Service Training Audi 3.
Audi of America, LLC. Service Training Printed in U.S.A. Printed 12/2008 Course Number 925803 ©2008 Audi of America, LLC. All rights reserved. All information contained in this manual is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Audi of America, Inc., its affiliated companies, and its licensors. All rights are reserved to make changes at any time without notice.
Table of Contents Introduction . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Mechanical . . . . . . . . . . . . . . . . . . . . . 6 Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Cooling System . . . . . . . . . . . . . . . . . . . . . . . 32 Exhaust Emission Treatment . . . . . . . . . . . . . . 38 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . 42 Engine Management . . . . . . . . . . . .
Notes ii 191651 Audi 3.0L Supercharged.
For the first time, Audi has brought to market a mechanically supercharged powerplant: the 3.0l V6 TFSI. This Roots blower supercharged engine is based on the 3.2l V6 naturally aspirated engine from the current Audi V-engine family. By embracing new technology, in combination with the FSI combustion process, Audi has developed an engine concept that has impressive compact design, acoustics, responsiveness and fuel efficiency.
Introduction Technical description The 3.0l V6 TFSI engine will be used for the first time in the 2009 Audi A6. Main technical features: – Six-cylinder V engine with mechanical supercharging (technical basis: 3.2l V6 FSI engine) – Fuel supply, activated carbon filter system, exhaust system (manifold for selective lambda control) and engine cooling system are identical to those of the 3.2l V6 FSI engine in terms of their geometry and position.
Introduction Torque/power curve 355 280 295 230 Nm kW 175 120 120 70 Max. torque in lb-ft Max. power in horsepower 0 1000 2000 3000 4000 5000 6000 7000 8000 Engine speed [rpm] Engine code CAJA/CCAA Engine type Displacement in cm Six-cylinder V-engine 3 Max. power in hp (kW) 2995 285 (213) at 4850 – 7000 rpm Max.
Introduction Characterization Although the 3.0l V6 TFSI engine does not have the largest displacement of the Audi V6 engine family, it sets the benchmark for power output. The same goes for economy, i.e. fuel consumption and exhaust emissions. In the figure, you are shown a comparison of the full-throttle curves of the V6 FSI engines installed on the Audi A6. This is also reflected in its performance, where the engine outstrips the equivalent naturally aspirated 3.2l V6 FSI unit.
Introduction Specifications of the V6 engines on the Audi A6 Parameter 3.2l FSI 3.0l TFSI Displacement in cm3 3123 2995 Stroke in mm 92.8 89 Bore in mm 84.5 84.5 Stroke/bore 1.10 1.05 12.5 : 1 10.5 : 1 Cylinder spacing in mm 90 90 Cyl. bank offset in mm 18.5 18.5 Main bearing diameter in mm 65 65 Big-end bearing diameter in mm 56 56 Con-rod length in mm 154 153 Engine block height in mm 228 228 Max. power in hp at rpm 250 at 6500 285 at 4800 – 7000 Max.
Engine Mechanical Cylinder block The cylinder block is identical to that of the 3.2l V6 FSI engine. However, the load on the engine is higher due to the increased mean peak pressure (combustion pressure). To ensure high stability, the bearing seats undergo a special heat treatment process during manufacturing. Also, higher strength main bearing bolts are used. Cylinder block Cylinder crankcase bottom section (bedplate) Oil pan top section Oil pan bottom section 437 _ 007 6 191651 Audi 3.
Engine Mechanical Crankshaft drive Crankshaft The crankshaft has been adapted for a stroke of 89 mm. Like the 3.2l V6 FSI engine, the crankshaft has a split-pin configuration* (see glossary). The newly developed, cracked con-rods* are 153 mm long and optimised for strength. All bearing bushings are lead-free 3-component composite bearing bushings. 437_008 Cast piston Pistons Unlike the 3.2l V6 FSI engine, the pistons are rated for a compression ratio of 10.5:1.
Engine Mechanical Crankcase ventilation The treated crankcase ventilation gases follow the shortest possible route from the V chamber. The crankcase is ventilated in the same way as the 3.2L V6 FSI engine.
Engine Mechanical Cylinder head The four-valve cylinder heads have very few changes from the 3.2l V6 FSI engine. The Audi valvelift system is not used in this engine. Changes from the 3.2l V6 FSI engine The exhaust camshaft adjuster has also been removed. However, an internal exhaust gas recirculation system has been implemented to assume the responsibilities of the exhaust camshaft adjuster.
Engine Mechanical Driving the ancillary units/components The engine has two separate belt drives for driving the ancillary units/components. The serpentine belt drives the alternator, the air conditioning compressor and the power steering hydraulic pump. The Roots blower is driven by a separate belt drive.
Oil Supply Oil circulation system The oil circulation system of the 3.0l V6 TFSI engine was adopted from the 3.
Air Supply Air circulation system The central component of the air supply system is the supercharger module, which sits inside the V shaped area between the cylinder banks. It consists of the Roots blower, the bypass control module and the intercooler. Air filter Supercharger module Intercooler Intake manifold flaps 437_025 Given Audi's extensive experience with exhaust turbocharging, you may ask yourself why a mechanical supercharging system has been chosen for the 3.0l V6 TFSI engine.
Air Supply Pros and cons of a mechanical supercharging system with Roots blower compared to an exhaust turbocharging system Pros: – Charge pressure is immediately available whenever it is required – Charge pressure is continuously supplied and rises with increasing rpm – The charge air does not have to be cooled as much as turbocharged air – Long life and maintenance-friendly operation – Compact design (to save space, the supercharger can be installed in place of the intake manifold inside the V shaped are
Air Supply General information on Roots blowers With their mechanical supercharging technology, Roots blowers are presently staging a comeback at Audi. In this section you will find general information about the design and development of this technology. Basic principle Air inlet Housing Rotor 2 Rotor 1 Air outlet 437_014 What are Roots blowers? In design terms, Root blowers are rotary piston compressors. They work without inner compression according to the displacement principle.
Air Supply Historical evolution The system is named after brothers Philander and Francis Roots, who had the principle patented as long ago as 1860. The difference between the AUTO UNION racing car and the 3.0l V6 TFSI engine is that, on the former, the air-fuel mixture was formed upstream of the Roots blower. At that time Roots blowers were principally used as wind generators for blast furnaces, but also found uses in other branches of industry.
Air Supply Supercharger module Modern Roots blowers of the type used on Audi models have two identical four-vane rotors. Each vane of the two rotors is set at an angle of 160° relative to the longitudinal axis to provide a more continuous air flow with less pulsation. The Roots blower for the 3.0l V6 TFSI engine is manufactured by EATON. This company already has many years of experience in the manufacture of Roots blowers.
Air Supply Bypass bend Adaptor (bypass valve) Control valve control module J808 Intercooler Side seal, intercooler Intake air temperature sensor G42 Manifold absolute pressure sensor G71 Bearing cover Charge air pressure sensor 2 G447 Intake air temperature sensor 2 G430 Synchronizer gears Front rotor bearing Single Spring Isolator (SSI) Input shaft with bearing 437_037 Drive housing 17 191651 Audi 3.0L Supercharged.
Air Supply Housing The Roots blower, an electrically activated bypass valve and one intercooler per cylinder bank are integrated in a cast mono-block housing. The air outlets to the individual cylinders can be found on the underside of the housing. The lifting lugs bolted to the supercharger module are for suspending the engine during removal and installation.
Air Supply Drive The Roots blower is driven by the crankshaft via the second pulley of the belt drive. The result is better resonance damping at low engine speeds and full throttle. Drive is permanent, and is not engaged or disengaged by a magnetic coupling. Because of this the load on the belt is significantly lower. The crankshaft-to-supercharger drive ratio is 1:2.5. Each belt drive is insulated against crankshaft vibration by a rubber buffer in a shared torsion vibration damper.
Air Supply Function A spring element is built into the drive housing of the Roots blower. It consists of a torsion spring guided by an input bushing and an output bushing and transmits drive torque from the belt pulley to the gearing. The input and output bushings limit the movement of the spring, both into and counter to the direction of rotation of the Roots blower.
Air Supply Control of air flow and charge pressure The Roots blower is permanently driven. Without a charge pressure control system, the Roots blower would always deliver the maximum air flow rate for each engine speed and therefore generate the maximum charge pressure. However, charged air is not required in all operating states, so there would be an excessive build-up of air on the pressure side of the blower. This would, in turn, lead to an unnecessary loss of engine power.
Air Supply Control valve control module J808 Use of the control valve control module J808 eliminates the need for a complex and expensive belt drive shut-off in the form of a magnetic coupling. Angle sender Bypass valve Control flap adjustment motor V380 437_036 Signal characteristic of the control flap potentiometer G584 Lower mechanical stop 2 Upper mechanical stop 100 80 Sensor output [%] 1 60 40 20 1 Sensor travel 2 22 191651 Audi 3.0L Supercharged.
Air Supply Legend: G584 Control valve position sensor J808 Control valve control module V380 Control flap adjustment motor (type: DC motor) 1 Sensor voltage ground 2 Control signal 3 Positive sensor voltage 4 Motor supply voltage 5 Motor supply voltage 437_052 Control flap position sensor G584 Effects of signal failure This component senses the current position of the control flap and is integrated in the actuator housing cover.
Air Supply Sensors for the measurement of air mass and charge pressure Air mass and charge pressure are two factors used for engine load management. For this purpose, there are three sensors with absolutely identical functions. They measure the intake air temperature and the intake manifold pressure.
Air Supply Signal characteristic of the intake manifold pressure sender Signal output voltage U Characteristic curve of supply voltage U Absolute pressure p Signal Utilization Effects of signal failure The signal generated by the manifold absolute pressure sensor G71 upstream of the throttle valve control module is used to determine the nominal position of the bypass valve. In case of signal failure, the malfunction indicator lamp K83 (MIL) is activated.
Air Supply Circuit diagram Legend: G31 Charge air sensor (cylinder bank 1) G72 Intake air temperature sensor (cylinder bank 1) G430 Intake air temperature sensor cylinder bank 2 G447 Charge air pressure sensor 2 (cylinder bank 2) J623 Engine control module Vs Supply voltage (5 volts) Positive Ground Sensor signal 437_020 26 191651 Audi 3.0L Supercharged.
Air Supply Load management During part-throttle and naturally aspirated operation, the bypass valve is wide open and the engine throttle valve takes care of load management. In charge pressure mode, the bypass valve regulates the engine load and the engine throttle valve is wide open. The control valve control module J808 operates in conjunction with the throttle valve control module J388. The control system was designed to maximize throttle free operation and power delivery.
Air Supply Intake manifold flaps Intake manifold flaps are used on the 3.0l V6 TFSI engine to improve internal mixture formation. They are housed in an adaptor element between the supercharger module and the cylinder head Note When installing the intake manifold flap module, the intake manifold flaps must be moved into the "power" position (intake port open).
Air Supply Intake manifold runner position sensor Two sensors monitor the positions of the intake manifold flaps: Vacuum cell – Cylinder bank 1: Intake manifold runner position sensor G336 – Cylinder bank 2: Intake manifold runner position sensor 2 G512 The sensors are integrated directly in the vacuum cell flange. They are contactless incremental encoders and work on the Hall sender* principle. The sensor electronics generate a voltage signal, which is evaluated by the engine control module.
Air Supply Soundproofing One of the development goals was to keep the characteristic sound of the Roots blower to a minimum. This was achieved by modifying the design of the housing. A multilayer damping plate reduces noise at the gas outlet on the Roots blower. Unfiltered air intake Noise is also reduced by modifications to the intake (see figure). Insulating mats positioned around and below the supercharger module provide additional soundproofing.
Air Supply Insulating mats Multiple insulating mats are positioned between the supercharger module and the cylinder head and block. They direct the noise produced by the Roots blower downward. Two small insulating inserts are located on the back of the supercharger module (see adjacent figure). 437_031 Additional insulating mats are located below the supercharger module inside the V shaped area between the cylinder banks.
Cooling System Cooling circuit There are two different types of cooling circuits for the Audi A6 with the 3.0l V6 TFSI engine (they are market dependent). The adjacent figure shows a version with preheater and after run coolant pump V51 (for super-hot climates, PR No.: 8z9). Another electrically driven coolant pump is the charge air cooling pump V188, which is used in the low temperature circuit of the intercooler.
Cooling System Cooling circuit with preheater 437_012 Legend: A B C D E F G H I J K L M Vent line Expansion tank Heat exchanger Pump/valve unit (N175/N176 and V50) Vent screw Coolant circulation pump V50 Engine oil cooler Coolant pump Coolant run-on pump (hot climates only) Coolant thermostat Radiator Non-return valve Coolant temperature sender G62 N N175 N176 O P Q R S T U V WI ATF cooler Left heat regulating valve Right heat regulating valve Recirculation pump Pre-heater Heater coolant shut-off valv
Cooling System Charge air cooling (intercooling) Vent screws The supercharger module has one intercooler per cylinder bank. Coolant flows through the intercoolers, which are integrated in the intercooling circuit in a parallel configuration. Intercooler, right Supercharger module Intercooler, left Side seal of intercooler Intercooler sealing kit 437_045 437_045 Note The intercooler must be installed and removed with great care. Follow the instructions given in the Electronic Service Information.
Cooling System Intercooling circuit The intercooling circuit is a cooling circuit which is separate from the main cooling circuit. However, both circuits are interconnected and share a common coolant expansion tank. The temperature level within the intercooling circuit is usually lower than within the primary circuit.
Cooling System Charge air cooling pump V188 The charge air cooling pump V188 is an electrically driven coolant pump. It pumps the heated coolant from the intercooler inside the supercharger module to the low-temperature cooler. The lower-temperature cooler is integrated in the cooling unit at the front end of the vehicle (in the direction of travel upstream of the radiator). Pressure connection The pump is close coupled to the oil cooler at the front left of the engine compartment.
Cooling System Fault identification If faults are found, the system will attempt to protect the pump either by reducing its speed or shutting it off. Possibilities for diagnosis during servicing The following possibilities for diagnosis are available: – – – – Read out fault memory in engine control module Guided Fault Finding function (test plan) Measuring value block 109 (Audi A6) Actuator test During the actuator test, various pump speeds are activated and evaluated by the engine control module.
Exhaust Emission Treatment Secondary air system A secondary air system is used to ensure compliance with the EU V and ULEV II exhaust emission standards. It facilitates rapid heating of the catalytic converters and reduces exhaust emissions by injecting air into the exhaust line downstream of the exhaust valves for a defined period of time after the engine is cold-started.
Exhaust Emission Treatment Secondary air injection valves Data bus The two secondary air injection valves for activating the two combination valves are located on the back of the motor. If the system malfunctions, the exhaust emission limits can be exceeded very quickly. The limit value stipulated by the exhaust emission standard must not be exceeded by more than a factor of 1.5:1.
Exhaust Emission Treatment Testing the system on engines compliant with the ULEV exhaust emission standard (North America) The California Air Resource Board (CARB) requires that the secondary air system be tested during the heat-up phase of the catalytic converter. However, the oxygen sensors do not reach their operating temperature fast enough for this purpose. This is why a pressure sensor (secondary air injection sensor -1 G609) is used for making the diagnosis.
Exhaust Emission Treatment Phases of the secondary air diagnosis process Cylinder bank 2 3 Cylinder bank 1 Pressure difference 1 4 2 5 0 Phase 1 2.1 2.
Fuel System Overview Like the 3.2l V6 FSI engine with Audi valvelift system, the 3.0l V6 TFSI engine uses a supply-on-demand fuel system.
Fuel System Injectors The injectors developed in conjunction with Continental (formerly Siemens VDO) have been modofied for use in this engine. The six-hole nozzles were designed to ensure optimal homogenization of the fuel-air mixture in any operating state of the engine. The flow rate has also been significantly increased to reduce the duration of the injection cycle (less than 4 milliseconds at full throttle).
Engine Management System overview (Audi A6 of model year 2009) Sensors Charge air pressure sensor G31, G447 Intake air temperature sensor G72, G430 Manifold absolute pressure sensor G71 Intake air temperature sensor G42 Secondary air injection sensor -1 G609 (for ULEV vehicles only) Engine speed sensor G28 Throttle valve control module J338 Throttle drive angle sensor G188, G187 Control valve control module J808 Control valve position sensor G584 Camshaft position sensor G40 (intake, bank 1) Camshaft pos
Engine Management Actuators Fuel pump control module J538 Transfer fuel pump (FP) G6 Fuel Injectors for cylinders 1 – 6 N30 – 33 and N83, N84 Ignition coils for cylinders 1 – 6 N70, N127, N291, N292, N323, N324 Throttle valve control module J338 Throttle drive (for electronic power control) G186 Control valve control module J808 Control flap adjustment motor V380 Intensive washer pump relay J75 Motronic engine control module (ECM) power supply relay J271 Evaporative Emission (EVAP) Canister Purge Regula
Engine Management Engine control module The Simos 8 engine control module, jointly developed with Audi and Continental (formerly Siemens VDO) is used with this engine. Operating modes The FSI injection process is configured for homogeneous mixture formation. The complete fuel charge is injected into the combustion chamber during the intake phase. This does not include the engine start and warm-up phases, during which the following operating modes are used. 437_056 1. Engine start 2.
Engine Management Maintenance work Maintenance work Engine oil replacement interval : Engine oil specifications: Engine oil filter replacement interval: Engine oil change quantity (incl. filter): Interval Fixed interval of 10,000 miles (15,000 km) or 12 months (whichever comes first) Engine oil to VW standard 502 00 or 504 00 at every oil change 6.5 liters (6.
Service Special tools The tools below are for the 3.0l V6 TFSI engine with Roots blower 437_063 437_075 T40206/1 Gearbox support plate T40206/2 Mount for supercharger module 48 191651 Audi 3.0L Supercharged.
Glossary Glossary This glossary explains to you all terms written in italics or indicated by an asterisk (*) in this Self-Study Program Blow-by gases Light-off temperature Blow-by gases are also known as leakage gases. When the engine running, blow-by gases flow from the combustion chamber and past the piston into the crankcase. This is due to the high pressure inside the combustion chamber and the absolutely normal leakage that occurs around the piston rings.
Summary From the glorious 1930s tradition of motor sport dominated by cars bearing the four-ring badge, the Roots blower is now staging a comeback. The new 3.0l TFSI engine is powerful, extremely quick and ultra-efficient. It is also the new top version in Audi's V6 engine range, and sets impressive benchmarks for fuel economy and clean emissions. The engine is notable for its sporty throttle response, exceptional agility and "bite".
Notes 51 191651 Audi 3.0L Supercharged.
Notes 52 191651 Audi 3.0L Supercharged.
Knowledge Assessment An on-line Knowledge Assessment (exam) is available for this Self-Study Program. The Knowledge Assessment may or may not be required for Certification. You can find this Knowledge Assessment at: www.accessaudi.com From the accessaudi.com Homepage: – Click on the “ACADEMY” Tab. – Click on the “Academy Site” Link. – Click on the “CRC Certification” Link. For Assistance, please call: Audi Academy Certification Resource Center (CRC) 1-877-283-4562 (8:00 a.m. to 8:00 p.m.
925803 All rights reserved. Technical specifications subject to change without notice.
