two
Bosch EDC16 32-bit electronic
engine control units (ECUs) working on the 'master/slave' method
exhaust system
water-cooled
exhaust gas recirculation (EGR), air-gap insulated cast iron exhaust manifolds, two close-coupled ceramic
catalytic converters, two main underfloor oxidising catalytic converters, EU3 emissions compliant
dimensions
length: 544 mm (21.4 in)
4.9 DIN-rated power & torque output, ID codes
230 kW (313 PS; 308 bhp) at 3,750 rpm; 750 N⋅m (553 lbf⋅ft) at 2,000 rpm — AJS, BLE, BKW (North America)
5.0 DIN-rated power & torque outputs, ID codes
230 kW (313 PS; 308 bhp) at 3,750 rpm; 750 N⋅m (553 lbf⋅ft) at 2,000 rpm — AYH, BWF
258 kW (351 PS; 346 bhp) at 3,500 rpm; 850 N⋅m (627 lbf⋅ft) at 2,000 rpm — CBWA: Touareg R50