Ssp305 The 2.5 L R5 TDI Engine - A VW Camper Site Database
Service.Self-study programme 305The 2.5 l R5 TDI engineDesign and function
The 2.5 l 5-cylinder in-line TDI engine with pumpinjection system represents a new generation of5-cylinder diesel engines.The primary development goal was to use theengine in various models (transverse andlongitudinal mounting) with a high powerdensity.The engine is used in the Transporter 2004 withan output of 96 kW and 128 kW, and in theTouareg with an output of 128 kW.The engines in the Transporter 2004 and in theTouareg differ particularly in respect to theiradaptations for transverse and longitudinalmounting.305 018Transporter 2004 – transverse mounting305 038Touareg – longitudinal mountingWe will present to you the design and function of the new 2.5 l R5 TDI engine on the following pages.NEWThis self-study programme shows the designand function of new developments!The contents will not be updated.2For the latest testing, adjustment and repairinstructions, please refer to the relevantservice literature.ImportantNote
ContentsIntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Warp anchor principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Pump injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Pistons and conrods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1Gear train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Ancillary units drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Oil filter module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Coolant circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Exhaust gas recirculation cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 24Engine management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
IntroductionTechnical featuresThe engine is a new development.The development goals were:– compact design to allow longitudinal andtransverse mounting– performance gain to 128 kW– low weight, for example by using analuminium cylinder block– low maintenance requirements, for exampleby using a maintenance free gear train– soiling resistant ancillary units drive– low number of sealing faces, for example byusing a modular design– Crossflow cylinder head with pump injection305 055systemTechnical features - engine mechanicsTechnical features - engine management– Cylinder block with plasma-coatedcylinder faces– Torque-oriented Bosch EDC 16 enginemanagement system– Single plane gear train with short installationlength– Pump injection system– Crossflow cylinder head– Crankshaft with integral vibration damper– Upright oil filter module with paper filterelement and integrated oil cooler– The 3-phase AC alternator and theair conditioner compressor are driven byelastic drive couplings– Exhaust gas recirculation4– Variable geometry turbocharger(electro-pneumatic)
Technical dataPower/torque graphSpeed (rpm)Engine codesTypeTorque (Nm)Output (kW)2.5 l/128 kW – AXE and BACTorque (Nm)Output (kW)2.5 l/96 kW – AXD305 017Speed (rpm)AXD Transporter 2004305 001AXE Transporter 2004BAC Touareg - longitudinal mounting5-cylinder in-line engine2460 cm3DisplacementBore81 mmStroke95.5 mmCompression ratio18.0 : 1Valves per cylinder2Firing order1-2-4-5-3Max. output96 kW at 3500 rpm128 kW at 3500 rpmMax. torque340 Nm at 2000 rpm400 Nm at 2000 rpmEngine managementIdling speedFuelBosch EDC 16800 rpmDiesel (minimum 49 CN)Exhaust gas aftertreatmentExhaust gas recirculation, main catalystExhaust emission standardEU 3The performance difference between the 96 kW variant and the 128 kW variant is due tosoftware modifications to the engine control unit and differences in the designof the exhaust gas turbocharger.5
Engine mechanicsCylinder blockThe cylinder block is made from a high-strengthaluminium alloy using the low pressurepermanent mould casting method.The cylinder blocks for the Transporter 2004 andthe Touareg differ in particular in respect to theirstarter configuration.– Where the engine is transversely mounted(Transporter 2004), the starter is mounted onthe gearbox side.– Where the engine is longitudinally mounted(Touareg), the starter is mounted on theengine side - which is why a starter mountingis cast on here.305 007Plasma-coated cylinder facesThe cylinder faces of the 2.5 l R5 TDI engine areplasma-coated. This means that a coatingpowder is applied to the cylinder wall with aplasma burner. As a result, there is no need forcylinder liners in the aluminium cylinder block.Plasma jet withcoating powderPlasma burnerThis has the following advantages:– weight reduction compared to press-fittedcylinder liner made from grey cast iron– more compact dimensions due to asmaller distance between the cylinder boresthan in the previous production engine withgrey cast iron cylinder block– reduced wear through use of the plasmacoated cylinder face6305 019Cylinder face
Warp anchor principleCylinder headCylinder head boltTo avoid stresses and to ensure an optimalcylinder shape, the cylinder head and thecylinder block are bolted together by tie bolts.Sliding sleeveThe connection is made by means of slidingsleeves in the cylinder block. The sliding sleevesare placed in the cylinder block and lockedagainst rotation.The sliding sleeve accepts the cylinder head boltfrom one side and the tie bolt from the otherside.Cylinder blockTie bolt305 006Cylinder head bolt305 022The removal and installation procedures, as well as the tightening sequence of the warpanchors and cylinder head bolts, are described in the workshop manual.7
Engine mechanicsCylinder headThe aluminium cylinder head has beendeveloped as a crossflow cylinder head. Thismeans that the intake port and exhaust ports arearranged opposite each other in the cylinderhead. This ensures an efficient charge cycle, andtherefore improved cylinder charging.All control elements, such as the valves, tappetsand rocker levers, have been adopted fromother pump injector engines.305 020Exhaust portInlet portElectrical plug connectorfor pump injectorsCable routing305 021Fuel railPump injector8Glow plug
Pump injectorsThe second generation pump injectors used previously in the 1.9 l TDI engine are installedin the 2.5 l R5 TDI engine. They have been adapted in respect to jet position and flow.They have the following notable features:– a low-friction drive– an elevated injection pressure in the part-throttle range– a compact solenoid valveTo keep drive friction to a minimum, the adjustingscrew has a rounded end and the pressure pinhas a ball socket. The large radii ensure a lowsurface pressure. In addition, the engine oilcollects in the ball socket and thus provides goodlubrication between the adjusting screw and thepressure pin.The injection pressure in the part-throttle rangehas been increased by using a balancer pistonwith a longer stroke.The pressure in the injector spring chamber risesdue to the long stroke of the balancer piston andthe flow-restricting action of the inlet borebetween the injector spring chamber and thefuel duct. The injector spring is preloaded stillfurther and the injection pressure increases.Adjusting screwBall socketHigh pressurechamberPressure pinBalancer pistonFuel return lineInlet boreFuel supply lineInjectorspringSolenoid valve305 030305 0299
Engine mechanicsSender wheelCrankshaftTo achieve a short installation length, thevibration damper is integrated in the crankshaft.If the crankshaft is removed, thecylinder head must also be dismountedand the cylinder head gasket replaced.Please refer to the workshop manual.Vibrationdamper305 023Fastening boltVibration damperThe vibration damper is mounted to crankshaftby four bolts in lieu of the first counterweight.Vibrations are damped over the full engine loadand engine speed range by plastic frictionelements.305 025Vibration damperEngine speed sender wheelThe gear for driving the gear train is pressedfitted onto the output end of the crankshaft.The sender wheel is machined as part of thecrankshaft assembly. This eliminates additionalassembly tolerances in the sender wheel andenhances the accuracy of the signal for enginespeed measurement.Sender wheelGear train drive gear305 024The vibration damper can bereplaced without having to removethe crankshaft by detaching the firstconrod bearing cap.10
Conrods and pistonsPistonsThe piston bosses and the small end have atrapezoidal shape in order to minimise thestresses in the pistons and conrods under highcombustion pressures. As a result, thecombustion forces are distributed over a largerarea. To provide good antifrictional properties,the piston bosses have brass bushings.A cooling duct has been cast into the piston inorder to cool the piston ring zone. The oil spraynozzles inject oil into this cooling duct as soon asthe piston is located at bottom dead center.Cooling ductBrass bushing305 026ConrodThe single-piece conrod is made by forging.The connecting rod cap is made by cracking.Trapezoidalsmall end305 027Piston pin axis offsetThe piston pin axis is arranged excentrically inorder to eliminate noises caused by tilting of thepiston at top dead centre.Whenever the connecting rod is inclined, lateralpiston forces which alternately press the pistonagainst the cylinder wall are produced.The lateral piston force changes direction at topdead centre. Here the piston is tilted towards theopposed cylinder wall and produces noises.To prevent tilting of the piston and the resultingnoises, the piston pin axis is arrangedexcentrically.By offsetting the piston pin axis, the pistonchanges sides before it reaches top dead centreand rests against the opposite cylinder wall.Top dead centreCylinder axisPiston pin axis305 02811
Engine mechanicsGear trainDue to the constraints on space, particularly in vehicles with transversely mounted engines, a helicalgear train is used. The gear train transmits the high drive forces in a space-saving manner. A 15 helicaltoothing increases the load-bearing tooth flank width and reduces the gear dimensions to a minimum.The gear train is arranged on the flywheel end. The camshaft and the ancillary units are driven by thecrankshaft via the gear train.ClampT10199Camshaft gearIntermediate gear(adjustable)Intermediate sprokketThe backlash in relationto the camshaft gear isset with the adjustableintermediate gear305 051Alternatordriving gearCoolant pump gearTension gearIntermediategearDrive gear for vane pumpfor power steering andair conditioner compressorIntermediategear305 003Oil pumpdrive gearThe gear train is maintenance free.Provision is not made for replacement of gears by after-sales service.12Camshaft gear
Ancillary units driveThe ancillary units are driven directly by the gear train.In the alternator and air conditioner compressor, the axis offset tolerances as well as the runningirregularities in the longitudinal direction of the drive axis are equalised and damped by an elasticdrive coupling.A further advantage is that this coupling not as prone to soiling. This is particularly important for offroad driving and in dusty countries.When removing the alternator, donot take apart the bracket and thealternator.Alternator bracketAlternator305 053AlternatorFreewheelElastic drivecouplingAlternator drive gearTension gear (two-piece)Drive gear ofvane pump for power steering,air conditioner compressorVane pump for power steering305 002Air conditionercompressorFreewheelElastic drivecoupling13
Engine mechanicsElastic drive couplingThe elastic drive coupling comprises two gearedmetal hubs which are mechanically connectedvia a coupling belt.305 014HubCoupling beltHubTension gearThe task of the tension gear is to reduce thebacklash of the gears which drive the ancillaryunits. The tension gear is a two-part construction.Both parts are connected by a torsion springlocated between the two parts of the gear.Preloading the torsion springs causes the parts ofthe gear to counterrotate. The backlash of thetension gear and meshing gears is therebyreduced.Tension gearWasherCirclipBush305 056Torsion spring14
Oil filter moduleThe oil filter module is mounted to the cylinderblock by five bolts. It comprises an upright oilfilter and an integrated oil cooler.The oil filter element is replaced in the upwarddirection.Oil coolerOil filter305 032Oil coolerAdvantages of the oil filter module– Sealing face with 5-point threaded connection– Eco-friendly upright oil filter with paperelement– Integrated oil coolerOil filter305 03315
Engine mechanicsOil pumpThe Duocentric oil pump is bolted to the base ofthe cylinder block and driven by the crankshaftvia gears.305 044The oil pump is located by two fittedsleeves in the cylinder block. Pleaserefer to the workshop manual.Oil pump drive gearCamshaft gearOil circuit supply lineA special feature of the oil circuit is that the warp anchor holes are integrated in the oil supply line.Various bearing points and the gear train are supplied with oil through the warp anchor holes.Warp anchor hole305 04616
Oil circuit return lineThe oil mainly flows back from the cylinder head in the area of the gear train.A further portion of the oil flows back into the oil sump through return bores on both side walls of theengine.Oil return in the area ofgear trainReturn bore305 045Oil sump17
Engine mechanicsCoolant circuitThe figure shows the coolant circuit of the Transporter 2004 with an supplementary coolant heater.Various variants are used depending on specification.305 008Key1First heat exchanger8Cylinder block2Coolant thermostat (opens when coolant9Vent pipetemperature exceeds 80 C)10 Expansion tank3Cylinder head114Exhaust gas recirculation cooler12 Non-return valve5Coolant pump13 Second heat exchanger (for rear passenger6Cooler7Oil coolerHeater coolant shut-off valve N279compartment)14 Supplementary coolant heater15 Recirculation pump18
Coolant pumpThe coolant pump is designed as a vane pumpand is inserted into the cylinder block on the spurgear side. It is driven via gears of the gear train.The coolant pump can be removed withoutdismantling the gear train housing.Before removing the coolant pump, thecoolant must be drained at the coolantdrain plugs. This prevents coolant fromflowing into the gear train housing andoil sump and mixing with the engine oil.305 049Coolant pumpGear trainhousingCoolant drain plugCoolant pumpSecuring boltCoverNutBoltGear305 050Special tools are used for removing the coolant pump:coolant pump spur gear puller T10221 and coolant pump puller T10222.19
Engine mechanicsFuel systemThe overview shows the fuel system of theTransporter 2004.Fuel coolerFuel temperaturesenderFuel linefor supplementary coolantheaterLow pressure fuelsupply lineFuel filterFuel tankNon-return valveElectricfuel pumpThe electrical fuel pump in the tank serves as apre-supply pump, and pumps fuel to the fuelfilter.The non-return valve prevents fuel from flowingfuel back from the fuel rail and supply line intothe fuel tank when the engine is stopped.20Fuel supply pressureregulating valveFuel pumpThe fuel filter protects the injection systemagainst soiling and wear by particles and water.The fuel pump pumps the fuel out of the fuel filter and into the fuel supply line under high pressure.
Fuel railHigh pressure fuelsupply lineFuel return pressurelimiting valvePump injectorFuel return line305 037ReturnLow pressure supply lineThe pressure regulating valve sets the fuelpressure in the fuel supply line to approximately8.5 bar.The pressure limiting valve limits the fuelpressure in the fuel return line to approximately1 bar. The pressure conditions in the fuel systemare thus balanced.High pressure supply lineThe fuel temperature sender measures the fueltemperature for the engine control unit.The pump injectors are solenoid valves that areactivated by the engine control unit. They areused to control the commencement of injectionand injection quantity.The fuel cooler cools the flowing back fuel inorder to protect the fuel tank against excessivelyhot fuel.21
Engine mechanicsExhaust systemThe exhaust system comprises an exhaust manifold, a main catalyst, a front silencer and a rear silencer.Exhaust manifoldThe exhaust manifold is an insulated sheet metal manifold with a gas-tight inner shell. This highlycompact design ensures a high rate of heating. Additional heat shielding is not required.Exhaust manifoldinsulationExhaust manifoldinner shellsExhaust manifoldinsulation305 04722
Overview of the exhaust systemThe overview shows the components of the exhaust system in the Transporter 2004.Main catalytic converterRear silencerFront silencer305 03123
Engine mechanicsExhaust gas recirculation coolerAn exhaust gas recirculation cooler is used in several variants in order to lower the combustiontemperature, and thus reduce nitrogen oxide emissions and soot formation.Exhaust gasrecirculation cooler305 054Variants:– An exhaust gas recirculation cooler, whichcontinuously cools the exhaust gas, is usedin the Transporter 2004 with automatictransmission and in the Touareg with manualgearbox.24– A switchable exhaust gas recirculation cooler,which cools the exhaust gas at a coolanttemperature upwards of approximately 50 C,is used in the Touareg with automatictransmission.
How the switchable exhaust gas recirculation cooler worksA switchable exhaust gas recirculation cooler is used, because continuous cooling of the recirculatedexhaust gases results in higher hydrocarbon and carbon monoxide emissions.The exhaust gas is ducted either through the cooler or past the cooler to the exhaust gas recirculationvalve.Without exhaust gas coolingThe exhaust flap remains closed up to a coolant temperature of approximately 50 C, and the exhaustgas bypasses the cooler.Exhaust gas recirculation coolerTo the exhaust gasturbochargerVacuum unitnot operatedBy the coolanttemperature sender G62Exhaust flapTo EGR valveCoolantFrom exhaust manifold305 057With exhaust gas coolingThe exhaust flap is opened by the exhaust gas recirculation cooler change-over valve at a coolanttemperature of approximately 50 C. The recirculated exhaust gas now flows through the cooler. Thecooling capacity depends on the coolant temperature and the exhaust gas recirculation rate.Exhaust gas recirculationcooler change-over valveN345Vacuum unitoperatedEngine control unitJ623305 05825
Engine managementSystem overviewThe Bosch EDC 16 Electronic Diesel Control is used in combination with a torque-oriented enginemanagement system in the 2.5 l R5 TDI engine i
anchors and cylinder head bolts, are described in the workshop manual. 8 Cylinder head The aluminium cylinder head has been developed as a crossflow cylinder head. This means that the intake port and exhaust ports are arranged opposite each other in the cylinder head. This ensures an efficient charge cycle, and
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Le genou de Lucy. Odile Jacob. 1999. Coppens Y. Pré-textes. L’homme préhistorique en morceaux. Eds Odile Jacob. 2011. Costentin J., Delaveau P. Café, thé, chocolat, les bons effets sur le cerveau et pour le corps. Editions Odile Jacob. 2010. 3 Crawford M., Marsh D. The driving force : food in human evolution and the future.
