3L V6 TDI

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Self-Study Program 920213The Second Generation 3.0L V6 TDI Engine

Audi of America, LLCService TrainingPrinted in U.S.A.Printed 9/2012Course Number 920213 2012 Audi of America, LLCAll rights reserved. Information contained in this manual isbased on the latest information available at the time of printingand is subject to the copyright and other intellectual propertyrights of Audi of America, LLC., its affiliated companies and itslicensors. All rights are reserved to make changes at any timewithout notice. No part of this document may be reproduced,stored in a retrieval system, or transmitted in any form or byany means, electronic, mechanical, photocopying, recording orotherwise, nor may these materials be modified or reposted toother sites without the prior expressed written permission ofthe publisher.All requests for permission to copy and redistributeinformation should be referred to Audi of America, LLC.Always check Technical Bulletins and the latest electronicservice repair literature for information that may supersede anyinformation included in this booklet.

Table of ContentsIntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Technical Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Engine Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Crankshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Chain Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Oil Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Oil Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Engine Oil Pump with Integral Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . 10Engine Oil Cooler with Thermostat Controlled Bypass Port. . . . . . . . . . . . . . 11Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Coolant Circuit and Thermal Management System . . . . . . . . . . . . . . . . . . . . . 13Cylinder Head Cooling Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Cylinder Block Cooling Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Exhaust Gas Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . .16Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Active EGR Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Intake Air Ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19Charge Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Common Rail Injection System . . . . . . . . . . . . . . . . . . . . .21Chain-Driven Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Fuel Delivery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Special Tools and Workshop Equipment . . . . . . . . . . . . .26Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . .29i

The Self-Study Program provides introductory information regarding the designand function of new models, automotive components, or technologies.The Self-Study Program is not a Repair Manual!All values given are intended as a guideline only.For maintenance and repair work, always refer to current technical literature.iiReferenceNote!

IntroductionThe success story for V6 TDI engines at Audibegan in 1997 with the introduction of theworld’s first four-valve 2.5 liter V6 TDI with adistributor injection pump fuel system.In late 2003, this engine was followed by a 3.0liter V6 TDI with common rail fuel injection. Apower reduced 2.7 liter version was introducedin 2004 but was not offered in the U.S. market.The second generation 3.0L V6 TDI enginefeatures state-of-the-art diesel technology, suchas a common rail fuel system with piezo fuelinjectors, systematic thermal management, andextensive friction reducing improvements. Thisensures that lower emissions and higher fueleconomy are achieved.V6 TDI engines have evolved with much successin various Audi and VW Group models.479 0011

Technical FeaturesBosch CRS 3.3 commonrail injection system479 008Intake manifold witha single swirl flap479 012Chain drive479 0032

Turbocharger module479 005Exhaust gasrecirculation479 002479 004Thermal management system479 0103

Specifications268.2 hp (200 kW)442.5 lb ft (600 Nm)234.6 hp (175 kW)405.6 lb ft (550 Nm)201.1 hp (150 kW)368.7 lb ft (500 Nm)167.6 hp (125 kW)331.9 lb ft (450 Nm)134.1 hp (100 kW)295.0 lb ft (400 Nm)Power in hp (kW)Torque in lb ft (Nm)hp (kW)lb ft (Nm)67.05 hp (50 kW)221.2 lb ft (300 Nm)0100020003000400050006000479 0194Engine Code (model dependent)Q7: CNRB, Q5: CPHA, A8: CPNAEngine typeSix-cylinder 90 V-engineDisplacement181.0 cu in (2967 cm3)Stroke3.59 in (91.4 mm)Bore3.26 in (83 mm)Cylinder spacing3.54 (90 mm)Number of valves per cylinder4Firing order1-4-3-6-2-5Compression ratio16.8 : 1Power output246.7 hp (184 kW) @ 4000 rpmTorque405.6 lb ft (550 Nm) @ 1250–3000 rpmFuelDiesel to EN 590Engine managementBosch CRS 3.3Emissions standardULEV Tier II Bin5

Engine DesignCylinder BlockThe cylinder block is made from vermiculargraphite cast iron (CJV-450). This materialprovides high strength and load capacity. Theproven bearing frame design principle from theprevious generation V6 TDI engine has beenadopted for the crankshaft bearings of thisengine.The weight of the cylinder block has beenreduced by 17.6 lb (8.0 kg) when comparedto the first generation V6 TDI engine. Thiswas accomplished partly through systematicreductions in wall thickness.Cylinder blockBalance shaftDividing plane atcenter of crankshaftCrankshaftOil panupper section479 013Bearing frameTo ensure a perfectly round cylinder shape, thecylinder block is plate honed during the finalmachining processes. A special plate is mountedon the cylinder block to simulate the effect of aninstalled cylinder head.At the final stage of cylinder bore machining,the UV photon exposure process is applied. Thisensures that a smooth cylinder bore surface isobtained without necessitating mechanical work(wear-in) by the piston.A round bore ensures a substantial reductionin piston ring pre-stress which results in lowerblow-by gases and less mechanical friction.5

Crankshaft AssemblyThe forged 42 CrMo54 crankshaft has a split pindesign to achieve identical firing intervals.The forged connecting rods are diagonally splitand cracked at the big end.Due to the strong shear forces to which thecrankshaft is subjected, both the main bearingjournals and connecting rod journals areinduction hardened.Approximately 2683.1 psi (185 bar) are generatedduring the combustion process. For optimalcooling of the piston ring assembly and recessrim, the aluminum pistons have an annular saltcore cooling gallery and are sprayed from belowby oil jets mounted on the cylinder block.Weight to the crankshaft assembly hasbeen reduced by eliminating the centercounterweights and machining relief bores inthe main journals.Annular oilcooling galleryTrapezoidalconnecting rodSplit pin connectingrod bearing journalOil supply port of theconnecting rod bearingsTransverse borein the crankshaftConnectingrod bearingConnectingrod cap479 016 0186

Chain Drive SystemThe second generation V6 TDI engine has anew chain drive layout compared to the firstgeneration V6 TDI.The new chain layout reduces the number ofchains and chain tensioners from four to twoand eliminates the need for idler sprockets.A relatively long roller chain (206 links) is usedto drive the intake camshafts and balance shaft.To counteract chain elongation, the chain pinshave a wear-resistant coating.The auxiliary drive chain is also a roller-type. Itdrives the high-pressure fuel injection pumpin the rear inner Vee of the engine, and thecombined oil pump/vacuum pump.High-pressurepump CP4.2Balance shaftTiming gear for camshaftsand balance shaftsTiming drivechain tensionerAuxiliary drivechain tensionerVacuum pumpCrankshaft479 003Two-stage variableoil pumpAuxiliary drive7

Cylinder HeadThe proven first generation V6 TDI four-valvecylinder head design has been adapted for thesecond generation engine.This new engine features swirl ports andcharging ports in the intake, both of which havebeen redesigned to enhance swirl and throughflow, while the exhaust side has two exhaustports merging into a Y-branch pipe.The cylinder head cooling concept has beenrevised to reduce component temperaturesaround the combustion chamber despiteincreased engine power output.The exhaust valves have been reduced in sizeand moved further apart. This reduces thearea needed to be cooled. The cylinder head isdesigned for directional coolant flow with highflow rates. This ensures that optimal coolingis provided between the valves and the fuelinjector bore, which are in close proximity to thecombustion chamber.The Hydro-formed hollow camshafts aremounted on the cylinder heads on split twinbearing pedestals rather than a ladder frame.The camshafts have been repositioned inward(or closer to each other) allowing them to bedesigned without additional clearances toaccess the head bolts.To minimize friction in the valve train, thediameter of the camshaft bearings has beenreduced to 0.9 in (24.0 mm) from 1.25 in(32.0 mm).The crankcase ventilation system (both coarseand fine oil separators) has been moved from theVee of the engine into the cylinder head covers.Both crankcase vents lead to the pressurecontrol valve and from there to the intake side ofthe turbocharger.Action springSwirlsSealing coverwith swirl portConstant-pressurevalveOil returnlineFine oilseparatorOil separatormoduleBlow-bygas inletComposite hollowcamshaftsCamshaft bearingpedestalsPretensioned gearsto drive theexhaust camshaftsGlow plugRoller camfollowers8479 015

Oil CircuitOil Circuit Schematic479 028Legend:ABCDEFGHCamshaft bearingBalancer elementsChain tensionerExhaust turbochargerCrankcase ventilation fine oil separatorNon-return valveFlow restrictorPiston cooling jets with integrated valvesIJKLMNOMain bearingThermostatWater-oil heat exchangerOil Temperature Sensor G8Filter bypass valveOil filterReduced Oil Pressure Switch F378PQRSTUVWOil Pressure Switch F22Oil Pressure Regulation Valve N428Vacuum pumpOil pumpRelief valveOil pump drive gear bearingIntake sieveOil Level Thermal Sensor G2669

Engine Oil Pump withIntegral Vacuum PumpEngine oil is circulated by a flow rate controlledvane cell pump. A rotating adjustment ringregulates the volumetric engine oil flow whichresults in reducing the amount of drive powerrequired to operate the pump. The amount of oilflow required is mainly based on engine load.Depending on engine load, oil temperature, andother operating parameters, a lower oil pressureis used at engine speeds less than 2500 rpm.The vacuum pump uses a rotor to generatenecessary vacuum.Ball valveOil pumphousingVacuum pumpcoverVacuum pumphousingAdjustmentringRelief valveRotor with vacuumpump vaneDrive shaftVane cellsControl springs479 020Oil pumpcoverOil pick-upReferenceFor more detailed information about the flow rate controlled oil pump, refer to Self-Study Program 941803,Audi 3.0-liter V6 TDI With Clean Diesel System.10

Engine Oil Cooler withThermostat ControlledBypass PortTo assist thermal management of the engine,a thermostatically controlled oil bypassis integrated in the engine oil cooler. Attemperatures below 217.4 F (103 C), the bypassport is open and the main volume of oil bypassesthe engine oil cooler. At temperatures above217.4 F (103 C), the wax expansion elementmoves a lifting pin and the oil thermostat opens.The main volume of oil is then directed throughthe engine oil cooler.Installation LocationThe thermostat is located in the cylinder blockbeneath the coolant pump.Coolant pump drivegear mountingThermostatCoolant pumphousing479 030Guide bushingCompressionspringLifting pinExpanding waxthermostat479 031Cylinder block11

Cooling SystemOverviewExample: 2013 Audi A8ABHot coolantCooled coolantCDEFGIJKLHOMPNQ479 021Legend:ABCDEFGHI12Front heater heat exchangerRear heater heat exchangerCoolant Recirculation Pump V50ATF coolerTransmission Coolant Valve N488Exhaust turbochargerCoolant expansion tankAlternatorEngine Coolant Temperature Sensor G62JKLMNOPQEGR coolerCoolant shutoff valveEngine oil coolerCoolant thermostatCoolant pumpEngine Temperature Control Sensor G694Engine Coolant Temperature Sensor on Radiator G83Radiator

Coolant Circuit and ThermalManagement SystemTo increase efficiency, it is best to heat upthe engine as quickly as possible. This isaccomplished on the V6 TDI engine by using asplit cooling system concept. Engine coolantflows through the cylinder block and cylinderheads in two separate but parallel coolingcircuits.A continuous-duty coolant pump mounted in theVee at the front of the engine delivers coolantto the cylinder block at the exhaust sides of theengine. The coolant flow then divides into twostreams to the cylinder heads and the cylinderblock, returning to the intake side of the pumpafter flowing through both sub-circuits.Heater inletConnection to air bleedvalve from cylinder blockEGR coolerEngine Coolant TemperatureSensor G62Coolant shutoff valveMap ControlledEngine CoolingThermostat F265Return linefrom radiatorRadiator inletCoolant pump479 009Engine TemperatureControl Sensor G694Cylinder head cooling circuitCylinder block cooling circuit13

Cylinder Head Cooling CircuitThe continuous-flow cylinder head coolingcircuit primarily consists of: Coolant chambers in both cylinder heads Engine oil and EGR cooler Passenger compartment heat exchanger andtransmission heat exchanger Coolant radiatorThe temperature level of the cylinder headcooling circuit is controlled via a mappedthermostat with a heated wax expansionelement. The thermostat is de-energized duringthe warm-up phase and opens at 194 F (90 C).This means that no thermal energy is dissipatedto the main coolant radiator until the openingtemperature is reached.Pneumatic control valve(controls the cylinder head andcylinder block cooling system)Hot coolant is provided for heating the ATF oiland for passenger compartment heating asnecessary. The temperature level of the cylinderhead cooling circuit can be reduced, within thephysical bounds of the radiator, by energizingthe map-controlled engine cooling thermostat.The limiting conditions for this function are: Maximum EGR cooling capacity is required Component protection of the cylinder headunder high component load Transmission cooling is requiredEngine oil coolerCylinder head cooling circuitCylinder block cooling circuitCylinder blockcooling circuit closed479 011!14NoteThe cooling system is equipped with a control valve and can only be filled using VAS 6096 (vacuum filling).Follow all instructions outlined in current technical literature.

Cylinder Block Cooling CircuitCoolant is admitted to the cylinder head coolingcircuit on the exhaust sides of the cylinder banksvia a non-return valve. Non-return valves serveto prevent coolant back flow between the twocylinder banks, while eliminating unwanted heatdissipation from the cylinder block.The cylinder block cooling circuit is positionedabove the coolant outlet, with the vacuumcontrolled ball valve shut OFF and operated withstationary coolant to shorten the warm-up phaseof the engine.After the engine has heated up, the temperaturelevel in the cylinder block cooling circuit isadjusted to approximately 221 F (105 C) via theball valve.The ball valve is activated by a pulse widthmodulated (PWM) signal by Cylinder HeadCoolant Valve N489. To promote rapid heating,an oil-side oil cooler bypass is utilized.Return viacylinder headEngine oil coolerCylinder headCylinder blockcooling circuit openThis cylinder block cooling circuit has a separatevent. The water jackets of the cylinder banks areconnected to a header rail in the cylinder headsvia the cylinder head gaskets. This ensures thatair bubbles are able to leave the cylinder blockcircuit at the highest point in the system, evenwhen the coolant is stationary.The ventilation lines lead from the header railsto a breather valve which interconnects thepermanent ventilation system of the cylinderhead circuit and the ventilation system of thecylinder block circuit. The breather valve sealsboth sub-circuits off from one another via afloating ball valve. Therefore, when the cylinderhead circuit is ventilated, no heat energycan dissipate from the cooling circuit via thepermanent ventilation system.479 010Breather valveFrom cylinder head coolingcircuit to expansion tankFrom cylinder headcooling circuit479 03315

Exhaust Gas RecirculationOverviewThe exhaust gas recirculation system plays a keyrole in meeting applicable emission standards.All functional elements of the EGR system areintegrated into an EGR module consisting of anEGR valve, EGR cooler, and a bypass valve.EGR Motor V338 is continuously adjustableand has been optimized to achieve greateradjustment capabilities.To reduce pressure loss in the EGR system,the seat diameter of the EGR valve has beenincreased to 1.18 in (30 mm) from 1.06 in (27mm), compared to the first generation V6 TDIengine.Turbocharger ControlModule 1 J724Pulsation damperIntegral insulationExhaust turbochargerEGR Motor V338Exhaust gasrecirculation pipeDecouplingelementEGR coolerEGR TemperatureSensor G98Air gap insulatedexhaust manifold479 004Intake manifold inlet16

Active EGR CoolerThe tubular stainless steel EGR cooler hasenhanced cooling capacity and is integratedin the module’s aluminum housing. Apneumatically actuated lift valve is used in lieuof a flap to bypass the EGR valve.The major advantage of the lift valve is that itsseat guarantees a vacuum-tight seal duringcooling operation and therefore ensures a highercooling capacity.EGR Motor V338Engine CoolantTemperature Sensor G62Water return lineto oil filter modulethermostat housingEGR coolerEGR valveEGR TemperatureSensor G98EGR coolerbypass valveCylinder headcoolant inlet479 00717

Intake Air DuctingIntake air is inducted from the front of thevehicle and directed through the filter housingto the throttle valve. Just past the throttle valve,recirculated exhaust gas is admitted to theintake path through a thermally de-coupledstainless steel intake.The geometric design of the exhaust gas intakehelps to avoid build-up on the inner wall ofthe plastic tube at all operating points, whileensuring a good degree of mixing.A single, central swirl flap is used on the secondgeneration TDI engine instead of the six swirlflaps used on the first generation engine. Afterthe central swirl flap, the intake manifold hasa twin-flow configuration up to both cylinderbanks. The upper half channels air into the swirlports and the lower half into the charging ports.Intake manifold geometry wa

1 The success story for V6 TDI engines at Audi began in 1997 with the introduction of the world’s fi rst four-valve 2.5 liter V6 TDI with a distributor injection pump fuel system. In late 2003, this engine was followed by a 3.0 liter V6 TDI with common rail fuel injection. A power reduced 2.7 liter version was introduced

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